An immediate demand for mechanical military transport following the declaration of war in Europe was partly solved by a considerable influx of well-engineered cross-country trucks from the United States. Those countries that had prepared in advance by introducing “subsidy” schemes soon found they were in a far superior position to those that had not. Despite this, problems abounded.

Steam-powered vehicles such as traction engines had been used on a small scale in earlier situations, but the internal-combustion engined truck had never been used in war conditions, and weaknesses in design were soon apparent. These included insufficient power, lack of ground clearance, and poor protection of mechanical units from the ravages of water and mud, for which the Flanders battlefields were soon renowned.

There was, however, another major problem that few had foreseen. Both sides in the conflict used many components supplied by firms on the opposing side: German-manufactured Bosch magnetos were used almost exclusively by the Allies, while German forces relied largely upon British and French manufactured Dunlop and Michelin tyres. Luckily, the Bosch magneto had been developed jointly by Robert Bosch and the American Frederick Simms, and German supplies were replaced by magnetos from the Simms Magneto Co factory, Watsersing, New Jersey.

At this stage it is worth looking in depth at some of the “subsidy” schemes operating at the time. The instigators of this idea were the Germans who, in the years prior to 1914, had been building up their military reserves. The German scheme is understood to have applied to any truck which an operator was prepared to release to the military upon mobilization. The operator received an initial grant of 150 towards the purchase of the vehicle, followed by a subsidy of 60 for each of the next four years. By the time war was declared, some 825 “subsidy” trucks had been released to the German Armed Forces.

A similar scheme was organized by commercial vehicle industry. The British government offered the purchaser of an approved vehicle a subsidy. However, the vehicle had to be handed over to the authorities within 72 hours of mobilization.

One of the most advanced British “subsidy” types was the 3 ton Dennis `A’-Type, although the `L’ or `RAF’-Type Leyland was certainly the best known. The Dennis had considerable influence on British truck design after the war, its most striking feature being a rear axle with removable upper casing containing the worm shaft, worm wheel, differential and bearings, thus enabling the entire final-drive mechanism to be inspected or replaced without disturbing either the chassis or the wheels.

Leyland Motors, on the other hand, built both a 1 1/2-tonner and the 3-ton ‘RAF’-Type, while Albion supplied 6000 “subsidy” vehicles, and the Associated Equipment Co Ltd over 10,000. Many of their London General Omni-bus Co `B’-Type open-top double-deck buses were also commandeered and ordered to the Front. The standardization of models and components required by the British “subsidy” scheme enabled so-called cannibalization to take place to keep transport moving, whereas the adoption of any suitable vehicle by the French and German forces gave no such advantage.

As the war progressed, so British forces began to take delivery of new American-built trucks designed specifically for arduous work. Amongst these was the Mack `AC’, nicknamed the “Bulldog” because of its snub nose and rugged construction. Ultimately, this became so well-known by its nickname that the bulldog was adopted as the Mack logo, which it remains to this day.

Some American manufacturers, such as General Motors, were now concentrating almost exclusively on the construction of military vehicles, while certain European manufacturers, such as MAN, Magirus in Germany or Societe d’Outillage Mecanique et d’Usinage d’Artilleries (Somua) in France, were building their first trucks in an attempt to turn the tide. Indeed, Somua was established for the sole purpose of building army trucks.

Throughout the Western world, factories not involved in the manufacture of military trucks were turned over to the production of armaments such as shells, firearms and aero engines, while others manufactured both military vehicles and also armaments.

Many American-built trucks saw service not only in Europe but also in the Mexican border campaign of 1916, when the United States government waged war against the Mexican bandit Pancho Villa. This served as a proving ground for these trucks, many of which were later shipped to Europe for military service. At this time, few US-built military trucks were standardized, and it was not until the development of the US Quartermaster Corps’s `B’-Class heavy truck, known as the “Liberty”, that proper standardization occurred.

On the civilian front, gas was used to combat the lack of petrol, and in the United States the 1916 Federal Aid Road Act was instrumental in establishing a new interstate highway system which contributed greatly to the development of American commercial vehicles. With a rubber tyre shortage, particularly in Germany where manufacturers had relied upon British and French made supplies, unconventional steel-wheeled vehicles, sometimes incorporating metal plates backed by small leaf springs, appeared for a short while, but these were mainly for heavy tractors used for hauling artillery.

Developments in commercial vehicle design, such as the use of shaft-drive, glass. windscreens and electric rather than acetylene lighting, were now creeping in from the passenger car side and, although apparent in many light commercials, it was some years before these were adopted for the heavy commercial market. Pneumatic tyres were also becoming commonplace on lighter types but, again, were to remain a rarity on “heavies” for some time.

While the war did much to establish new standards for commercial vehicles, military vehicle requirements were far different from those used on the public highway. High payloads and economy were more important to civilian operators than high ground clearance or all-wheel drive. Thus, with a return to peace, much re-organization was necessary.

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The “gooseneck” type of trailer hitch is one of those things that you’ve probably seen but didn’t realize what it was you were looking at.The name “gooseneck” actually describes the look of the hitch fairly well. The Gooseneck design takes advantage of the pickup truck’s bed combined with trailers designed to be towed by a pickup: The overhanging part of these trailers can now be hooked to a hitch in the pickup truck bed.

As a Class V capacity hitch, the gooseneck can pull up to 30,000 pounds of gross trailer weight. As a Class V rated trailer hitch, the gooseneck can tow up to 30,000 lbs of trailer weight, while the Class I and II hitches are good for only 3500 pounds and the Class III & IVs are good for 10,000 lbs.

The hitch most people are familiar with is the one with a hitch ball and attached to the truck’s rear bumper, often beefed up by being welded or bolted to the truck’s rear frame. However, gooseneck and fifth wheel hitches both connect to the bed of the truck of a pickup truck, instead of its bumper. The gooseneck hitch makes use of a hitch ball that comes from the hitch frame, which is bolted to the frame of the truck. Then the arched arm of the trailer hitch locks in place on the hitch ball.

2 features of a gooseneck hitch make it popular: Folks favor the added strength in its towing ability and due to the nature of their design, they have the ability to make tighter turns than other hitch and trailer options. The trailer’s tighter turning ability is a huge benefit and is due to the fact that the turning point of the trailer is in the bed of the pickup truck instead of on or near the truck’s bumper.

The installation of the gooseneck hitch can be a little involved as you have to remove the pickup truck’s bed in order to attach the hitch frame to the frame of the pickup. The truckbed can be drilled now, so that the hitch ball can fit thru. So now that the hole in the bed is drilled, the truckbed can be replaced.

Gooseneck hitches are great for pulling campers, horse trailers, and any trailer designed to take advantage of the ‘overhang’ over a pickup truck’s bed. And the tighter turning ability of the gooseneck makes it a must-have hitch for many situations. They can be difficult to install without getting a kit customized for your truck, but once installed they are extremely secure.

Jim Armstrong has been writing unique automotive articles for years. Find out more good info about the gooseneck hitch and the Reese Hitch now.

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