Commercial Motor Transport in the East.
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Some Observations of a "Globe Trotter."
By Robert L. Jefferson, F.R.G.S.
In the course of much wandering all over the world, and in countries, civilized and uncivilized, where good roads or bad roads, or no roads at all, exist, I have often remarked on the comparatively-slow progress which seems to be made in the matter of commercial-motor transport.
One would naturally think that, in those countries where railways are few and canals are not, but which possess some sort of high roads from place to place, the carriage of goods, of people, of mails and of merchandise of all kinds would offer big opportunities for the employment of the transport motor wagon. But it is singular that, whilst the development of motoring, from the point of view of the pleasure vehicle, has been most rapid in the countries indicated, the use of the motor for winds transportation is of a comparatively-tentative and unambitious character so far. In the order of my business negotiations in Asia, Africa and Canada, where, it seems to me, there exist vast fields for enterprise on the part of motor manufacturers, I have often inquired for the reason of the paucity of commercial vehicles. As a result of these inquiries, I ain convinced that the cause is attributable to analogous factors—the ignorance of the Foreign or Colonial transporter of the advantages of the automobile, and an equal ignorance on the part of motor manufacturers at home of the great possibilities which exist for the employment of their productions in countries which are of a more-or-less unknown character. In the countries of the East, such as India, Burmah, the Straits Settlements, the Dutch East Indies, Siam, China and Ceylon, the great bulk of the merchandise is carried by road. Only in India, perhaps, where a large number of lines exists, does the railway bulk as a competitor to the road-borne traffic; but, even in that country, owing to high railway rates, the great and excellent trunk roads swarm with bullock wagons conveying goods from place to place. In the other countries, railway facilities, if such exist, are of such a meagre character that their effect upon the road traffic is of negligible importance.
It is as well to point out that the countries indicated are highly productive in all the departments appertaining to the cultivation of the soil, and the bulk of the produce obtained is intended for export, and must be transported by some means or other to the littoral. Now, in the main, this produce is conveyed, from place to place, until it eventually reaches the railway or the sea by the methods instituted hundreds upon hundreds of years ago —by bullock or camel haulage, or even by coolie portage. It may be suggested that, if a carrying trade of sufficient importance exists, the building of light railways would he warranted; but, whilst this method has been resorted to in many cases, it must be remembered that many of the vast districts under cultivation are of comparativelyrecent European exploitation, and many years must elapse before such districts can be linked up by iron roads ; also, difficulties of physical geography often occur, which would make the building of such lines an extremelyspeculative proceeding.
The Call Tor Road Transport.
In addition to the actual produce of the soil, we have to regard the transport of merchandise of a semi-ready character, such as, for instance, the tea of Assam and Ceylon, and the sugar and spices of the Straits, Java and Sumatra. Tea refineries and sugar factories depend to an enormous extent upon road transport, since the work of turning the raw material into a semi-ready condition is invariably carried out on the spot. Railways, in the tea and sugar districts, as in districts producing commodities of similar character, are few and far between, and, even where they do exist, they rarely consist of more than a main line and must be fed by road transport from the outlying stations, plantations, or factories. Here, it seems to me, exist wide potentialities for the employment of the motor transport wagon.
I am fully alive to the difficulties which beset the motor manufacturer at home, whose knowledge of far-away countries is of only a vague order. In the first place, he is quite at sea as to how to make a start. [Mr. Jefferson, we must point out, made his interesting cycle and motor tours before THE COMMERCIAL MOTOR had prepared its various special numbers for the Colonies and Foreign Countries—En.] He knows not the people with whom he wishes to deal, he knows nothing of the country, and he knows not whether motor haulage or carriage be possible i» certain indicated distriets. The plaeter or factor, on the other hand, le our nre been— in a similar condition of dubiety as regards not transport. He knows nothing of petrol or steno, meters, their cost, their upkeep, or their manipulation. He is entirely ignorant as to their capabilities, and he has no method of knowing whether their employment would be a financial improvement upon existing and tried methods. ir he be earnestly interested in the matter, he can only obtain the requisite knowledge by journeying to Europe, and investi gating the possibilities on the spot. But how many planters or factors are of a sufficiently-enterprieing and far-seeing character to adopt this, the most-rational and sensible course? In the East, things move slowly, and even European sertlere are prone, once they are really settled, to be quite content. with the conditions NS Inch exist, and which have existed for centuries. Where indifference is allied to lethargy, the chance of the planters instituting motor transport is remote. CnIess the advantages of the motor be brought under his immediate notice, and demonstrated in a practical and businesslike way, it is hopeless to expect him to be enthusiastic. And, in this aspect of the situation, 1 think 1 have found the reason of the meagre progress of commercial motoring in countries where its widespread adoption would appear to he of great and lasting benefit.
A World Tour the Best Way.
