THE FIRST MOTOR-CAR.

New Zealand Herald, Volume LXV, Issue 19917, 10 April 1928, Page 11

THE FIRST MOTOR-CAR.

ANXIETY OF LEGISLATORS. FRAMING LAW OF CONTROL,, PROBLEM OF 30 YEARS AGO. The troubles of the pioneers of motoring in New Zealand were not solely mechanical. The legal machinery brought into play was as complicated as some of the mysteries which lurked in the vitals of the new fangled "horseless carriages." The introduction of national motor legislation a few weeks ago recalls that just 30 years ago legislators were debating whether automobiles could be licensed under regulations dealing with traction engines, horse omnibuses, cabs, or even railways. While the point was wisely argued, two strange machines were held in leash in a shed in Wellington—the sort of stabling that is now dignified by the term "garaging." After local body and Government advisers had explored every regulation on transport, it was decided that there was nothing in existence to permit the use of motor-cars. However, somebody went so far as to predict a great future for the motor-car, and the Government was faced with the necessity for introducing special legislation for the two queer little vehicles. This was the origin of "The McLean Motor-car Act, 1898," a private Act in favour of William McLean, commission agent, of Wellington. Four years later a general statute replaced it. Motoring in New Zealand is generally supposed to date from this second Act. but the first car was landed in the colony toward the end of 1897, and a number of petrol, steam and storage battery cars were in service under the private Act. Motor-cars or "Light Locomotives."

On May 7, 1898, the Herald's Wellington correspondent reported: "The city solicitor has' given an opinion that electric motor-cars are liable to the bylaws which affect traction engines. He points to the fact that a special Act of Parliament was passed in England to enable these cars to travel."

This legal advice was apparently not decisive, and when Mr. McLean imported two automobiles rated at 5-12 h.p. and weighing about 15cwt. each the Wellington City Council said there was no authority to issue licences. Mr. McLean had paid about £7O in duty on the two vehicles, and was determined to run them, although critics had * suggested they would effect their own elimination if given their head against a fast trotter and sulky. The first move for finality was the promotion of the "McLean Light Locomotives Bill," upon which discussion opened in Parliament early in July, 1898. The vehicles which were designated "light locomotives" comprised one singleseater and one larger machine which made provision for both driver and 'passenger. Parliamentary reports show that early in the debate the late Prime Minister, Mr. W. F. Massey, said there was no objection to motor-cars provided there was no danger to life and limb. He objected to the granting of a monopoly to Mr. McLean, and thought conditions would justify national legislation. A speaker for the bill retaliated by saying that the promoter did not want a monopoly, but sought only authority' "to relieve him of the burden of useless machinery eating its head off in the stable." A Puzzled Parliament. Although the bill had been modelled on the ■British statute introduced three years before, few speakers were in accord with its terms, and wholesale amendments were made. At first it was provided that Mr. McLean should be empowered to issue licences for £3 to any other purchaser of a motor-car, but before the bill had passed its last stages provision was made for payment to the local authority. This occasioned some discussion, as it was thought that Mr. McLean should be entitled to some recompense for his outlay of about £2OO in promoting the legislation. With over 170,000 motor vehicles in the Dominion early in 1928, it is amusing to read of the argument advanced 30 years ago by the member for Duuedin City to the effect that sufficient cars might not be imported for a fee of £3 to recoup th» initiator of the bill. The question of speed limit was of great concern to the members of Parliament and the rate of 14.miles an hour allowed by the Imperial Act was thought excessive. Twelve miles an hour met with wider approval, although when it was hinted that the motor-cars might be used to draw omnibuses as a substitute for horses, an outcry was raised. "Fancy a motor-car rushing through Willis Street, possibly after dark, at that rate," said one awed speaker. According to Hansard, another member remarked that if danger existed the speed might be restricted to one or "two miles an hour on city streets. Fortunately for the mobility of traffic this startling suggestion was passed over. Comparisons were drawn between the docile cab horse and the supposedly erratic motor-car. One speaker was received dubiously when he stated that motor vehicles travelling six miles an hour could be brought to n stop in a distance of 6ft. Shades of four-wheel brakes! To-day a stop from 10 miles an hour can be made within sft. Provision* ol First Act. Among the gloomy views held for the future of the automobile was that expressed by a, member for Otago who, citing a ride he had experienced, said motoring was as unpleasant a mode of progression as any traveller could select. The car in which he had ridden was so odorous that it had almost made him sick. The vitiation did not improve this sensation. Not until October 20, nearly three and a-half months after its introduction, did the bill pass through the third reading and emerge under its changed title. By this time the regulation of New Zealand's first cars had been the subject of nine debates. The statute, dated October 28, 1898, described a motor-car as "any vehicle propelled by mechanical power, which unladen is under three tons in weight, such vehicle being so constructed that no smoke or visible vapour is emitted except from some temporary or accidental cause." The definition amused those early experimenters who were accustomed to drive in a cloud of black and pungent exhaust. It was also provided that every motorcar should carry a lamp and a "bell or other instrument capable of giving audible and sufficient warning of approach." Speed was fixed at 12 miles an hour or any less speed prescribed by regulations.' It was compulsory to paint "details of the weight of the vehicle on one side. One brake was required for every pair of wheels and the maximum width o5 the body was limited to 6£ft. The McLean Act was repealed by the Motor-cars Regulation Act, 1902. The most important change made in the new Act was the replacing of the speed limit by a requirement that no person should permit a vehicle to travel at speeds which were not reasonable in the circumstances. Unfortunately, from the motorist's point of view, speed limits have returned >n all variety and contradiction.