Pueblo chieftain., 1921-02-06
MOTOR EXPERTS
DISCUSS RELATION
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load hauled every day by a team of
horses. The next one was built in the
same manner; and the next. 1t was not
until the year 1907 that manufacturers
saw the motor truck as a separate
transportation unit and began to de-
sign trucks to solve transportation
problems, instead of replacing fndi-
vidual horse-drawn units.
Granting the design. material and
workmanship to be satisfactory,
economy in the motor truck is intlu-
enced by a combination OF load and
speed. The heavier the load the cheap
er per ton-mile the faster the speed
the cheaper per tone-mile. But the Inn
itations of design and manufacture del
crease the speed as the load increases.
miles an hour we would have hauled
600 tons in a 10-hour day. If we hauled
IA tons at IL miles an hour, We would
have hauled SIS ton-miles per day.
Ton miles for
1o-hour
Hauled Tons Miles an Hour day lay
~ II sss
IA 700
Then arose the question whether
these figures would prove true in
actual practice. The only method of
proving these figures was to manu-
facture and sell these sizes until 1914
when the records compiled from the
users of the various sized trucks
showed the most economical unit was
the 7i9-ton load. It hauled more in a
day at lower cost. Smaller trucks
than this size were only sold because
of the peculiar limitations of the load
In relation to the hauling problem of
the buyer. The 1o-tonner was eliminat-
ed because the freight haul was cheap
er per ton-mile with a Tia-tonner. The
slow speed of the lotion vehicle made
it impossible to compete with the IN
tonner.
WHAT THE FUTURE MAY BRING.
It was sometimes suggested that
| improved design would alter the stu
alton. but experiences covering the
| life of the industry still prove the
Z y ton truck to be the most econo-
mical four-wheel unit
Recent developments have called
attention to the great economy of
four-wheeled tractor hauling a two
wheeled semi-trailer, carrying pay
loads up to Is tons.
With this type Of vehicle the load
is distributed over six wheels The
inspiring weight is very low and the
resulting impact is also very low.
In laws restricting gross tonnage. this
type of vehicle. which does a mini
mum of damage. and hauls loads at
very low cost per ton-mile, is ruled
off the road. This illustrates that
highway transport is In its infancy
and that we should not pass laws
that bIndly increase the high cost
of living and stifle developments
that tend to reduce costs.
Future conditions cannot be fore
seen with accuracy. but in building
, roads, the possible or probable
changes should be estimated and pro-
vided for. It may be assumed that
! in practically all cases the improve
ment of q road or street will increase
provement of the adjacent property to
| relatively high degree. and increase
the amount and severity of the traf-
fic to be carried by the road. Hence,
1T seldom. II ever. occurs that char-
acter of results which will Jusht satis-
fy present conditions most economic
ally will be efficient. or even satis-
factory, within the first few years
after the completion OF the road.
; THE ECONOMIC TREND
; OF TRANSPORTATION
The economic trend of modern
transportation is toward the heavier
= unit This holds good in every line.
Compare the growth of the steam
, ship from the Claremont to the Levia-
/ than.
As you leave tho Twentieth Century
t Limited and pass through tho Grand
o Central terminal you will notice in
one of the galleries above the main
waiting room a duplicate of the first
New York Central train. This entire
n train would not be a load for a mod
= ern freight car.
: The little electric engine built by
Y Edison in 1850 which weighed less
q than tons becomes the 2e5-ton cleo
r trio locomotive of today.
t Not Sc long ago they loaded Goa
y from cars into boats by hand, ther
o by two-yard clam shells, and thru a
n steady Improvement until today de