In the same year, a big step towards the proper utilisation of motor transport for military work was taken by an extensive experiment made in this direction during the British Army manoeuvres. The use of mechanical transport was subsequently referred to by the King as one of the special features on that occasion, and the opinion was very generally expressed that the rather sudden and early termination of the manoeuvres was due to the unexpected effect of motor transport in increasing the mobility of the troops, and bringing the opposing forces into contact with one another with startling rapidity. Even so late as 1912, a certain number of military authorities were still very doubtful as to the advisability of relying on the motor vehicle in active service, but the manoeuvres in question undoubtedly proved the case, although the difficulties of operating mechanical transport for the first time on an extensive scale were increased by the fact that the machines available were of all sorts of makes and types, no attempts at standardisation having been possible. Many of the machines hired for the occasion were in very poor condition, and did not compare favourably with those owned by the Government. Consequently, the difficulties of working in convoy at short intervals were accentuated. All the motor transport was concentrated on one side, and the armies dependent upon it were kept well supplied daily with fresh meat, the opposing forces being dependent on horsed transport and chilled meat. Motor buses were on one or two occasions during the manoeuvres utilised with great success for the rapid movement of fairly large bodies of men. These manoeuvres probably represented the last appearance of traction engines for any military use other than the haulage of very heavy guns, or other kinds of quite abnormal work, not forming any part of the regular system of supply and transport.
During the last few years trials have been held at irregular intervals by the War Department for the purpose of testing the suitability of various specially constructed motor lorries for recognition under the subsidy scheme, the nature of which is explained in detail in a later chapter. The last trials of this kind took place early in 1914. An official report published in June stated that results had been very successful as regards both the number of entrants, and the general standard of excellence of the vehicles submitted. The average speeds both on easy and on hilly routes were well above those specified. Radiators were found to be amply large to be effective even in the hottest weather. The Mechanical Transport Committee reiterated their opinion that one of the two systems of brakes should act upon the propeller shaft. The average fuel consumption of the competing cars was exceedingly good, working out at 52 gross ton miles per gallon. The best result was about 63 gross ton miles per gallon over a distance of about 200 miles. On the whole, it is evident that the cars were very satisfactory, since it was stated that there appeared to be no necessity to make any serious alterations in specifying for future requirements.