Rise of Automobiles in India (Before Independence) Essay Example

to a long wheelbase 20/32 hp Darracq chassis. However, it took four more years for a real beginning on Public Service Vehicles to be made.

In 1911, a 22-seater body on a 2-ton Halley chassis was supplied to Salem district. In the same year, a passenger-cum-goods body for Travancore Commercial Company was also built. Additionally, a motor ambulance for a local institution was constructed in 1912. Concurrently, Simpson focused on building ornate, carriage-style bodies on car chassis for private vehicle owners. Since English-made car bodies were costly, only chassis were imported and locally-made bodies of different designs were installed on them.

Simpson's constructed several landaulette bodies on Darracq chassis in 1907. In 1909, they built the first coach-type, full-sized landau body with a separate coachman's seat on a 27 hp Delauney Belleville chassis. Around the same time, the first "tourer" type bodies were manufactured on Rot-de-Belges and Hotchkiss chassis. In 1910, a Darracq chassis was utilized for the initial double-purpose body constructed in India. This body had a removable rear seat that could be converted into a luggage platform, which is similar to modern station wagons.

In the same year, Simpson's achieved another milestone by constructing a full-sized saloon body on a 90 hp Napier chassis. This marked the longest wheelbase chassis ever imported into India for a private car. Within a year, Simpson's began producing wood-panelled cabriolette bodies on Rolls Royce, Hotchkiss, and Napier chassis. The establishment of TVS in 1912 gave a significant boost to motor transport in South India. T. V. Sundaram lyengar founded the company to operate a bus service. T. V. Sundaram lyengar and Sons Ltd., now Sundaram Motors, became

a vehicle dealer in 1922 after government restrictions on imported vehicle types were lifted during the Great First World War (1914-1918). By 1920, the number of imported vehicles of all types had reached nearly 13,500. Ford and General Motors, recognizing the potential, established local companies in the same year to sell and service their motor cars and trucks. In 1921, when Madras tramway employees went on strike, three trucks and cars were assembled in their factory in Bombay, marking the first car manufactured in India, which rolled off the assembly line on December 4th.

In Madras, Ford Motor Co. of India Ltd started assembling automobiles in 1934. The following year, they expanded their assembly to Bombay and Calcutta. Addison & Co. also began assembling cars and trucks in Madras in 1936. Around the same time, Dunlop's SahaganJ Factory in Calcutta started producing tyres, marking the beginning of the components industry. In 1948, Simpson's started manufacturing the Perkins P-6 automatic type diesel engines, along with pistons. They encouraged users of petrol-driven heavy vehicles to switch to diesel engines.

Hindustan Motors Ltd. and Premier Automobiles Ltd., established in 1942 and 1944 respectively, were founded to manufacture complete automobiles. Hindustan Motors, a Birla group company, started manufacturing operations in 1948 by assembling Morris Oxford cars and Bedford trucks. Over time, they gradually incorporated indigenous components. In 1957, the Morris Oxford, which had been substantially indigenized, was reintroduced as the Hindustan Ambassador. Premier Automobiles Ltd. (PAL) was founded by Walchand Harahan in collaboration with Chrysler Corporation of the United States.

The company began assembling Chrysler products, such as Dodge, De Soto, and Plymouth cars and trucks (except for Plymouth

only car), in March 1947. Indigenization efforts started in 1949, with the manufacture of items such as radiators, mufflers, springs, propeller shafts, and shock absorbers. In 1950, PAL entered into a collaboration with Fiat, S. P. A of Italy, and began assembling Fiat 1100 cars. In 1953, following the tariff Commission report, the Indian government granted protection to the automobile industry, allowing Premier Automobiles to increase its manufacturing program. As a result, the first Indian-made 'Fiat 1100' cars were produced in 1954.

In 1948, the Industry Policy Resolution declared that automobiles and tractors would be classified as industries to be regulated and controlled by the Central Government. However, the manufacturing of these vehicles was encouraged if there was a gradual shift towards domestic production. To establish a motor industry near each major port city, the government initiated the establishment of Ashok Motors in Madras in September 1948. This company was tasked with assembling Austin cars and trucks in India. By 1950, Ashok Motors obtained the rights to manufacture Leyland vehicles in India.

The company changed its name to Ashok Leyland Ltd. in 1955. In 1948, Standard Motor Products of India Ltd. was incorporated in Madras with a partnership between the Standard Motor Company of Coventry and Union Company (Motors) Ltd. from Madras to manufacture Standard cars. Production of the first Vanguard car started in 1950 at the Standard Motors Factory in Vandalur, a suburb of Madras. Addison's was the authorized agent in India for Nuffield products, which included Morris, Wolseley, and Riley cars and vans, as well as Chrysler's Plymouth, Dodge, and De Soto cars and trucks.

Addison's and Simpson's were both involved in assembling

trucks - Addison's with Dodge trucks and Simpson's with Chevrolet trucks. They used imported chassis and CKD (completely Knocked down) packs. In 1949, Addison's was authorized to assemble Morris Minors, and in November 1950, the company assembled its first Morris car. The assembly operations lasted for approximately two years before Addison's sought government approval to transition into progressive manufacture.

The government established the Tariff Commission, which toured various important automobile plants in India, including Premier's, Hindustan Motors, Addison's, and Ashok Motors. The commission recommended that Hindustan Motors be allowed to manufacture the Morris-IO (known as Hindustan-10), Premier's to produce the Dodge and Fiat, Addison's to assemble the Morris Minor, and Ashok Motors to manufacture the A-40. However, due to a legal issue with Hindustan Motors, the production of the Morris Minor at Addison's was halted in 1952. As a result, India missed out on having a small car long before the introduction of Maruti.

Addison's involvement in the assembly of Ford trucks came to an end after a few years. The establishment of a complete automotive industry, as proposed by Sir M. Visvesvararayya in the 1930s, is vital for our economic progress. After gaining independence, shifting from assembly to full-scale manufacturing was a logical advancement. However, the Indian automotive industry experienced substantial growth thanks to the Tariff Commission Enquiry initiated by the Government of India in the early 1950s.

The Indian government established a comprehensive policy to develop the indigenous automotive industry in India. The policy aimed to achieve seven main objectives: gradually increasing indigenous content in raw materials, components, and vehicles up to 100%; implementing tariffs and restrictions to protect against imports; promoting healthy

domestic competition and consumer choice; collaborating with leading manufacturers worldwide; ensuring quality meets international standards; and limiting foreign equity participation to 49%, unless special cases apply. Thanks to this policy, India was able to manufacture almost all components used in cars, commercial vehicles, two-wheelers, tractors, and industrial engines. Although it was a challenging task, India successfully built a self-sufficient industrial base within 10 years. Initially focusing on car manufacturing rather than buses and trucks, this drive for indigenization has made a significant impact and set a strong foundation for the future progress of the industry.

The production of Tata-Mercedes-Benz diesel trucks and buses started in Poona, India in October 1954 through a partnership between Tata Motors and Daimler-Benz. At the same time, Ashok Leyland began manufacturing Comet trucks. Despite Ford and General Motors withdrawing due to concerns about local production, Indian manufacturers persevered and solidified the Automobile Industry by the late 1950s.