THE MOTOR LORRY.

Dominion, Volume 6, Issue 1776, 14 June 1913, Page 14

THE MOTOR LORRY.

"FIRST AID" TO THE FARMER NEW AGE IN TRACTION. HOW IT WILL BENEFIT RURAL LIFE. Transport in New Zealand country life may bo said lo havo already passed through two distinct phases, although examples of both may still bo seen in tho less-"developed parts of tho back-country. Tho reference, as thoso on the land will readily guess, is to tho pack-horso and tho bullock-wagon. It was with the, almost , invaluable aid of the pack-horse that the ' original surre.vora of tho country were able to do the wonderful work they did in an absolutely primitivo country, which offered every manner of resistance to the encroachments of man. Then, as the lay of tho land became gradually known, the courses of the streams and mountain ranges marked down, and settlement began, tho paclc-horso tracks gave place to make-shift roads—moro alleyways of nud through the dense bush, but wide enough to muko haulago by bullock team possible. At first it was only possible curing tho summer months, when the "roads had a chance of hardening up, but tho winter rains as often as not—and always in soft, loamy country—succeeded in turning tho roads into streams of treacnerous mud, impassable to any stylo of wheeled traffic. With tho gradual clearance oi the bush, tho country was opened to the full effects of sua and wind, and the oldtime "corduroy" road and quagmire gave place to something approaching what a country road should be, and tho horsedrawn dray, wagon, and coach became the familiar means of transport. The most casual observer in tho streets of Wellington must havo observed tho chango which has taken place already in the means of transport about the city, and few uho hare noted the rapid increase m the number of motor-driven vehicles can have any doubt that the lays of the horse aa • the chief means of haulage are numberjd "Man's best friend," as he has Iwen cailed, is being supplanted for sure, and far more swiftly than any other change in traction fashion known to man. it ss • a common sight—too common to bo taken anv notice of-to see a motor-lorry piled ten feet high with furniture whirling through tho streets at from 12 to 15 miles

an hour, or one mountainously _ laden Willi mail-bags demolishing the distance between thn railway station and the ■~l'iO. The Union S.S. Company lias found tho motor-lorry ideal for the cfiiVflyanoe of its hammocks of washing from the boats to .the laundry in BTans Hoy, and most of tho big grocers and ware--liouses, not only in Wellington, but in other centres, are adopting tho motorlorry and wagon as the vehicle best suited to the demands of their businesses. Thoy have also reached the provincial centres, and will bo seen in increasing numbers as their economic value becomes recognised. America's Example. As direct evidence of tho manner in which the power or motor vehicle is coming to tho front, wo quote an extract from tho "Chicago Tribune," which says:"On January 1, 1912, the total number of motor-trucks in tho United States was variously estimated at between 20,000 and 25,000, tlie correct total being somewhere hetwee.il the twb. A year later, on January 1, 1013, this number had mcr«a?«l to 55,0110. The most extraordinary feature of this wonderful growth was that three i times as many power wagons woto niado . and sold in 1913 as during the previous | vcar and this notwithstand ng tint the 1011 production was approximately equal to the combined output of all previous years. "What will !» tho production and sale of motor-trucks during 1013 no one knows exactly, but tho manufacturers' i-ians call for an output of not less than 15,1>00 machines. Judging by the experience of the year just ended, it is certain that these will not be sufficient to supply the demand. If this prediction is iu>iillcd there will be 100.000 power wagons in use in this country by the end of this year, with a total investment in rolling stock of'about3o.ooo,ooo dollars (JM8.000.000). "Tho number of motor-trucks in the rest of the world, outside of tho United States, is in the -neighbourhood of S.,(Kra machines, England being in tho lead with about 12,000. Thus the United States at present have 23,000 more powey wagons than the rest of the world combined, and this disparity will increase for many years to como. "The production of American motortrucks will go on increasing rapidly for about ten years, when the annual output will probably exceed the 200,000 .wit. mvolvinpr a yearly outlay of about 400.000,000 dollars (,£80,000,000). "An even more striking indication of tho growth of tho power-wagon idea and its acceptance by the business men f.f the rountrv is contained in tho statistics of big fleets of machines owned by individual concerns, and the way in which wine of tho leading industries are adopting tho motor-truck method of road transportation. , , , "Foremost, among the trade exponents of power-wagon haulage are the express, transfer, and teaming lompames of Uio country. Thcso interests at tho beginning

