In addition, the Club kept in constant communication with the British Red Cross Society, and has put at the disposal of this Society the use of the R.A.C. annexe at 83, Pall Mall, for office, store and organisation purposes. As the need for the provision of motor ambulances for foreign service became urgent, the Club gave invaluable assistance to the Society by keeping up a constant flow of cars unreservedly given or lent by their owners. Cars have been supplied for this and other purposes through the R.A.C. organisation from practically every county in England, Scotland, Ireland and Wales. All members and associates of the Club have been asked to assist the work of recruiting by carrying on their cars cards urging prompt enlistment.
The Automobile Association and Motor Union was equally energetic and prompt. The Association immediately conveyed to the War Department an offer to help the Government to the fullest extent of its resources, and upon the acceptance of this proposal communicated at once with its 92,000 members—owners of cars, light cars, cycle-cars and motor cycles—inviting them to volunteer their services, and to that end to forward the fullest possible particulars. The response to this appeal resulted in the enrolment of the names of about 20,000 motor owners, and within a few days large numbers of these were being utilised not only by the War Office, but by municipal and other bodies all over the country. The earliest mobilisation took place on the Doncaster race-course, where about 150 cars assembled in a few hours in response to telegrams. This fleet remained concentrated for some days, but the eventuality against which it was intended to provide did not materialise. Large numbers of the A.A. members were employed during the first two or three weeks of the war to guard telephone and telegraph lines and cables, until permanent arrangements could be made for this service. Hundreds of motor cycle and car members undertook long spells of duty by day or night under the supervision of the post office officials.
In connection with the conveyance of wounded, the Association placed fleets of cars at the disposal of the chief military centres throughout the country, its members holding themselves in readiness to go out at any hour during the day or night, to carry wounded from the railway stations to the hospitals. In a considerable number of cases, the motorists so employed undertook, at their own expense, to convert their cars into ambulances, and a large number of machines so transformed were sent across the channel to work behind the firing line. Vehicles were also forthcoming in plentiful numbers to meet refugees, and take them to their temporary homes. Hundreds of motor cycle members volunteered for dispatch-carrying work, and the committees of the National Service League and other recruiting bodies in all parts of the country were supported by cars, light cars, and motor cycles with side cars, ready to pick up recruits and convey them to the enlisting depôts. At normal times, the Association employs on the main roads of the country over 500 road patrols, whose duties involve continual cycling over their appointed beats from daybreak until dark. These men were evidently ideal recruits for the cyclists’ battalions required for scouting work. Over 250 of them enlisted in various regiments, or rejoined their old regiments, while a picked body, over 100 strong, was formed into the first two companies of the 8th Essex (Cyclist) Battalion, under the command of the Secretary of the Association, Captain Stenson Cooke, who was formerly a member of the London Rifle Brigade.
“The Autocar” photograph.
ONE OF A FLEET OF “MAUDSLAY” MOTOR BUSES COMMANDEERED BY THE WAR DEPARTMENT, AND FITTED WITH LORRY BODIES.
The Commercial Motor Users’ Association undertook the enrolment of men competent to serve as motor transport drivers, and also formed on behalf of its own members a kind of transport exchange. A similar scheme on rather broader lines was handled by the Imperial Motor Transport Council, the idea being that while some business concerns would experience difficulties in effecting deliveries owing to their horses being requisitioned, others—owing to the disorganisation of trade—would have suitable facilities standing idle. In that event considerable trouble might be saved by bringing into existence some machinery capable of establishing contact between the two groups.
The Council also undertook work in assistance of the Motor Ambulance Department of the British Red Cross Society, and circularised its oversea members with a view to assisting the maintenance of British export trade in motor vehicles.
At the outbreak of war, steps were immediately taken by the War Department to secure for service all the motor lorries of subvention type working for commercial houses. These not being numerically sufficient for the whole needs of the army, several thousand other motor lorries of approximately the same carrying capacity, but of varying types, were requisitioned somewhat hastily. The quality of the fleets thus formed was variable, even though a process of weeding out at the ports of embarkation did something towards securing uniformity. In the same way the urgent need of employing many thousands of transport drivers naturally led to the enlistment of men of varying capabilities. Drivers handling lorries or ’buses are in some instances required to be fairly capable mechanics. In others, any interference with the mechanism of their machines is discouraged, and they are taught to be entirely dependent on the mechanical staff at their headquarters. Such men, while thoroughly skilled in handling a vehicle, are not really fully qualified for the business of a motor transport driver in active service.
Very considerable numbers of London motor omnibuses were taken off the streets and converted into ambulances or lorries, and similar vehicles have also been used for the transport of troops and other purposes.
As soon as matters had had a little time in which to settle down, it became apparent that the Government did not intend to rely on the system of requisitioning to make up the wastage of their fleet in service, or to provide transport for Indian and Colonial troops, or for the new armies in course of formation. For this purpose large regular orders were placed with many of the leading manufacturers, and in some instances these orders amounted to taking over practically the entire output. No exact figures are available as to the rate at which, during the early stages of the war, the Government took delivery of new motor lorries, but there is little doubt that the weekly supply ran into three figures, and that a continuance of very substantial orders will be necessary right up to the conclusion of hostilities.