MY IMP

12th November 1929, Page 140

12th November 1929

Page 140

Page 141

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Page 140, 12th November 1929 — MY IMP

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ESSIONS OF

ROAD T1•:ANSPORT IN BRAZIL

By E. B. HUTCHINSON, F.R.G.S., M.Inst.T, BRAZIL is often pictured as a land of jungles a n d serpents, parrots and palm trees. Others, commercially minded, think of it as the land of rubber and coffee. Both are right, for Brazil is a vast territory as big as Europe, although, as yet, it has a population of only 36 millions, as against Europe's 474 millions. Its territory ranges from the Atlantic Ocean to the great mountain peaks of the Andes, and from the River Amazon, the greatest river in the world, on the Equator, in the north, to the Parana River in the south, a fortnight's voyage for a coasting steamer calling only at the principal ports.

Brazil's vast coffee fazendas, or estates, now supply 70 per cent. of the world's production. In years to come, as the North American and North European. supplies diminish, it will also become one of the great timber-exporting countries, for the wealth of its forests is marvellous. No fewer than 400 kinds of wood are grown and 200 classes are quite commonly used.

It will be seen how utterly impossible it would be, except with months of travel, to gain even a cursory idea of this great and wonderful country, the great immigration ground for the Latin states of Europe. The impressions hare set down are merely those which have been gathered within the limited time at the disposal of a busy transport man, and confined to the areas around Rio de Janiero and San Paulo, where I must admit that I took every available opportunity for travelling by every means for locomotion except the aeroplane and the horse, of which rivals I am still shy.

I must admit surprise and admiration for the cities of Rio de Janiero (Population, 1,400,000) and San Paulo (population, 1,000,000). Great buildings, traffic congestion, with police controls at al/ important Points, many one;way streets, cars parked at every available spot, just like a North American city, busy trams and buses. The growth of these cities, especially San Paulo, has been phenomenal.

amongst ray earliest impressions was that at a cricket match on the first Sunday afternoon of my visit, when the long-stop suddenly shouted to stop the match, and we speedily saw the batsman despatch a 4-ft. cobra, which had wandered on to the field. Again, my surprise was equalled only by my admiration for the masterly explanation which was given by the hotel manager when questioned about a fight, concerning a lady, in the hotel corridor, between two gentlemen, when he stated that this was purely "political."

Space is Brazil's pride. Space is equally Brazil's weakness. Hence the country's particular interest to the transport man who can remedy tira deficiency. The first transport medium for the early Portuguese settlers was the rivers, of which there are many. Then, gradually, rough tracks came to be made, which were traversed by the twowheeled ox-drawn wagons, these, for some ceramics, being the sole means for

conveyance by land, and of which many thousands still remain in use in the interior, although they are forbidden to Use modern highways, because their narrow tyres seriously cut up the surface. Then came the railways era, and they were able in their neighbourhood to provide much quicker and cheaper transportation than could the roads, which, as occurred in England, were largely abandoned and lapsed into a bad state of repair.

The latest phase, which interested me immensely, is the revival of the roads, caused largely by the introduction of the motorcar and by the expanding population. Until only a few years ago, however, the new 'cars found Brazilian highways mere] narrow, 'unsurfaced track: with no foundations, deep," during dry Weather, in dust, and impassable in wet weather owing to thick and greasy mud.

It is upon roads of this class that Fords and Chevrolets are invaluable. As light vehicles, with powerful engines and high -clearances, they can push through places in which a heavier machine would stick. I have vivid recollections of a six-mile journey upon such a road, where we were obliged to leave our big car and use a new Ford, which earned my admiration for the way it ploughed its way through the deep, greasy mud, sometimes slithering right and '"left, but eventually getting through safely, if slowly.

The great road revival started about 1917, and one of the main factors was a young and rising politician, Dr. Washington Luis, who has since successively become President of the State of San Paulo and later the Federal President of Brazil. When he was elected President, Dr. Luis was able to devote time and money to the development of his pet schemes. Since then road building and road improve ment have proceeded rapidly, sometimes being carried out by the municipalities, sometimes by the Government, sometimes by the owners of big estates who wished them placed in better communication with towns, and on occasions by persons to whom concessions are given to construct roads and to charge a toll for their use.

Bad Roads in San Paulo.

Even to-day, however, the main highways in the go-ahead State of San Paulo are as yet, with few exceptions, merely dirt roads with no foundations, and are liable, in wet weather, to cause suspension of traffic at points upon them, and the country road is an indescribably rough track, impassable, in anything but fine weather, for motor vehicles. For instance, until 18 Months ago there was no road between the capital—Rio de Janiero—and San Paulo, only 300 miles distant. Even when the road was put through, in the rainy season, last January traffic was held up at various points upon it because the surface became so bad.

Moreover, even when the roads are made, the local authorities do not maintain them properly, partly owing to lack of knowledge of what, to them, is a new thing, and partly owing to the Brazilian temperament. On the main road between Braganca, a town having 50,000 people, and Vagen, 6,000 people, Lataw a bridge which was broken down two years ago by floods, and which had not been replaced, traffic having meanwhile to make a big diversion.

The road up the Serra from Santos, at sea-level, to the plateau 2,500 ft high, on which San Paulo stands, is particularly interesting. It winds up the mountain, with a cliff on one side and a precipice on the other, at a gradient of 1 in 8 for seven miles. Fortunately, the surface, for a width of 20 ft, habi been concreted, but it is a severe test for both brakes and engines, and there is a significant notice displayed at the top which says : ".There is a convenient graveyard 2,000 ft. below for imprudent motorists." The average rainfall at this spot is 121 ins, per annum, as against 36 ins. in England, and this in itself causes difficulties.

