MOTORDOM

Greymouth Evening Star, 25 August 1939, Page 9

MOTORDOM

NEWS OF. THE ROAD

(By

“Gearbox”)

VOICE OF EXPERIENCE. dangers oe speeding. Two of the speakers at the annual meeting of the Grey Branch of the Automobile Association (Canterburj) this week, stated that speed was the chief cause of road accidents. Thej were Mr. H. C. Harley (president) and Mr. J. S. Hawkes (secretary) of tlie Canterbury Automobile Association. Not only are both motorists of many years’ experience, but both have made a special studj r of such motoring problems as road safety. Mr. Harley dealt with the question of the increased insurance premium rates now being charged West Coast motorists, and said that this ni-, ci case was due to the high loss ratio i from accidents throughout the West; Coast. It may be. of course, that the nature of many West Coast roads, winding and rather narrow, is a factor of sonic importance in the accident rate, but this would seem to be all the more reason why West Coast motorists should pay special heed to the appeals made by Messrs Harley and Hawkes to drive carefully, and to avoid speeding. According to Mr. Hawkes, the whole secret of good driving is the exercise of care, and lie deprecated what he called “flash driving,” by which he probably meant the taking of unnecessary risks by people who rather fancy themselves as drivers. Mr. Hawkes made a strong point of intersection collisions, which he said figured prominently in road accidents. He made a special appeal to motorists not to speed over intersections, and, 'ii\ this connection, asked the very pertinent question: After all, how much time do you save by rushing over an intersection? Mr. Hawkes gave point to his remarks about the high incidence of intersection accidents by showing a map of tho principal roads leading into ; Christchurch, on which the spots at which road accidents have occurred 1 during a specified period were mark- ' ed, the fatal accidents by a red cross, ' and the non-fatal by a red dot. At the ' junction of two main roads there was ’ a regular cluster of red dots, and it was also noticeable that the dots and crosses were more numerous nearer 1 the city, thus suggesting that volume * of traffic is an important factor in the ‘ accident incidence. Mr. Hawkes also had a map show- 1

ing the spots where accidents have eccuned, recently, on roads in the South Island. When it was pointed out to Ail-. Hawkes that a study of this map did not suggest that the accident rate was unduly high on the West Coast compared with other parts of the South Island, he replied that the only accidents located on the map were those in which someone was injured or killed. No note was taken of accidents in which only the vehicles were damaged, though, of course, the insurance companies were equally interested in this type of accident.

Some figures quoted by Mr. Hawkes deserve consideration. During the year 1938-39, there were 4383 road’ accidents in New Zealand, and in these 24G people were killed and 5635 injured. These bald figures may not convey much to the majority of people, but an analysis of them may help to make them more impressive. They mean that, during 1938-39, 115 people were killed or injured every week on the roads in New Zealand, or in other words 16 a day; and that there were 84 road accidents each week, or ±2 a day. An accident every two hours of the year was New Zealand’s road toll for 1938-39.

In connection with the question of speed, it. is interesting to note the new speed laws now' in force in Maryland, U.S.A. On open highways fifty miles an hour is the maximum on ordinary roads and fifty-five miles on dual lane or divided highways. Vehicles with commercial bodies which weigh more than three tons loaded are limited to a maximum speed of forty miles an hour. Lower rates are prescribed in certain sections. Thus twenty-five miles on ordinary highways, thirty on dual lane roads are top speeds for thickly-settled areas, rising to thirty and thirty-five miles respectively in outlying parts of cities, towns, and villages.

For speeds in excess of seventy miles an hour fines ranging from 100 dollars to 1000 dollars, or imprisonment from thirty days to a year, or both, are set for the first offence. For subsequent offences the punishment is imprisonment for from sixty days to two years.

MOTORISTS AND FIRES. "INSATIABLE CURIOSITY.” An inquiry made by the Transport Board as to the danger or otherwise of having cars locked when parked in the city was discussed at a meeting of the Wellington Uire Board. The purpose of the inquiry was to find out whether it was practicable to insist on cars being locked when parked so as to minimise risk of conversion. The brigade superintendent said that locked cars would not seriously interfere with the brigade’s operations provided the cars were not parked over tire plugs. This, he was pleased to say. was not a frequent offence. If necessary, entry into a parked and locked car could be forced in order Ic remove it. What was a. more serious danger, however, was the parking of cars in tlie neighbourhood of a tire. Something was needed to put a check on sight-seeing motorists who rushed into the city when there was a big fire. During the recent Victoria Street tire, an engine from Thorndoii going to another fire bad to make a wide detour owing to the congestion of cars and its progress was frequently impeded. Several members of the board rcmarked that the broadcasting of the fact that there was a big fire in the city was “very harmful and unfortunate.” How to control the insatiable curiosity of those who came in to see a lire was a problem, it seemed impracticable to prohibit parking within a. certain distance of a fire, as the locality was never known beforehand. Mr. Luckie asked to have the superintendent’s report on the matter made available to the City Council in order to help the latter in its consideration cl parking bylaws.

SCHOOL HOLIDAYS ARE ON. EXTRA DRIVING CARD REQUIRED. ; Eor motorists there is a significance in the fact that school are closed for ! their season vacation, and the fami:liar “school” signs will have a meaning and message extending to every ! thoroughfare in the Dominion, says j the latest road safety message of the ■ Automobile Association (Otago) Incorporated. Vacation time means for the school children enjoyment, of larger liberty, and the discipline of the school is relaxed. and the lesson of road safety inculcated by the teacher may be overlooked in the enthusiasm of [games and new-found freedom. | Eor many children, particularly in [the cities and towns, vacation may mean the use of streets and roads as playgrounds, dangerous because of traffic. The modern paved road appeals to the child owner of a bicycle, skates, scooter or trolley, and there is always the danger of an elusive ball finding its way on to the road. Children take risks with traffic not because they wish to be careless or reckless, but because they are children; therefore they arc entitled to the protection of all users of vehicles on the roads.

