The Agrimotor Situation: More Ford Surprises.
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The home situation as regards agrimotor manufacture underwent a kaleidoscopic change last week. The "M.O.N.I." tractors are not to be built in England, but in the States. Mr. Sorensen, Ford's engineer, has not sailed for America; further, contrary to report, Messrs. P. D. L. Perry and D. Citroen; who had been. expected to sail last Saturday, did not do so. The fundamental cause of this change is understood to be the question of materials, and of prior claims upon the British motor industry's resources, to the end that the manufacture of aeroplanes shall be assured on an ever-expanding scale.
We have various facts in our possession, bearing upon. the newly-created situation, but we are not at liberty to, publish them. We find that the changes further confirm our oft-repeated forecast, that a considerable new 'yield from steam ploughing and cultivating will be realized before any comparable yield is provided by the use of individual agrnnotors. There is room—aye, ample room—for both modes of ploughing. The established and requisite methods of farming in many counties do not lend themselves to the use of steam ploughs, and it is practically only to the south of a line drawn from Scarborough to Exeter that one finds this class of mechanical aid to agricultureeto be in anything like general use. leVe do not withdraw from the belief that, a year or two hence, the sooner the better, there will be at work in this country many thousands of individual agrimotors, but the difficulties which remain to be overcome are much more numerous and serious than is generally appreciated. • Is it possible that the Governmett intends to rely upon supplies of grain from Canada and America, the overseas wheat to be carried here in "knockdown" woOden ships?
An immediate announcement of policy should be made, so far as it is permissible in the national interest. Not only the motor industry, but the country as a whole will look for it. There arises, too, and by no means incidentally, the call for some official explanation of the manner in which several excellent types of U.S.A. agrimotors, waiting on the other side in large numbers to be shipped, are only allowed to dribble into this country half-a-dozen at a time.
Home or Overseas Trade First After the Peace?
The idea of a bound forward in overseas motor trade immediately after the peace has never commended itself to us as being sound in prospect. We have on numerous occasions insisted that home business must be the first, ready and certain means of absorbing enlarged commercial-motor outputs when the time comes for cessation of State purchases. The correctness of this view, that home trade must be "preferentially cultivated during a period which may extend to a couple of years, has again been confirmed by official notification. We refer to the specific inti mation, which was given, last week, that private charter-parties for after-war dates are to be regarded as null and void. Thera is to be a priority in shipping facilities, and this continuance of control will compare with that which is now approved in respect of steel and other materials. The motor industry, we genuinely fear, will be relying upon nothing more tangible than_ a figment of the imagination, if it be inveigled by idle promises of huge overseas trade as a substitute for that of its present single customer, the State.
. We more particularly base this reiteration of our old conclusion upon the formal announcement by the Ministry of Shipping, that shippers are to take warning that national requirements after the war may not admit of effect being given to any private arrangements for the chartering of British vessels. The regular sailings of linerS will without doubt be en7 couraged, but the intended control of charter-parties must react upon and greatly restrict the oppprtuni-: ties for booking freight in any direction. We are thoroughly well satisfied that too much cannot be done at home. It gratifies us to learn from time to time, although in confidence as a rule, the extent of the schemes which are being developed by individual British manufacturers along lines which are closery in consonance with our writings in the two 1917 series of Editorial articles, "The Agent's Year" and "Approved Depots."
The Light-van Market.
Our contributor "Tim Inspector," as is his wont, strikes this week a note of serious warning amidst thefl
lighter tones which are a feature of his weekly contributions, in. drawing attention to the need of paying heed to the lighter side of the industry. There is opening a vast market for light vans and parcelcars, particularly such as can be manufactured to suit the somewhat-limited purse and aspirations of the small retail tradesman. The fringe only of this market has been touched, and little can be done with it at the moment With the facilities for manufacture and sup
a they are.
All things considered, and particularly bearing in mind the price limitation, there appears to be nothing at the moment to compete with the Ford in its own sphere. The problem of competition with this vehicle is one which must be .faced; it will, we believe, be tackled by our own manufacturers. Happily, the experiences gained by them during the last 2i yearseare such as to enable them readily to accommodate themselves to production in quantities such as is necessary if a chassis is to be produced which, in price and in value, will compete on level ternas with the Ford van. This vehicle, whilst it has its little failings, is nevertheless undoubtedly good value for money. We know more than one British maker who will emerge on eornpletion of his war orders with a factory equipped and ...capable of undertaking this business. A eareful study of the requirements of the retail tradesman should be made, and plans prepared for meeting them.