MOTORDOM

Greymouth Evening Star, 20 October 1939, Page 9

MOTORDOM

NEWS OF THE ROAD

(By

“Gearbox”),

HEAVY TAXATION.

BRITISH MOTORISTS PROTEST.

The extent to which Governments now rely on motor owners for a considerable portion of their annual national revenue is reflected in the announcement from London that there lias been such a falling off in revenue from petrol and motor taxes in Great Britain that the Chancellor of the Exchequer (Sir John Simon) will probably have to introduce new forms of taxation to make up the deficiency. To a degree, this situation has been intensified by the strong opposition of a large section of the British motoring community, a rising tide of resentment having set in since the Chancellor announced in his Budget some months back that he aimed at obtaining further millions of pounds from British motorists by raising the annual tax on cars from 15/- per horsepower to 25/- per h.p., an increase of G 6 per cent, on the existing tax. Most British motorists considered the' new h.p. tax inequitable, as it was heaping a further burden on car owners who are already contributing a huge sum annually in h.p. taxation and petrol impost (9d per gallon). When it is mentioned that the motor owners of the United Kingdom in the last fiscal year contributed £96,000,000 in these two taxes (one-eleventh of the total national revenue), it will be appreciated what a heavy financial load is being carried by motor transport in the Old Country.

Although the new h.p. tax does not become operative until January, 1940, it, has already greatly increased the demand for smaller powered cars in the United Kingdom. In such instances. the higher h.p. impost has defeated its purpose, bearing out the contention that high taxation does not al wavs necessarily mean more revenue.

However, in the meantime, three happenings have upset the British Chancellor’s calculations (1) The war, (2) a swift reaction —many people selling their largo cars and buying smaller h.p. cars, with a view to paying a lower annual h.p. tax. Also, many car owners deckled to only take out quarterly registrations instead of paying the full annual taxation in one lump sum. It only needed a small percentage of the 2,000,000 car owners to adopt this attitude to upset the national income. (3) Less motoring done, hence reduced revenue from petrol tax. The partial rationing of liquid fuel, due to the war, will, of course, further reduce the £1,000.000 per week the British Government has been deriving from this course. ' Strong oppositipn was aroused in Great Britain over the proposed new tax by the leading English motoringorganisations and the motor car industry, but it failed to change the attitude of the Government which still felt impelled to proceed with its 25/per h.p. tax. The immediate result was to devalue high powered used cars, on the floors of dealers in Great Britain, by £3,000,000.

In endeavouring to make the private motorist bear the extra burden (about £11,500,000) in addition to his already high motor taxation and high income tax, etc., it will probably mean that British cai’ owners will now collectively contribute less to the national revenue than they did under the old tax. INCREASE In’gYCLE TRAFFIC. NEED FOR UNREMITTING CARE. “New circumstances bring new problems in traffic safety, and the petrol rationing scheme is a case in point,” says the latest road safety message of the Automobile Association, Nelson. “It is obvious, that the rationing scheme has meant a lessened use of the purely private car, but there has been no dimunition among the' many thousands of business motor vehicles of all kinds, cars, lorries, and vans. In order to economise, hundreds of motorists have found recourse to bicycles, so that the cycle traffic has increased on the roads. But the important point for motorists is that many of these cyclists, taking what amounts to a refresher course, might not be as expert in cycling as they think they are. Cyclists should not use the thoroughfares until they have the ability and confidence to cycle in safety under modern traffic conditions. They should have no doubt about their duty in road safety.

“At the same time the motorists should know that the army of cyclists has increased in its regular use of the streets. An even wider margin of safety is advisable when overtaking and passing cyclists, particularly at night time. There are cyclists who think nothing of venturing forth at night without lamps, and those persons who have brought the old bicycle from its long disregard in the shed are reminded that regulations must be complied with, particularly those relating to painting white the rear mudguard, and the affixing of an efficient reflector placed at the correct angle.

“Though war-time restrictions may be imposed on traffic indirectly, it is emphasised to motorists, cyclists, and pedestrians, that there must bo no relaxation of those admirable road safety habits formed by precept and example. Drive, ride, and walk carefully.”

HOLDING TO WHITE LINES. . The practice of drivers of motor | vehicles of running close to the white! lines on highways was referred to by Mr. S. L. Paterson, S.M., in the Rotorua Police Court when entering a conviction in connection with a negligent driving charge. The defendant had : stated that at the time of a collision ■ with another car he was about six I inches on his correct side of the white line. The S.M. pointed out that there j was a regulation which required all drivers to drive as close to the lefthand side of the roadway as practicable. This obligation was not fulfilled by driving anywhere on the lefthand' side of the white line, but no one could but be impressed by the number of drivers who were observed on the road close lo the centre line. The practice was a very dangerous j one and one which was fruitful of many accidents. West Coast motorists would do well to note the above. At the meeting of the executive of the Grey Branch of the A.A..C., this week, Mr. S. Quintrell said that, although he was a great believer in the while line, his observation was forcing him to the conclusion that they were having the effect-of causing people to drive towards the centre of the road, instead of at the side. A good rule to follow is to keep as far from the white line as practicable.