The various week-end resorts, and near the public playgrounds and parks will be found to be danger spots for children. It is easy to visualise that tlie significance of the “school” sign lias become Dominion-wide in its application, and jiotorists particularly are requested to observe the utmost caution so that nothing they do will bring injury or worse to any one of tlie tens of thousands of youngsters enjoying their vacation. Prior to the vacation, teachers will probably have a last injunction to make to their pupils regarding the rules of conduct on the road. There is a call on parents and relations to remind children daily of tlie necessity for playing away from the roads. Children who visit another town should be warned of the greater danger because of increased traffic, and the risks they may run through their unfamiliarity with strange conditions. All who use the roads are asked to assist in making the forthcoming school vacation entirely free of accidents on the roads. Motorists particulaily should act faithfully in applying the rule that children should be seen and not hurt. '

THEN AND NOW. WORTH OF MODERN CAR. Only those motorists who were driving ears in pre-war days afc really able to appraise the modern car at its true worth. Certainly it is easy to note the marked difference' between the outmoded cars and their modern successors, especially as to outward appearance, but motorists who were familiar with early day cars and their crudities, appreciate to the full the many improvements in details, efficiency, safety, comfort and convenience of the latest model cars. They also realise other important differences, notably value for outlay. The modern saloon car costs per lb about half what the open-tourer cost some 20 years ago, yet it provides so much more—greater safety. more ro'om, almost three times as much power from engines that are so satisfactory in general performance that their ability to keep on doing their work almost indefinitely is taken for granted by a large percentage of owners of modern cars. This in itself represents a remarkable attainment. The complete revision in car body" styles has resulted in refinement undreamt of in pre-war days, embracing comfort and silence that, at one time, were thought impossible in a car. Improved brakes and lower built chassis have also added their quota to the better road performance of modern cars. All these improvements have brought about ease of control and greater dependability. Yet to-day, thanks to continuous research and to a remarkable development in manufacturing technique, the man of modest means can buy a latest model car at a figure which is less than half what he would have had to pay 12 to 15 years ago for a machine which, judged on present-day standards, was incomplete, uncomfortable and inefficient. Not only is the initial outlay now much less, but the running costs are considerably lower, in the form of more miles to the gallon of petrol and oil and greatly increased mileage from balloon tyres. When the cars of old and the cars of to-day-are seen side by side, and their respective initial costs compared, one can only marvel, says the Dunlop Bulletin, that the modern cai’ costs so much less than its predecessors of even only a decado back.

THE DIPPING REGULATIONS. HEADLAMP ADJUSTMENT. Numerous private motorists are apparently still in doubt concerning their responsibility in observing the amended motor regulations relating to dipped headlights. This may be judged by the number of inquiries still being answered for drivers by garage staffs and members of the city traffic department and the Automobile x\ssociation (Auckland). At no time must the lights shine above the level horizontal level of the road, so that the long-range beam must be adjusted accordingly. This will minimise dazzle, and while the lamps may be fixed to show directly ahead, it is permissible that they be deflected slightly to the left, but definitely not to the right. When the lamps are dipped, which is a compulsory action as cars drive toward one another, they should deflect downward on the roadway di--1 recti,v in front of the car. The regulations prescribe that the beam of the lights should descend at least 4in in 10 ft, but there is nothing lo prevent lamps from being deflected downward to a much greater extent. : Three methods of dipping arc accepted. The first is the use of double filament bulbs, which throw the beam down when the switch is operated. The second allows the left-hand headlight to go out, leaving the vehicle lighted by the other headlamp and two side laiiips. In the third place, as in the case of old vehicles, an auxili-

'ary headlamp fixed in a permanently dipped position may be used in conjunction with parkin;; lumps when the headlamps are extinguished. MOTOR VEHICLES. STATISTICS OF JMBOIiTS. Statistics dealing with imported motor-vehicles in the animal report of the Transport Department show that Great Britain is still the largest supplier of motor-cars and motor-cycles, with the United Slates or Canada as the largest supplier of commereiai vehicles. Details, with last year's lotah', in parentheses, are: — Motor-curs: Great Britain 16,-151* (16,610): United States- or Canada, 11.884 (12.919); ether countries 601 j (3081. ‘ Commercial vehicles: Great Britain 1961 (21’32); United States or Canada 5419 (5697); other countries, 3452 (2684). Motor-cycles: Great Britain 2005 (2171); United States or Canada 226 (302); other countries 2 (2). The report shows that the North Island lias practically double the number of all .types of licensed motor vehicles as (he South Island, the totals being 202.767 and 105,164. Motor cars arc included in these totals, the North Island having 141.285 motor-cars, and the South Island 71,281. A cornpai iron of (he ratio of population to vehicles for New Zealand with other countries shows: —

Per cent. U.S.A., December, 1937 .. 1.16 New Zealand, March, 1939 . . 5.23 Australia. June, 1937 . . . . 3,60 Great Britain, September, 1937 16.20 Compared with last year, the motor cycles licensed decreased by 1771, or 7.74 per cent. Motor-cars increased by 22,012, or 1.1.55 per cent. The increase in trucks licensed was 216'7, or 4.61 per cent., and other vehicles licensed advanced by 5070, or 28.33 per cent.