H— 40.

No explanation is tendered as to why the 1933 total of makers of goods vehicles of 1 ton or more rated pay-load is less than 50 per cent, of those listed in 1932. However, notwithstanding this factor, tbe thirteen manufacturers (makes) in the 1933 schedule collectively offered ninety models with compression-ignition engines against the sixty-eight models listed by the eighteen in 1932, or, in other words, the compression-ignition engined goods models in 1933 show a percentage increase of 33 per cent, on the corresponding figures for 1932. In the passenger-vehicle group the growth of the compression-ignition-engined unit is even better, in that twenty-five manufacturers offered vehicles of eight-passenger capacity or more in 1932, and, of these twenty-five makers, five offered sixteen models with compression-ignition engines; while the 1933 schedule shows nineteen manufacturers competing in the over eight passenger group, of which number ten makers offered thirty-seven models with compression-ignition engines. The respective percentages (approximately) are, therefore, — (a) Twenty per cent, of the makers listed in 1932 offered compression-ignition-engined vehicles for passenger-service, whereas over 50 per cent, of the 1933 makers did so ; (■b) The number of makers listing compression-ignition-engined passenger vehicles in 1933 was 100 per cent, on the 1932 figures ; and (c) The number of models offered in 1933 was 231 per cent, of the number for 1932. A further indication of the trend and growth of the compression-ignition engine in the sphere of road transport is obtained from a comparison of the exhibits in the heavy-vehicle section of the last two Olympic Commercial Motor Shows, held in London in 1931 and in November last. It has been reported that in the over 3 ton pay-load group the respective approximate percentages of compression-ignition engines to total exhibits in this group were 10 per cent, in 1931 and 70 per cent, in 1933. The omnibus fleet of the London Passenger Transport Board, including those at present on order, comprises 5,253 vehicles, and of these 596 have compression-ignition engines. The Oversea Mechanical Transport Bulletin of April, 1934 (Abstract 1326), refers to an article published in Oil Engine, November, 1933 (Temple Press, Ltd., 5 Rosebery Avenue, London, E.C. 1), concerning exhibits shown at the Public Works Roads and Transport Exhibition in London, and states that the advance in popular favour which has been achieved by the oil-engine is clearly shown in the road-roller section, in that thirteen of the total of eighteen exhibits were of the oil-engined type, while three only were petrol-engined, and the remaining two were fitted with steam-engines. It is significant that some chassis manufacturers now schedule the compression-ignition-engined chassis as standard production and the petrol-engine is offered as an alternative at a reduction in list price, whereas formerly the heavy-oil engine was shown as an alternative to the standard petrol-engine at an increased cost. It is now admitted on all sides that the compression-ignition engine is establishing itself on performance in fair and open competition with all other types of power units, and for heavy-duty service in particular merits every consideration.

16. APPENDIX.

TABLE No. 1.—MOTOR-VEHICLE REGISTRATIONS, 1925-1933. Table showing the Total Number of Vehicles registered under the Motor-vehicles Act, 1924, at 31st December in the Years 1925 to 1933.

30

(N.B. —Dormant, but not cancelled, Registrations are included in this Table.) Trucks (classified according to Pay-load Capacity). ! « Trailers. © . . m •-« £ j T5 'd T3 | T3 "d <» "So ® od . ™ S -C fl -j pi 3 ® fl q o! „ a d S ® 73* ® e2 31st December, Oars. !^.!c!=lSakSao5aS 0 H"S3i _• £ „ SJ 8 o ji ¥ • b ! oS 1 ? o2f oSV.oSr oS* * 3 s H"S J3 U 3 b §2 H«a «« fl SSo°»g |SH l S t.S s! S H sā ojfe o g S ■e Soj Sa3 Jeai «Ci ;as x S y s " Sqjooooo ; H " 1925 .. 81,662 9.671 2,077 879 713 268; 48 ' 17 13,673 1,285 386 198 291 193 369 25,339 1123,396 1926 .. 101,462 13,056 2,827 1,155 824 314! 48 . 27 18,251 : 1,590 465 241 432 328 455 32,101 155,325 1927 .. 111,641 15,601 3,643 1,322 850 340 | 41 18 21.815 1,143 477 314 535 345 422 34,593 171,285 1928 .. 125,656 17,057 4,302 1,465 866 347 I 48 21 24,106 1,190 421 , 269 689 422 460 36,116 189,329 1929 .. 143,814 18,792 1 6,453 1,668 852 349 51 24 28,189 11,271 372 262 945 449 501 37,349 213,152 1930 .. 154,634 19,839 8.034 1,798 872 350 51 23 30,967 1,308 305 259 1,279 464 503 37,404 227,123 1931 .. 153,265 23,283 8,542 ! 1,757 829 321 44 21 34,797 j 1,234 282 271 1,886 657 468 35,413 228,273 1932 .. 151,356 22,495 1 8,661 ! 1,737 757 298 41 20 34,009 I 1,204 268 I 253 2,457 707 474 33,182 223,910 1933* .. 129,173 f - f I f t t | t ! t 35,766| 1,025 j t ! t : t t t 23,020 188,984 * Licensed vehicles only, dormant registrations not included. t Separate figures not available. J Includes trailers, traction-engines, and tractors.