The Modern Motor Wagon.

Progress, Volume I, Issue 9, 2 July 1906, Page 239

The Modern Motor Wagon.

In New Zealand it is gradually becoming recognised that the haulage of loads by motor wagon effects a saving in comparison to horse traction ; vet it is not generally known how great that saving actually is. Unfortunately, through the importation of a few low-grade machines, the general adoption of motor transport has been considerably retarded ; but the introduction, by the municipalities of Auckland, Wellington and a few enterprising contractors, of machines suitable for colonial conditions has awakened the economical instincts of many who have in the past been obliged to make use of horse traction for the carriage of heavy S °lt S may be asked, m this age of the petrol and electric motor, what is the best power that can be used for the class of work in spite of all efforts to displace it from its position. Steam still remains, and probably always will remain the motive power most suitable for 'the transport of heavy goods. It possesses many advantages m the way of reliability, simplicity and ease of manipulation, which are entirely lacking in other engines with their complicated gears and dutches that are quite unable to respond to any sudden call or strain

sible for horse wagons, we cannot but wonder what is the reason so many horses are still used in our streets, and it can only be due to the initial cost or want of knowledge of the saving effected by its use. In order to give an estimate, checked from a practical point of view, we have taken the figures from a user of a steam motor wagon who has had considerable experience in the use of horse traction. A wagon will easily carry 5 tons 40 miles daily, which equals 200 ton-miles per day, or 1,200 per week. The running cost would be as follows :—: —

Cost of running 5 two-horse drays carrying 2 tons each 20 miles equals 200 ton-miles per day •

The above figures show a saving per week of £16 4s. 6d. or a total of £843 14s. per annum.

£ s. )nver uel Hi )epreciation, Interest on Capital and Repairs 3 o 6 3 6 17 6

; drivers at £2 10s. od o horses at 1 5 /- nterest, depreciation and repairs, also stabling 12 10 o 7 10 o 3 10 o ill. IO O