Under these circumstances, it is manifest that, if the meter manufacturer desires to extend the scope of his business, and wishes for trade in remote countries, he must exercise considerably-more enterprise than he has done in the past. To expect trade in commercial vehicles to eventuate by the time-honoured method of correspondence with shippers, or solely, upon the preliminary and oftentimes hapheeard distribution of catalogues, appeals to Inc as a somewhat-childish hope; yet, how many manufete threes have adventured beyond this stage of the work ? The situation calls for the equipment and despatch of thoroughly-qualified and reliable representatives km the fields awaiting development in the direction suggested: these men must he armed, not only with expert knowledge of their firm's productions, but with commercial powers enabling them to enter into the business side of any negotiations which may ensue. Such enterprise means the speculation of considerable money, and the cautions manufacturer, with his eye upon the shareholders' interests, may be inclined to jib at the suggestion : nevertheless, it is only by the exercise of a bold policv in this direction that hopes of the best results can be held out for our manufacturers future in -the markets afar off, Before the Colonial and Foreign potential buyer is educated to the advantages and the advisability of motor transport; missionary or piontw work is absolutely necessary ; without it, the overseas " man remains in his stnte of ignorance, content to go on as be has gone hitherto, or unable to obtain that knowledge of motor possibilities, which he urgently requires, before adventuring upon its adoption. [The Export and Colonial issues of this journal have tended to break down this older view.--Eu
Advisory Experts: The Road Question.
Not only must the men sent out he qualified as motor experts, they must also be trustworthy enough to act as advisers to the contracting parties. Upon their shoulders will fall the onus of directing the buyer into the mosteconomical and practical method of using motor carriages. The nature of the country to he traversed, the condition of road surface, widths, bridges, corners and gradients. must be completely investigated; the nature, bulk end weight of the goods proposed to be carried must all be most carefully considered, for it is only when these conditions are thoroughly sounded and understood that the representatives will be in a position to advise as to the type, power and construction of the transporter most suitable for the particular work involved. In a good many cases, the employment of motors may necessitate
1v01k of some sort upon the existing tracks, in order to make -them suitable tor motor vehicles, for, while a good deal of misconception exists about motor possibilities on and tracks, there ere districts where, owing to the swampy nature ef the ground, or other disabilities, it would be neeeesary for some such work to be executed. I should like; while on this subject of roads, to emphasize my often-repeated statement, that a motor vehicle can usually be taken where any sort of road exists, and where wheeled traffic of any kind is the method of transport. I have proved this time after time, in the face of mast-pessimistic prognostication. A road, or track, of some sort, is necessary, I admit: one cannot take a car through the primeval forest, or through swamps. On the other hand, neither can one successfully pilot a horsed wagon through the same difficulties. I wish to diseount the prevalent notion that, for the successful employment of motorcars or wagons, a. hard road, equivalent in quality to an European chatissk, is an indispensable condition. What is most necessary, is thee the vehicle employed should be suitable to the conditions under which it is proposed it should work. In some cases, the heavy motor, carrying or hauling in great bulk, may be quite a enceess; but, on dubious roads, of unsound foundation, or where steep gradients end sharp turns exist, the lighter, low-geared, and high-powered vehicle, carrying a -.smaller load, becomes more necessary, and it would, no doubt, fulfil all the requirements demanded.
Traction Engines Inadmissible.
When last in India, I was consulted by one of the heads of a tra neport department as to the possibility of employing automobiles for the conveyance of eommissariat among the hills near the frontier. Mountain roads existed, Mit they were of considerable gradient. It appeared that the Indian Government had already expended something like 1:13,000 on steam traction engines, only to find that there was not a bridge on the road which would bear the weights. and that few of the corners were passable. I believe my suggestion of employing lighter petrel vehicles, carrying only one ton per vehicle, instead of traction engines hauling ten tons, was adopted with mostsatisfactory results. In Burnish, I had the opportunity of practically demonstrating the possibility of motor-vehicle transport over mountain tracks, and, incidentally, I thereby secured a remunerative contract for light motor vehicles. They were to be employed ill the carriage of passengers, mails, and merchandise, over 20 miles of mountain trail with most-acute corners. narrow in width, with an average grediene of 1 in 10; cersiderable stretches of 1 in 8, and occasional bits of 1 in 4. The vehicles I caused to be sent out were specially low geared, of increased wheellack, of ample power, and as light as it was possible to make them. They displaced 35 ponies, which had been employed in the service, and the result of the demonstraeion—which was at first viewed with considerable scepticism is that motor transport is now firmly established there, and is a great success. In Java, I similarly induced a firm of Chinese engineers to take up motor -transport. The contract for the carriage of the mails into the interior was at ite disposal, but they knew nothing of motorcars or of the internal-combustion engine. I am glad to say that my advice was acted upon, and the firm in question is highly delighted with the success of their experiment. All this points to the necessity of bringing home to the " overseas " man the advantages of motor transport. Existing, as he does, ix: a state of ignorance of its possibilitiee, lie can only be. induced to take it up by actual experiment and demonstration. That there exists abroad a wonderful and almost-inexhaustible market for commercial-motor vehiclee. I am firmly convinced. It, therefore, rests with our manufacturers to tackle the subject with enterprise and pluck, in order to ensure a rich reward for their labour.
IA short lesding artielc (page 5571 touches upon certain of the points which arc again raised by Mr. Jefferson's interesting contrilnition.—ED.3