It seems that a similar opinion was forced upon the Greek military authorities, since one of the first moves when the second campaign became inevitable in 1913, was the purchase of one hundred motor lorries. This step, while good in itself, was inadequate, since no real provision was made for the supply of competent and responsible drivers, for adequate supervision, or for completely equipped workshops. Many of the drivers were well-to-do enthusiasts who had volunteered for service, and who very soon came to regret that they had done so. It is one thing to drive a good touring car and to fall back upon professional assistance whenever trouble occurs, but quite another to handle and maintain a heavy motor lorry without competent backing and under thoroughly bad conditions of service. Some 50 per cent. of the motor fleet was usually out of commission, and the staff of the repair shops were so incompetent that it was seldom that a car once taken to pieces was ever fit for the road again. The following extract from Capt. Trapmann’s account gives some idea of the difficulties which had to be overcome: “The strategy and tactics of the campaign against Bulgaria landed the Greek headquarters at Doyrani on July 8th, and there nearly two-thirds of the Greek motor service was concentrated on July 10th. Greek headquarters decided to move sixty miles west to Hadji Beylik along the railway, and the vital question was how the cars for the service of the staff, and the lorries for the army service were to accomplish the journey. The single-line railway track was impossible on account of unbridged gaps, and also because the railway was in urgent demand for transport. The only semblance of a road was a mule track two feet wide, which led for the most part through a tangle of vegetation, and occasionally amidst a wilderness of rocks and stones. Eventually it was decided literally to force a road by sheer weight. The lorries took turns at leading, raced full speed for twenty yards, and then bashed their way through the jungle. After fifty yards or less the lorry would be brought to a standstill by the accumulation of rubbish piled up in front. This would be cleared away, the car would back, then start on a fresh charge. When a lorry got seriously damaged it would be replaced by another and taken in tow by a third. Sometimes explosives had to be used, and small rivers were bridged by the simple expedient of placing tree trunks in them until a car could cross. It was bumpy work.