Haulage Conditions in Western Australia.
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The following notes from an Australian correspondent confirm the fact that there is a field for heavy motor haulage in the sheep-farming districts of Australia. The writer seems to be of opinion that a special type of machine is required, and evidently regards a Caterpillar-class tractor as the ideal power unit for the pnrpose.
As a result of many years residence in the upper or north-western portion of Western Australia, I am convinced that there is a great field for the extensive use of motor haulage. I am of opinion, however, that the usual type of petrol machine will not meet the needs of the sheep farmers who form the mainstay of the State and the bulk of the population. The steamer is out of court, on account of the difficulty of obtaining water. A heavy tractor, capable of towing large loads, and fitted with some form of track-laying
device to enable it successfully to traverse the sandy portions of the district, seems to the to be the ideal machine.
It must be understood that I am considering the needs of the pastoral districts, in which I have spent most of my time. The wool alone, which must be carried from the inland farms to the coast, amounts to many thousands of tons annually, and the fair average length of haul is 200 miles. The transport problem in this wild and partly-desert country, it will be realized, is a serious one. Considering One aspect. alone, the procuring of food for horses and bullocks is an important item During the 15 years of drought ending in 1914, the scarcity of fodder threatened to become a deciding factor an favour of mechanical traction.
The Camel Ousts both Horse and Bullock.
For the time being, however, the situation was relieved, and the probability of immediate adoption of
motors suspended,. by the advent of the camel. This animal is evidently able to subsist regally on materials which neither horses nor bullocks can digest. lie finds what is called "top food," and which is really short bush-scrub or short trees, veryacceptable fare. Such was the success achieved with these animals during the bad years, that at the present 'moment, notwithstanding the recent succession of several gond years, the camel remains supreme as a means of transport.
. One Half-inch of Rain Ruins the "Roads."
There is, nevertheless, throughout the country a real appreciation of the value of the motor for haulage purposes. On the other hand, for the district of which I write, there does not yet appear to have been discovered a satisfactory machine. The conditions under which any motor vehicle will have to work are severe indeed ; there are no roads', bat Merely tracks, through the bush, of sand and clay. Ordinarily, these are dry, and could be pronounced satisfactory. One half inch of ram, unfortunately, is sufficient to render them very bad indeed ; the sun, however, quickly dries them up,. and they may be stated to be suitable for beavy. traffic for all but -four eeks of the year, the average rainfall -being 8 ins, per annum. There are no stiff gradients to be surmounted, except when climbing out of creeks or river 'beds ; there are no bridges, and all watercourses have to be forded. From the parallel through Geraldton, a port at the s south end of the north-western section and 290 miles
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north-west of Perth, to the extreme north of the State, a distance rather over 1000 miles, there are no main roads, nor are there any bridges, although there are many stretches of land whereon a motorist driving an ordinary towing car may, with safety and without fear of damaging his machine, exceed 40 miles per hour for quite long stretches.
Area Five Times the British Isles, But No Roads.
Throughout this huge tract of land, however, its area being roughly 600,000 square miles (the area of the British Isles is only a little over 120,000 square miles), all haulage, whenever needed, is performed by animals, and to a greatextent by camels. The wool season commences in June and lasts to the following January ; throughout the Whole of that time, full loads are being carried by all the available transport wagons, and during the remainder of the year, loads of some kind and varying in size, are always offering. The haulage is done in part by station-owned tealns, and also by contractors. The average length of a journey is 200 miles to the coast ; baek loads are frequently available. The payment offered to, and accepted by, contractors is at the rate of from is. to is. 3d, per tonmile, with a guarantee of a minimum of half load on the return journey A 12-ton Outfit Costs £1000.
