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THE author presents a brief description of the design of some of the principal vehicles used in motorizing the artillery, as developed by the Ordnance Department. A few of the vehicles are described, including gun mounts that were being developed at the time of the signing of the armistice. The relative merits of the different types of equipment are discussed.

THE United States was practically unprepared in the field of military motor-transport at the beginning of the war. Due largely to the cooperation of the Society of Automotive Engineers and its members individually, this handicap was overcome and a position stronger in this respect than that of any of the other belligerents was attained. The early efforts and the cooperation between the Society and the various Government departments are described, especially with reference to the Quartermaster Corps which at that time had charge of all motor transportation. Regarding the Class B truck, it is shown that the Society acted as a point of contact between the various members of the industry and the War Department and, although not fostering any program or plan of its own, it was largely responsible for the success of the standardization program conceived and carried out by the Army.

The author states as his object a review of what has been done and what must be done to make tractors successful in operating on low-grade fuels, especially kerosene. He takes up in order the four principal methods in common use of applying heat to vaporize kerosene, pointing out the advantages and disadvantages of each method and of its modifications. The author then cites various experiments with different types of carbureters in burning kerosene, drawing at length upon his own experience in this connection. He cites difficulties with gas distribution, manifold condensation, pistons and spark-plugs and points out that carbureter design is inseparable from considerations of tractor engine and manifold design. That better progress has not been made in the past in developing kerosene-burning tractor engines is stated to be largely owing to the fact that there has not been sufficient cooperation between engine and carbureter manufacturers.

The author outlines the history of the 550 submarine chasers built for the British Government between April, 1915, and November, 1916, and attributes the success of the undertaking largely to scientific standardization. He cites some of the early difficulties in obtaining supplies and tells how they were met, and mentions how and why the fabrication was carried out in this country and the assembly made in Canada. The paper concludes with citation of the principal dimensions of the boats, power, speed and cruising radius. In the course of the discussion the author refers further to the power plant and mentions some of the war-time duties of this type of craft.

The author states that the objects of the paper are to define and trace the development of the various processes of carburetion, and to offer such suggestions along these lines as may assist the investigator in developing motorboats, automobiles and self-contained unit motor cars for railway purposes. The surface carburetor is mentioned chiefly as of historic interest. In considering the jet carbureter the author discusses the proportion of gas desired, the effect of the varying inertia of the air and the liquid gasoline and the breaking up of the combustible needed. Following sections review the devices for using kerosene, such as gasoline jet carbureters to which heat is applied, devices of the fixed gas type, the introduction of combustible directly into the cylinder, forcing combustible directly upon a hot surface in the cylinder and devices which raise the combustible to the boiling point.

After a brief consideration of airplane-engine practice in France, England and Germany, the author outlines the problems encountered in designing a twelve-cylinder aviation engine. He explains at some length the difficulties in determining the connection between propeller and engine and shows why valve-in-head location was chosen. Such features of engine design as the mounting of carbureter and exhaust pipes, methods of fuel and lubricant supply and details involved in selecting the lighting, starting and ignition equipment are considered.

The author gives a brief review of developments during the past year in the construction of aeroplanes, particularly as affected by the European War. He takes as an example the Renault twelve-cylinder engine, citing the respects in which the present differs from previous models. Such factors as the changes in cooling systems, method of drive, valve construction and starting devices are considered. The requirements of aeroplane engines, such as constant service, high speeds (of aeroplanes) and stream-line form of engines and radiators, are outlined. Propeller requirements are dealt with at length, curves being given by which the efficiency and diameter of the propeller can be obtained. In conclusion a number of different engine installations are illustrated and compared.

This paper is mainly an argument in favor of the use of large, single rear wheel truck tires instead of smaller dual tires. Although the practice of using large singles is comparatively new, the author gives the results of experience and research to show the advantages of the newer method of rear tire equipment. In developing his arguments in favor of single tires, the author goes into the history of dual tire application to show why it was necessary to use two tires in the earlier days of truck operation. As the necessity for increased carrying-capacity grew, tire manufacturers found the then existing single tire equipment inadequate, and they set about to develop suitable equipment to meet the new condition, the result being dual practice. The method of attaching the earlier dual tires is shown to have been poor, resulting in circumferential creeping of the whole tire to a much greater extent as the width of the dual equipment increased.

Many areas of the world are in various stages of development which frequently includes a rapid increase in the motor vehicle population. As a result, some areas are beginning to show the effect of increased motor vehicle use on air pollution. The vehicle's contribution to California's air pollution has long been recognized and studied, and measures have been implemented to reduce emissions from motor vehicles. The history of light duty vehicle emission control in the South Coast Air Basin of California is reviewed. Emission reductions achieved, current levels, projected future emissions and the need for further emissions reductions from light duty vehicles are discussed. For other areas of the world where motor vehicles contribute to air pollution, suggestions are made which can improve the effectiveness of emission control efforts; which should be consistent with political and economic realities, and efforts to achieve international harmonization of standards.