Town-transport Conditions.

Town transport is in a different category from that in rural areas, as the main roads are fairly well made up and often paved with stone or concrete. Tramways are generally constructed under "concessions" from the local authorities, but it is potable that this has not prevented "pirate" buses from coming in, at both Rio and San Paulo, to compete with the trains. A universal fare of 200 reis (lid.) is charged upon trains, but the bus operators generally make a charge of 500 reis, and there are a few who run de luxe buses and charge 6d.

At Rio de Janiero the city transport is provided by the Rio Tramways Light and Power Co., Ltd., a subsidiary of the Brazilian Traction Co., Ltd.; control of which all over Brazil is placed in the capable hands of Mr. C. C. Couzens, an Englishman well known to electrical and transport circles in this country. The Rio company, in addition to its tramways, is operating approximately 150 buses. Most of these are 30-seater single-deck buses, but this concern has recently introduced some 64-seater double-deck covered-top sixwheeled vehicles.

I was privileged to visit the workshops of the company and found that a most efficreut state ot maintenance existed, which did great credit to the rolling-stock superintendent, Mr. C. A. Barton, who, in spite of being so far from factory sources of supply; keeps his vehicles in better condition than is the case with many owners in England.

Transport Facilities for a Million People.

At San Paulo I was pleased to find Mr. J.. A. Collier, one of my old " United " staff, in the position of tramways manager. It is a difficult task to provide transport for a city of a million people, and the Rio concern runs about 500 trains and a few buses, but it also has in operation something like 100 " pirate " buses, concerning the destiny of which I hope I was able to impress my ideas upon Collier.

The new offices of the company are in the recently opened Light and Power building, which is one of the most modern that I have seen. I am really not sure whether the new Underground building in London or that at San Paulo are the most up to date, for each is of the latest design, even to the wonderful flood lighting; except, cf course, that Epstein is apt to weigh the scales for London. . It was Interesting to be told that the best traffic day on the tramways is Monday, whilst the most satisfactory day in the case of the railways is Sunday. Co-ordination between road and rail is already beginning in pleasing fashion,. for I saw quite a number of 14seater buses waiting at railway stations to take passengers, arriving by train, to distant villages or towns.

The Position of the Six-wheeler.

Ford and Chevrolet vehicles have hitherto provided the principal goods-transpott facilities, partly on account of the bad roads, into which a heavier lorry would sink in wet weather, and partly owing to the low price and the great marketing ability of the manufacturers. On one 'country journey of 50 miles I saw no fewer than 36 lorries of these makes and no other. There has, however, lately been introduced a British vehicle which will have a far-reaching effect, and which, if it be marketed properly, will command a Colliderable sale. This is the six-wheeler which is made by John I. Thornycroft and Co., Ltd.; this vehicle, owing to its weight being .distributed over three axles, and because it can use its tractive power through four wheels, is able to operate ott bacireads which would be impossible to a number of other Vehicles. These lorries can be 'used, even in wet weather, on dirt roads, and are consequently popular. Alt up-country agent gave me this rough comparison of prices obtaining in the placein which his business was established': Ford 30-cwt. lorry, £225; Morris-Commercial 30-cwt. lorry, £325; Morris-Commercial six-wheeled 2-ton lorry, £650; Thornycroft six-wheeled 3-ton lorry, £1,000. Be was telling me what excellent sales he could make if the Thornycroft cost about £750.

Fast, High-powered Vehicles Needed.

This country of bad roads—Brazil—and long, steep gradients needs fast, high-powered motor vehicles, and owing to this reason and to their great marketing abilities the Americans have secured 96 per cent, of the motor trade of the country. Because of slightly lower import duties, and owing to its being centrally situated for the principal industrial areas of the country, the majority of motor-vehicle imports comes through Santos. No fewer than 21,636 cars and 14,930 lorries were imported during 1928—so the market is important and is increasing rapidly. Some of my trade friends, when I try to induce them to tackle the Brazilian market, are shy and bewail the American ascendency. I view the matter from the aspect that other countries have, in years gone by, viewed our trade, and tell them that now the other fellow has spent his time and money developing the business it is a good time to enter with a British vehicle. The licensing of drivers is carried out much more strictly than in England, each driver being required to pass a separate test for each make of vehicle before he is authorized to drive it. Each state and each municipality has its own vehicle-licence taxes, which fortunately are low, for all vehicles regularly using the roads must pay. There is an agitation, however, to adopt a Federal tax in place of these numerous local imposts.

Preventing Dangerous Driving.

I noticed a simple idea at the entrance's to villages and just before important cross-roads. A little dip is made in the road,: this has the effect of causing every vehicle to slow up, otherwise springs might be broken. In this way the authorities prevent .1st arid reckless driving. It is pleasing to an Englishman to see the way that our people have made their mark upon this country. Railways-, tramways, banks and other great enterprises are British, but it is noticeable that Italians and Americans are becoming enterprising, and I was sorry to see that their competition is, in some ways, badly affecting our interests. We do not organize so well as the Americans do, although individually we probably work harder. Brazil is still an undeveloped country, with many openings for business, and competition is not yet severe and the romantic days in which men made big fortunes are not yet over. For instance, the reputedly richest man in San Paulo is an Italian, who came over, some 20 years ago, as an immigrant from Italy.