THE COMMERCIAL MOTOR NEEDS OF, ASIA.
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Countries to Which Manufacturers Should Direct Increased Attention. The Extent of the Duty Which Has to Be Paid on Vehicles Imported into the Countries Comprising the Asiatic Continent.
THERE IS NO T the slightest doubt that motor lorries will be very largely used in Asia Minor when normal conditions return. Large concessions have been awarded for the construttion of railways, and coupled with the obli • gation to construct lines is the obligation to build highways as feeders. Existing roads are by no means so good as they Ahould be; but, nevertheless, it is asserted that many of them are quite capable of accommodating heavy motor lorries. In Asia Minor, however, a preference is shown for 30-cwt. models with twin pneumatics on the rear wheels. The Customs duty levied iS 250piastres per 100 kilos.
The use of commercial vehicles has found favour in Syria. Both. from Aleppo and Damascus motor services operate across the Syrian Desert to Baghdad, while it is stated to be cheaper to convey goods from Damascus to Haifa and Beirut by lorry than by railway. Indeed, one of these services is maintained by the railway company whose system connects Beirut with Damascus. The tariff on lorries is 11 per cent, ad valorem.
Palestine is a country which holds out considerable potentialities to mechanical road transport. Many thousands of tourists and pilgrims visit the holy places yearly, and the motorinis provides an almost ideal method of proceeding from one place to another. The roads at present mostly used are those from Jaffa and Beirut to Jerusalem, the ser vice over the latter route by Reo vehicles being declared to be 'particularly effi cient. Progress, however,' is retarded by a somewhat severe import duty on motor fuel, and the tariff on lorries is 12 per cent, of their value. There are distinct opportunities for the adoption of motorbuses to cope with the pilgrim traffic to the Mohammedan holy places of Mecca and Medina. In other parts of Arabia, too, buses and lorries might be introduced with advantage. The ideal distributing centre for this part of the world, including a considerable part of Africa on the other side of the Straits of Bab-elMandeb, is Aden. At this station most of the lorries in use are 30-cwt. American vehicles with locally made bodies, although a number of 3-ton Albion tipper wagons are giving much satisfaction. The duty ie 5 per cent, ad valorem. In the Mandated area of Mesopotamia road construction is being actively carried on, and it is now possible to reach many towns that were previously inaccessible. The main avenues Of transport are the rivers Euphrates and Tigris, but lorries can function very usefully in the carrying of goods to and from the river ports. The taxation on imported vehicles is 20 per cent, ad valorem.
The British Commercial Secretary at Teheran recently reported that all that is necessary for the increased prosperity of Persia is the construction of a prop-zr system of roads. The almost complete cessation of communications with Russia has provided an opportunity for building up commercial relations with this country by way of Baghdad and the southern ports. In addition to road-construction activity, better policing has made the roads much safer for the transporting of the country's products, and in the almost entire absence of railways motor vehicles will certainly have an early opportunity of proving their value. All lorries entering Persia pay a tax of 5 per cent.
In Afghanistan an Italian company recently started a bus service between Peshawar and Kabul, and in the near future this company intend to extend their activities by establishing services to the frontier of Ru.ssia and to Persia and Bokhara.
It is almost unnecessary to dilate upon the immense possibilities of India. Its huge population, its great economic wealth, and its relative shortage of railways offer opportunities to lorry and bus services that even to-day are not thoroughly realized and still less actively
exploited. The main essentials to development are the improvement of road communications in many parts of the country, the cheapening of motor fuel, and the removal of the 15 per cent, ad valorem Import tax.
The rich island of Ceylon stands to benefit very greatly by the general introduction of mechanical road transport. Much attention has been given to the development of the Colony's roads, even to the extent of laying down experimental stretches of rubber highway. Tankers have been introduced for bringing rubber latex in a liquid form to Colombo from the plantations, and lorries are largely used for bringing tea, copra and others of the island's products to the ship side_ About 50 per cent, of, the vehicles in use are of the heavy class, the remainder being equally divided between delivery vans and light and medium lorries. There is little demand for vehicles of less than 30-wt. capacity, while magneto ignition is favoured for the engine and solid tyres for the chassis. It is thought that Ceylon offers excellent opportunitie for the general introduction of the electric vehicle, owing to its large stores of hydro-electric energy,' and, as a matter of fact, municipal vehicles of this type have .already been introduced into Colombo. The import tax on lorries is 7 per cent, ad valorem.
Great strides have been made during recent years towards the development of motor traffic in the Malay States. The recent opening of the Jahore Causeway has made through railway traffic possible between Singapore and Bangkok, and the country through which this line passes is everywhere within easy reach of the motor lorry. Since the war over 600 lorries have been imported from America alone, but there is a growing tendency towards the wider adoption of B42 vehicles of British manufacture. The Government, for instance, recently announced that in future it intends to standardize on one make of British lorry for the use of its Motor Transport Department. Almost everywhere roads are excellent,, and in this 'respect local sultans are co-operating enthusiastically with the Government. Commercial vehicles are admitted into the country free. • •
In. the Dutch East Indies road trans. Dort development has been retarded by the decision of the Government to ban heavy lorries, Excepting in a few plates, lorries of-mare than 2i-ton capacity have been forbidden to use the roads; whilst in other quarters the capacity limit has been reduced to 30 cwt., unless a special permit can be obtained. At present there are hundreds of heavy tarries in stock in Java which cannot be sold locally and which cannot be re-exported because the Government has refused to refund the 12 per cent,, ad valorem import duty paid upon them. It is estimated that there are sufficient lorries in stock to meet the demands for the next two years, for excessive _taxation has made lorry operation unprofitable in most cases. Great efforts have been made by local associations to get the Government either to mitigate or remove these arduous restrictions; and until this is done the Dutch East Indies must be regarded as a drugged market.