SUBSTITUTES FOR PETROL.

PRODUCER GAS ENGINES.

The possibility of using producer gas and other similar substitutes for petrol, which, according to an announcement recently from Daventry, 'is being done in Germany at present, ■was outlined to an “Otago Daily 'Times” reporter by a Dunedin busii ness man who has been experimentling for some time past with methods lof using petrol substitutes for runining a motor car. Ho pointed out that Germany and other countries were using gasdriven motor vehicles with considerable success, and added that New Zea--1 land could save many thousands of pounds annually and materially • reduce unemployment by using homeproduced fuels. In time of war it was extremely difficult to obtain sufficient stocks of petrol, and even in peace the amount of money going overseas for the purchase of motor spirit was detrimental to the country’s welfare. “The possibility of using indigenous fuels for motor transport and farm tractors has occupied my attention for some years,” he said, “and in view of an almost complete' dependence on imported supplies 1 I think the question of home-produced gas should be investigated by the Government. The social, economic, and political aspects of such a system are well realised in European countries, where official encouragement is given and great progress is being made. “With practically unlimited supplies, this country is favourably placed for producing either coal gas or hydrogen. I myself have used coal gas experimentally in a car, and have designed a special mixing valve for it. My car ran almost as well as it does on petrol. Coal gas and producer gas seem the best avenues to explore in New Zealand, but I doubt whether the- required steel containers could be obtained at present to hold compressed coal gas.” Gas propulsion for road and farm vehicles was used successfully in Germany, he said. In Hanover, coal gas at a pressure of 30001 b per square inch was retailed last year at a price equal to 6A(I per 200 cubic feet, which was equivalent to a gallon of petrol. In Berlin, one bus route, covering 2460 miles daily, had been entirely converted to high-pressure gas propulsion. A gas plant in Munich, which had been in continued operation since 1935, was giving, he continued, a daily output of 60J)00 cubic feet of gas at a pressure- of over 40001 b per square inch, the cost of operation being very low. Coal gas could be similarly produced in the Dominion, but in view of a possible shortage of steel bottles the Dunedin man said he was firmly of the opinion that producer gas offered the best avenue- for immediate use in New Zealand, although he was convinced that the other system should be introduced later on. “As far as I can ascertain,” the experimenter continued, “the general public and the majority of members of the motor trade are unaware of the extent to which fuel other than petrol can be used. The motor trade in New Zealand is quite capable of making and fitting producer gas plants of approved design. The running of engines by gas dates back to 1834, I believe, but of course, many modifications have been necessary for using this principle on modern motor vehicles. Producer gas from coal, charcoal, and coke gives an efficiency up to 70 per cent, compared with petrol, and is independent of any external compressing plant and reservoirs. It is, therefore, particularly adaptable to farm vehicles, and I believe there are one or two producer gas plants in use on tractors in New Zealand that were installed for about £27. “I am working on a producer gas attachment for my car at present ” he said, “and I hope to hwve it ready soon. There are, of course, a number of reliable, patented plants in overseas countries, but it would be difficult to obtain these at present. These plants can be made easily by any competent motor mechanic, and there are some types in use in New Zealand today. Installation on existing cars can be readily effected, and producers can be adapted to use a variety of cheap fuels, such as low-grade coal, coke, charcoal, and even firewood. My idea is a small plant that could be easily fitted to a private car and would not get in the way. Fuel enough for journeys from 50 to 200 miles could be carried without trouble, and there would be no difficulty in refuelling. As far as that is concerned, the distribution of the fuel could be easily arranged, and, as is the practice on the Continent, fuel could be packed in paper bags to avoid dust and waste and handled by any garage, filling station, or coal depot. “One of the most important arguments in favour of producer gas is its low running cost. It works out at onefifth of the present price of petrol. The saving in the case of farm tractors and lorries alone would be of great benefit to this counti'y, which urgently needs to reduce its farming costs. In these times of petrol restrictions, one realises what the value of home-produced fuel would be, and I feel that something should be done immediately to investigate (he full possibilities of the use of petrol substitutes.”