of last December owned GSOO machines, • valued at 10,000,000 dollars (.£3,200,000)." ' It is not intended to infer that America's experience should bo taken as on example, because tliero tho country is fairly. closely settled in every direction, and, generally speaking, tie character of tho country favours motor tractnn, but there can lx> no doubt that, where ye have well-roaded farming country, tho motor-lorry is going to be an economic factor that will force its way 'nto prominence in New Zealand counir.y lite. Our railway stations are few and tween, and' to join up with them there nro often threo or four good roads—tho connecting links with the homcsMids for many miles around. Knowing that a load of stores or farm gear is due on a certain dav, tho order is given for a wagon or drav" to be dispatched at daylight in the morning to tho railway eta'-iou or nearest township. It probably means an all-dav job for a horse, dray, ami man to get" those goods to the farm. Tho motorwagon is going to alter all that, for not only will tho goods for farmers lie delivered a deal earlier and cheaper on ono road, but it will be possible for the ono motor-lorry to servo the farmers on threo or four roads in the district on tho same dav. Tlk> motor vehicle is a glutton for work. The more work ono can give it to do tho cheaper it becomes. To Feed the Railways. But tho utility of the motor-impelled vehicle, for work in the country does not end in package-delivery work, that is onlv the beginning. We know that starting out iu each direction from a couaitry town on a trunk railway line there are, near or far, other smaller settlements or villages which have grown up round the country store and smiths, Ihese may bo five or ten miles away irom ths railway, and the onlv connection is tho rumbling old coach, which, perhaps, happens alpng threo times a week, or even, every day. These townships will in the future be catered for by the motor bus or char-a-banc, capable not only of carrying twelve to sixteen, passengers, but, maybe, powerful enough to draw a trailer-wagon-for the carriage of luggage and goods. Providing the roads be fairly good and the vehicleof reliable make, these services are going to be of immense help as feeders to the railwav. Farm people afo usuaUy stay-at-home people, because of the difficulties that they are necessarily put, to in reaching the railwav line in time to catch a tram. That this "is su, one only has to consider what a boon and blessing the automobile has'been to thoso "on tho land, and hoy much more- often such people are seen in town than they were, say, ten years a<ro But the small farmer is not usuaifri'n a position to pay out JESOO or.JMOO in an up-to-date automobile, and hc.is going to welcome such sen-ices as are here siufgestod, as are also tte small town .residents, farm hands, sharers, and visito,«. The last-named are rare enough now. but feeder motor services are going to do inucu

to improve tho social relations of people resident in the - country. Still another typo of motor vehicle which is now playing an important part in country life iii America is the powerfullyco'nstructocl tip-up wagon, with the steel body, used a great deal for the carriage of inotal 'and shingle for rottd-repairing, and sand bricks and cement for building material, 'i'heso are usually.owned by rond contractors and builders, or else by tho local authority responsible for the up-kcep of tho highways. It is not necessary in a general artielo of this description to go into details respecting tho make of cars, their power, and price. Quality in- anything should bo a first consideration, and thero are simple ways and means of ascertaining the worth of motor vehicles on the market, hor transport services, vehicles of moderate speed aro usually preferred. Tho wagon 'that is built to carry 5. cwt, is allowed n speed anywhere between 12 and 18 lmlcs an hour, the average 2 to 3-ton trucks may travel up to 11 or 12 miles nn hour, and the 5-tonners should not move at a greater speed than 7 or 8 miles an hour. With tfip p.T-.senger vehicles the position is quite diffcrrnt, but their speed will be largely directed by condition ofithe roads and the character of tho country in which they run Local conditions must be taken as a I'iiido for much in motoring, and it is alwavs prudent in ordering to let tho firm through which, tho order is towpr booked know exactly)the class pf country and naturo of the roads, and tho class of work expected from tho vehicle. If U\o agent is a wise man who knows his business he will give all tho help lie knows so that tho vehicle will recommend itself to tho /countryside.