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Horse v. Motor.—Article No. III.

15th February 1912
Page 14
Page 14, 15th February 1912 — Horse v. Motor.—Article No. III.
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Which of the following most accurately describes the problem?

Breaking Down the Master-Carter

By the Editor.

The natural antipathy and prejudice of Lancashire and orkshire master-carters, on all matters pertaining to the introduction and extended use of heavy motor vehicles, is a factor which has hitherto greatly interfered with much potential and new trade in the manufacturing counties of the Midlands and the north. There are, at last, we are glad to record, distinct indications that this old-time hostility is beginning to yield, and that the irrefutable performances of heavy motor .vehicles under competitive conditions are on the point of effectually breaking down the atmosphere of supercilious indifference with which many teamowners and master-carters invested themselves during the period of commercial-motor establishment., which may roughly be said to date back to the year 1901. The earliest road-carrying undertakings saw light, to be quickly followed by darkness for them—in that year.

Dock-to-Warehouse Haulage. The fundamental reason for the convinced attitude of master-carters has been found in the unavoidable delays which occur at docks and warehouses. The practice of requiring carts and motors to "take turn " indiscriminately, without any regard for the superior capacity of the mechanical vehicle, has been held to be an insuperable bar to the widespread commercial use of steam or petrol wagons in ordinary town haulage. The incidence and effect of these delays in the course of collection and delivery will be appreciated, when we point out that., in Lancashire ports and towns, a one-horse lorry can be hired at rates varying between Is. 3d. and Is. 6d. per hour, or a two-horse lorry at rates varying between ls. 8d. and 2s, an hour. Only a few years ago, the inclusive working cost of a steam wagon and trailer was in excess of 3s. an hour, and that higher cost in relation to terminal demurrage turned the scale--so the master-carters thought—hopelessly against the mechanical vehicle.

These same difficulties, too, have been of serious effect upon many long-distance schemes, because the shifts and time-schedules have suffered from them. The motor-wagon carrier has had to choose between acceptance of the risk that. delays would upset all his plans ahead, or to pay is. or more per ton for collection by horsed-lorries. Such collection (or delivery), of course, frequently has involved other labour and warehousing disbursements.

Fall in Costs Turns the Scale Motorwards: Huge Economies Achieved.

Evidence is before us, now which wholly satisfies us that the old superiority of the horse must be regarded as past history—even in town haulage. Horse .costs have not fallen during the past few years, principally owing to the increases in carters' wages and in the

price of fodder, whereas both first. and working costs of steam and petrol wagons have steadily gone down ; further, motor costs still present likely margins for reduction under particular heads. Also, carters will not turn out early now.

We do not go so far as to assert that all classes of town haulage will be at once—or soon—undertaken by motors in place of horses, for there are enormous stables in which the stocks of animals and vehicles will of necessity have to be gradually "worked out." Renewals are being stopped by many carriers, and the money thus saved will be applied to the purchase of motor wagons.

From lc 5d. per Ton with Horses to Below ad. per 'Ton with Motor Wagons.

We content ourselves, here, with one example of satisfaction following upon the change from horse to motor in town work—that of Fairrie and Co., Ltd., of Liverpool, to which company any of our readers can apply for fuller details. For many years that company made contracts with master-carters in Liverpool for the conveyance of its raw sugar from the docks to its mill in Vauxhall Road, over distances varying between one and four miles. A few years ago, Leyland Motors, Ltd., began to do a portion of the work, on contract., with steam lorries ; to-day, the whole of the raw sugar is taken from the docks by Leyland steam lorries, the total weight of supplies thus brought in being in excess of 70,000 tons per annum. After all charges have been met, and provision made for depreciation, the saving to the company is found to be no less than 50 per cent. on the old charges. There was opposition at one time, but the inevitable now seems to be admitted. For certain outward and town deliveries, a petrol wagon has been added to its motor equipment by this company. The vehicle is a second-hand Commer Car, which was bought on favourable terms, and it is doing good service on urgent delivery work.

Motors in Place of Horses.

The writer, on Saturday last, during a visit to the Fairrie factory, and in the course of conversation with Mr. Geoffrey Fairrie, who is in charge of the motor transport, took the opportunity personally to examine the arrangements made by this well-known house for the conduct of the new department. Every congratulation is deserved by them for the systematic and considered plans upon which the storage and working of the machines have been arranged. The lorries back into the shed to their own positions, between roof supports which also in each case form guides for the roller-shutters ; there are metal runners to protect the concreted and top-dressed floor of the shed. Before each wagon backs into position— any necessary manoeuvring being done in the street.. its trailer is pushed in by hand to the hack portion of the shed. The stores are compact, and the stocks well selected. Everything is cleanly and sweet—no untidyness or droppings in the streets, the yards or the enclosed shed. It is an object lesson that can hardly fail to convert and impress mastercarters at large.. The motor wagons, we should add, are subject to dock and other traffic delays—the same as rival horse teams. Yet they pay handsomely.

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Locations: Liverpool

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