OVER LUBRICATION. MAY PROVE COSTLY ERROR. Much harm can be done by overlubrication, which can sometimes prove an expensive error. Car owners should therefore keep in mind the fact that a regular supply of lubricant in the required quantities is of far more use than a sudden overdose, given perhaps in remorse after a period of neglect. In respect of the engine, over-lubri-cation within limits is not a very serious matter, but the excess oil is liable to leak into the clutch mechanism to cause slipping, which can often only be cured by the complete dismantling of the clutch. • This trouble is more likely to be experienced when exceptionally steep gradients are encountered and. ii: fact, it is advisable when travcllm." in very hilly country, to maintain the sump not more than three-quai tors full of oil so that any tendency to leak back into the clutch 'will he minimised. In this connection, Io avoid the accumulation of oil in the clutch, it is as well to ensure that the drain hole in the clutch pit is kept clear of mud or other obstructing matter. Over-filling of the engine with cil is quite easily avoided. The dip-stick is fitted in an accessible position and

the level of the oil in the sump can be judged at a glance. It should be remembered, however, that readings must only be taken when pie car is standing on level ground with the engine switched off. Readings taken while the engine is running may tend to show an unduly low level, in which event topping up would raise the level too high. The rear axle is the most vital component where over-lubrication is concerned. This is because rear hubs are generally lubricated in common with the- final drive mechanism and superfluous lubricant will sometimes work its way on to the brakes to render them inefficient. Brake linings affected in this way usually have to be replaced before the trouble can be completely eliminated. However, as with the clutch, this occurrence need never arise if a little care is taken. After refilling or topping-up the rear axle, the filler plug should not be replaced immediately but sufficient time should be given for any surplus oil in the differential casing to drain out through the filler orifice. As distinct from the rear hubs the front hubs require occasional greasing; actually once a month or every 2000 miles when a quarter gunful of grease should be injected into each. Here again, over-lubrication is liable to effect the brakes as excess grease from the hubs will try to work out and may ultimately reach the linings and drums.

With regard to the brakes themselves, the expander units may require greasing on occasion, but only if the old grease has been washed away through continuous wet weather or has, through some other reason, become inefficient to allow the brakes to stick. A special grease is required for these units but, in respect of this attention, the l owner is advised to take his car to a local dealer where the special requirements of the mechanism are properly understood and the tools to deal effectively with it are available. Over-lubrication at these points is very undesirable. On some of the older cars, the over-filling of the steering box with grease will result in some of the excess grease working up the column and exuding from the top. On current models, however, the precaution is unnecessary as oil is used and no trouble should arise from this source.

The hydraulic shock absorbers mav require very occasional topping-up if the damping they provide for the springs becomes inadequate. The correct level for the special fluid in these is up to the bottom of the filler plug, leaving a little air space at the top. This air space, is essential for correct operation and on no account should the shock absorbers be over-filled, right up to the top. to eliminate it. Units of the electrical system, such as the dynamo and distributor, should be lubricated, although very sparingly. Excessive greasing will result in lubricant reaching the electrical components to the detriment of the charge.

The distributor occasionally requires a drop or two of thin oil through the oiler, on the top of the spindle afterh removing the rotor arm. and on theh automatic advance and retard mech- ; anism. More lubrication than this in j ( this unit would be liable to cause er-| | ratic running as the operation of the t distributor depends on clean dry con- ( taels and good insulation. ( Other electrical units which mayj | venire just a drop of oil if they be- 1 ; come stiff or function erratically are]; the trafficators and dipping reflector. Here .igain. over-lubrication is to be; avoided. i There are. incidentally, one or two points at which over-lubrication iscither difficult or. apart from being ; i cm<.what wasteful, does no harm. The' former are exemplified by the gearbox which, on all comparatively recent models can be filled up to the level of the filler plug and no further without overflowing. Many of the greasing

points, too, cannot be over-lubricated as any excess grease will merely exude and no harm will be done. I But the importance of this aspect of ( lubrication cannot be over-emphasis-ed. Over-lubrication is- an error into which many motorists fall, however lightly, at one time or another. It is an error that can be avoided with a little care, a little consideration and a little lubricant at the right time. SPEED AND ACCIDENTS. According to the National Safety 1 Council of the United States of ’ America speeding, despite pet theories as to the cause of road traffic acci- | dents—and they are legion—is still i the greatest single cause. Speed, ipso facto, is given as the origin of 19 per cent, of the total accidents in that country, and in addition to that is the i tact that most accidents are attribut--1 able to a, combination of causes, and I in these speed in the wrong place, or better expressed, in the circumstances I then prevailing, plays a large part.

The proportion of accidents that can be attributed to the purely “accidental” is exceedingly small; in nearly all, whether it be as between vehicles, vehicle and pedestrian, or merely on the part, of vehicle alone, there is some neglect of a provision o provisions of law that have been enacted with a view to the prevention of accident. Incidentally, the council considers

that State reports showing that 9 per cent, of drivers and 13 per cent, of pedestrians involved in fatal accidents last year had been drinking was a serious understatement.