Less than four years ago roads were practically unknown in British North Borneo. Since then the construction of motor roads has proceeded apace, and the increasing introduction of road transport vehicles is reported to be having an extraordinarily beneficent effect on the Colony's economic development. In order to preserve these roads a prohibitive tax has been placed on all heavy vehicles fitted with solid tyres.
During the last two year Siam has harvested two bumper yields of rice. As this commodity is by far the most important product of the country, the present buying capacity of the Siamese is comparatively high. The Government fully realizes the benefits that will accrue by the wide adoption of mechanical transport vehicles. As fast as is practicable good roads are being laid down, whilst the import tariff on lorries is only 3 per cent. ad valorem. Over the most
densely populated portion of country, however, the soil is very swampy, and this has a retarding effect upon the sales of heavy lorries.
A short time ago a commercial mission was sent from France to report on the best means whereby Indo-China
could be developed. Its main recommendation was that a large loan should be raised for the purpose of improving the Colony's communications, and special stress was laid on the necessity for improving the roads, although in many parts these are really very good. In common with France, and other French colonies, a high tariff wall has been put up to keep out all vehicles not made in France. This, however, should not retard British manufacturers, for nearby is Singapore, which is ideally situated as a distriboting 'depot for this part of the world. Thence ;eteamer freights `are comparatively low, and these advantages provide British makers with an opportunity of competing on fairly even terns -with their French competitors. Many the commercial vehicles in use are trans
formed passenger oars, although a number of 5-tonners are to be seen_ What Singapore is to the Malay Peninsula and the East Indian Archipelago, Hong Kong is to Southern China. This British Colony provides the territory which it serves with an object-lesson as to the great benefits that can be obtained.by the wide adoption of road transport. Many commercial vehicles operate on the island, and they are a source.of great admiration to those potential buyers who frequently pay visits from the mainland. The total 'weight of any vehicle must not exceed five tons, and no duty is levied.
The possibilities, of China have for several centuries provided exporters with pleasant dreams. Hitherto, these dreams have not fully materialized, but it really seems that, if the products a any industry are to find a footing in this commercial Eldorado, they will be those of the commercial vehicle industry. The Chinese themselves are predisposed towards the wide adoption of motor vehicles, and the immense agricultural and mineral wealth of the country, added to a lack of railways, provides the motor vehicle for goods or passenger carrying with countless chances of proving its worth. The great deterring factor is unstable government, both central and provincial. The shortage of good roads also presents a drawback, but highway construction is proceeding very rapidly in the more settled parts a the Republic.
Much could be written upon the possibilities of China as a market for all types of goods and passenger Vehicles, but this is quite impossible within the limits of the present review: The 2-ton vehicle is perhaps the most popular type. Manufacturers who wish to cultivate this market should at once take steps to secure representation in Hong Kong, where facilities exist for the construction of all kinds of bodies. Complete vehicles should not be 'shipped to the country unless they are especially ordered. Lorries entering China must pay a 5 per cent, ad valorem duty.
The Philippine Islands, being a possession of the UnitedStates, do not offer many opportunities for the sale of British lorries. There is also the handicap of an import tariff of 15 per cent. ad valorem to surmount.
Perhaps the mast striking piece of propaganda ever circulated as to the importaet part played by the motor lorry in the present scheme of world activity was the action taken by the Japanese Government immediately after the terrible earthquake that destroyed Tokio and Yokohama. The part that the lorry is playing in the work of reconstruction in Japan cannot but force the Eastern nations to realize the necessity for possessing an efficient mechanical roadtransport system. Certain it is that, if the Japanese had to rely upon oldfashioned methods of transport for the rebuilding of their capital and chief port, the work of reconstruction would have taken years, whereas now it is only a question of months. British manufacturers should not miss this opportunity, for conditions in Japan at the present time are such that the motor lorry is admirably suited to perfect its economic development. Access to many fertile corners of the Island Empire is impossible by railway, and considerable opportunities exist for introducing motor
lorry and bus services for developing these parts. The import tax has been rescinded until March 3ist next.
Japanese interests are very active in developing Korea and Manchuria, and road transport vehicles are being widely introduced, especially in Mukden and -Harbin. Efforts are being made to produce motor spirit from the soya bean, the main product, of this region. Should this prove, commercially practicable, a great impetus will be given to the motorization of Manchuria and the neighbouring countries.
The huge expanse of Northern Asia, stretching from the Ural Mountains to Kamchatka, cannot be regarded at the present time as being worthy of consideration by motor-lorry exporters. Its potentialities are certainly very great, but unstable government, sparse population and inaccessibility are factors that render it incapable of being exploited for many years to come.
Those interested in this article should make reference to page 4 of this issue wherein will 'be, found a tabulation giving in concise form accurate details of the ad valorem duty which has to be paid on commercial vehicles imported into the various countries comprising the Continent of Asia.