Camels at the present time are casting 240 each. A team may consist of 14, of 17, or of 20. of these animals. A wagon will cost from 2100 upwards. A team of 14 ,camels is sufficient for a, load of 8 tons ; a team of 17 will haul 10 tons,and one of 20 animals will pull 12 tons. It can easily be reckoned from these figures that the cost of an outfit, making some allowance for harness and sundry fittings, works out at 2700 for 8 tons, 2850 for 10 tons, and 21000 for 12 tons. These prices are, of course, approximate only, and are given to the nearest round. figures. The teams usually travel together in convoys, and when difficult ground, such as sandy river beds or steep climbs from creeks, have to be negotiated, then •help is usually rendered and given in return by members of the convoy. Horses are not quite so strong on the average as camels. A 23-horse team is necessary, for example, to haul .a 12-ton load. The high cost of the wagons is due principally, to the expense of the wheels and axles ; these naturally have to be very soundly constructed in order to carry the heavy loads and withstand the rough treatment. The rear wheels of a wagon are, as a rule, 6 ft. in diameter and 6 ins, wide on the treads ; the front wheels are a little less in diameter but of the same width. Steelaxles of 3 in. diameter are used. There is only one driver'needed to each team. The distance travelled with camels amounts on an average to 10 Or 12 miles per day ; with horses, 12 to 15 miles may be accomplished in the same
time with bullocks, 8 to 10 miles, and with asses 7 to
9 miles. The camels are useful for transport purposes when the big loads of wool are not available ; they also make very good pack animals.
No Water for Steamers.
Such are the conditions which hold in this part of the Continent. It will be gathered that the ability to handle big loads on difficult ground is the main essen
tial. A suitable machine must be capable of carrying from five to seven tons and hauling ten in a trailer. At first sight, the. steam wagon would appear to be the ideal machine for the job. Lack of water unfortunately rules it entirely out of court.. With petrol and also to some extent with steam, the liability to. skid on the sandis a serious difficulty, and, in consequence, the caterpillar-type of tractor seems to be the ultimate design for the work. Up to the present, however, so far as I can gather, the trouble with this type of tractor is the liability to rapid wear of • the pins and bearings of the chain tractor. This failing will undoubtedly be considerably accentuated when working in dry sand and dust such as we get over here.
Read the "C.M." for New Models.
For many years I have been on the look-out for a suitable machine, and I have diligently read my " C.M." week by week in the hope that I should see described my ideal tractor. In 1911 I thought I had discovered it. in Hornsby's -chain drive. I took a trip over to the Old Country the next year, with a view to inspecting it and possibly purchasing one. I was, however, informed by the maker that the machine
was constructed to the order of the War Office only. While in England I called upon you at your office, and you very kindly advised me of the Pedrail at Fulham. During my travels, also, I came across Mr. J. H. Knight (of wooden tire fame). Later on I inquired
into the merits of the Daim16r road train. I learnt., however, that none of the machines was giving entire satisfaction in Queensland, and had, on that account, to turn them down. Then there was the Mount Gunston express with its pedrails, also the Botrail tractor, both of which were interestifig, but not right for my requirements. I was very much interested also in your accounts about that date of the French War Office trials, utilizing four-wheel drives, the Laid, Renault, Panhards, Schneider and Clement-Bayard. The Jeffery and F.W.D. are also of interest in this respect.
Later on the caterpillar machine began to attract attention, and the Holt shown and described in the " C.M." in an article headed "Motor Logging" of the 6th November, 1913, seemed to me to be " it." Its hauling capacity, however, like most of the other machines, was unfortunately too low. More frequent mention of this type machine and referenc es to the Lafebre, Bullock, Wolseley, Holt and Martin, seemed to me to prove that the right machine for this country was in process of evolution. The best yet, however, to my mind, is the 70 h.p. F.I.A.T. tractor you recently described. It will have to be altered in several particulars, however, before it becomes entirely suitable.. It must be made to _utilize either petrol or paraffin ; a larger radiator will be necessary in order to cope with our higher temperatures, and a pivoted front axle, similar to that on a Halley Colonial model, allowing freedom of movement in vertical plane to either of the front wheels, is necessary.
After the War.
On the whole, it will be apparent that my search is not yet ended. I expect now that I shall have to wait until after the war, as we shall have to for a good many things. Possibly these few notes may serve a useful purpose by attracting the attention of some or other of the principal British manufacturers to the fact that there is a market for a machine manufactured on the lines I have laid down.