NEGLECTED CITY ROADS.

New Zealand Herald, Volume LXIII, Issue 19388, 24 July 1926, Page 10 (Supplement)

NEGLECTED CITY ROADS.

PROCRASTINATING REPAIRS.

While it is now possible to encounter fine concrete stretches well outside the city boundaries, there still remain many thoroughfares in the mid-city which would be a reproach to even an impecunious local body. When comparatively insignificant authorities can undertake comprehensive reading schemes one would expect that the larger bodies had finished their labours. Nevertheless, there are several short but essential city roads which are deteriorating below the worst suburban standard. In some cases a little attention from a flying repair gang would have sufficed. Instead, the roads have been allowed to reach a si,ite where almost complete reconstruction is necessary. In Khyber Pass Road exists a striking contrast. Most of the road is paved with concrete, yet the continuity is broken by a section of old macadam, which is almost without parallel. A half-finished job of this nature is not expected from a progressive body. Victoria Street East is not a creditable outlet from the main street of the city. Parts of Wellesley Street East are in poor condition. -In mary parts of the city and suburbs the settings of the tram-rails are uneven. Trams may be excellent vehicles, but their tracks cannot be allowed to spoil the roads for trackless traffic.

PIONEER MOTORISTS. Auckland's pioneer motorists -were well represented at the annual meeting of the A.A.A. last week. Among those whose experiences dated back to the " one cylinder " days were Messrs. G. Henning, and A. Cleave, and Dr. De Ciive Lowe. Mr. Cleave related an amusing experience with a steam car which he bought from Mr. Henning in 1903 for £250. He optimistically set out on a tour to Wellington. The boiler developed a copious leak in the vicinity of Rotorua, and several hours were spent in expanding the tube joints. Not long after the car got out oI control and took a plunge down a steep frade. The front axle was®so extensively amaged that the trip could not be resumed. Having no further desire to use tile steam car, Mr. Cleave offered it back to Mr. Henning. " He did not seem keen, but eventually took it for. £so,*' said Mr. Cleave. "I thought I was lucky to be rid of it at the price, but the joke was off when I found that I owed Mr. Henning just £SO for repairs!"

COMMERCIAL VEHICLES. The "quick lunch" motor-van is becoming popuiar throughout the United States. These vehicles are similar in construction to a railway dining car. Often they are in the form of a trailer. Motor tank waggons for handling milk in bulk are replacing the standard metal cans. These milk tank waggons are similar in appearance to the ordinary bulk petrol motor. A. St. Louis company has scrapped 250 horse-drawn units in favour of motor carriage fir'- both bulk and re-tail-milk. One hulk motor with a trailer makes a daily_ round trip of 130 miles to collect 34,0001b. of milk. The insulated glass-lined tanks prevent alterations in temperature of more than 3deg. When the bulk waggons return to the retail distributing depot, compressed air is used to force the supply into the building. Another new use of the motor-truck is the transportation of freight in "units" in conjunction with a railway. Various goods are being handled by American railways on the unit system. It prevents pillage, and almost eliminates breakage. Everything is packed into standard metal containers with a capacity of 7001b., or 438 cubic feet. Six containers are loaded on the standard railway truck. The motor-lorries are constructed to carry two containers. The units fit the platform of the lorry exactly, and a simple mechanism secures them from movement, 'lhey can be emptied with expedition and refilled for return. Express and _ freight companies find that when varied goods are being forwarded a great saving is effected by this system.

SPARK PLUGS. The efficiency of an internal combustion engine may be greatly impaired by defective spark plugs. Laboratory tests have revealed remarkable power losses tnrough plug faults not apparent to the average motorist. Many people believe that as long as a plug ignites the charge it is fuilfiilling its mission with efficiency. There is something to be said for the advice given by some manufacturers to the effect that the plugs should be renewed every 10,000 miles. Of course, a plug may function for 30,000 miles, but the chances of trouble-free . ignition for such a period are rare. The leaky plugs of 20 years ago would bo useless in modern high-pressure. engines. It is a popular, but often misleading practice, to test a plug by laying it, on the cylinder head and accepting it as satisfactory if tlje sparks jump the gap in unbroken sequence. A spark at atmospheric pressure i§ no guarantee of perfect functioning under compression. A cracked porcelain may not manifest itself in the air. When the engine is running on all cylinders, the,.increased resistance at the gap due to high compression inay cause the spark to short circuit through a crack. Burnt electrodes arc another cause cf trouble. It is useless to reduce the gap when the plug points are worn very fine. A sharp ppint becomes red hot and may pre-ignite. the gas.