THE PETROL TRAIL

New Zealand Times, Volume LIII, Issue 12507, 24 July 1926, Page 18

THE PETROL TRAIL

DISTRICT COUNCILS REPRESENTATION DESIRED REQUEST BY MOTORISTS. The question of motorists being represented on district highways councils was discussed at the conference of the New Zealand Counties* Association this week, at which Mr A. E. Jull presided. • The executive committee recommended that: “The North Island (N.Z.) Motor Union having notified this association that it has requested the hon. the Minister for Public Works to in-

troduce legislation enabling the motoring interests to have representation on district highway councils, it is considered desirable that this conference should give an expression of opinion thereon.” The North Island Motor Union had been requested to send representatives to speak on the subject, and Messrs A. J. Toogood (president), Mr J. Wynyard, and H. J. Stott (secretary) were present. Mr W. H. Wynyard, who is the motorists’ representative on the Main Highways Board said the Main Highways Board had representation from the Government, the city councils, and motorists, but the motorists were not represented on the district highway councils. It was granted there should be no taxation without representation, and though the Highways Board was not a taxing body it spent the funds largely provided by motoring bodies. If the motorists had representation on the district councils (t would , bring about more co-operation and a better understanding. He sympathised with the difficulties they had to face, and co-operation would help to solvo the difficulties.

Mr A. j. Toogood said the motorists were not holding a pistol at the head of the county councils, hut were there in a spirit of friendliness. They asked for two representatives on the district councils.who would be of great assistance. Motorists had never objected to equal taxation for the use of the roads. The Hon. J. B. Gow agreed that there was some reason in the request, but they could not draw a line specifically between the interests of the motorists and the county councils. Motor traffic had become so general that it was hardly possible to differentiate between the different traffic, and was being minimised as time went on. He was not prepared to oppose the proposal altogether, and they should have one representative provided that every motorist had a voice in the election ol the motoring representative, and that he should not he the representative of the Motor Association. A northern delegate said he did not think they should agree to representation of the Automobile Association on the district councils, and it would hardly be possible to elect a representative of motorists as suggested at present. Mr C. Johnstone said he would not object to one representative, and other delegates said they were agreeable to one such representative. Mr G. O’Halloran (Waitemata) said most ratepayers were motorists, and when funds had been short tho northern association had helped them. MIGHT WANT MORE Mr C. J. Talbot (Mackenzie) said it had been admitted that their interests were practically identical, and therefore there was no need; for special representation on the district councils, especially as they had representation on the Main Highways Board. If they secured representation on the district councils they might want to go further, and want representation on the county council. Mr Lowe (Thames) said they had said that users should pay, and as motorists were the largest users they were entitled to representation. Mr Keating opposed the remit, stating that as motorists were ratepayers they were not entitled to special representation beyond that of the ordinary representative. Mr Toogood. replying, said they were quite willing to agree to one representative, who would really only act in an advisory capacity. Mr C. A. Cawkwell moved, and Mr S. W. House seconded that the conference agree to one representative of motorists on the district highway councils. Another delegate, in supporting the motion, caused a hearty laugh when he said the Automobile Association was entitled to representation on the hospital boards, as so many motorists went to tlio hospitals. The motion, on being nut to the vote, was defeated by about two votes to one. The- cheapest, four-seater car in Britain is the Trojan, priced at, £123. There are three other four-seaters, excluding Ihe American Ford, selling at leas than £2OO. At Hie other end of the scale is the Rolls-Royce limousine, priced at £2050

PROVED ITS VALUE A PUBLIC NECESSITY MOTOR-CAR DURING STRIKE. During the recent strike in England the motor-car proved itself in the eyes of the general public to he a necessity. It had been regarded previously by the masses as a mere luxury item among the stock-in-trade of the rich. The public and, above all, the newspapers had failed to appreciate the important part' which the motor-car was capable of playing in a national emergency, and they had not grasped the significance of the rapid growth of motoring as a vital factor for the safety and well-being of the nation. Motorists, too, were given an opportunity by the strike to show the country the stuff of which they are made. “GREAT STRIKE BREAKER” They were able to oonvince the masses that the ordinary owner-driver ; s an unselfish, generous, and patriotic man, willing to sacrifice his personal convenience for the well-being of the community. Motor owners in tens of thousands spent the days of the strike driving transport vehicles or using their own oars, for the conveyance of goods or passengers. For the latter service they received nothing, save the grateful thanks of those to dhoan they were able to give a “lift,” and with this they were perfectly . satisfied. One Labour leader referred to the motorcar as “the great strike breaker.” It is a very apt phrase, and, moreover, it is true. Thanka to the motor-car, food supplies were maintained in the various populous centres at normal, with the result that tKa hungry were fed. Had a general strike taken place thirty years ago the Labour leaders could have most successfully held Great Britain to ransom. It is not so to-day, however. Thanks to the motor-oar, coupled with the fine spirit of the private owner. * '■* MOTOR IMPORTS ASTONISHING FIGURES. The returns of importations of motor vehicles, tyres, materials and parts of motors for the first five months of the present year—January to May inclusive—reveal some astonishing increases. The number of passenger vehicles other than ’buses was 7167, of a value of £1,293,712; chassis for passenger vehicles other than ’buses 3320, value £324,709; lorries, ’buses, etc., eight, value £2006; chassis for lorries and ’buses Till, value £266.972; tyres and

tubes £453,915 (of which £65,804 came from the United Kingdom, £250,287 from Canada, £100,789 from the United States, and the balance from Italy, France, Belgium and Germany). Materials and parts of motor vehicles imported reached £162,004, of which £68,000 was British, and the remainder foreign. At the beginning of 1923 there were approximately 43,000 motor vehicles in New Zealand; to-day there are 110,000, not including motor-cycles, and over this period more than £20,000,000 has been spent on motor vehicles. New Zealand is now a close second to the United States in regard to the number of motor-cars in proportion to the population. Mr J. F. Cousins, secretary to the New Zealand Motor Traders’ Federation, states that the increasing use of motor vehicles in New Zealand is demonstrated by a study of the importation and registration figures for the first five months of the present year. The number of motor vehicles not including cycles, imported during this period amounts to 11,618, an increase of 13 per cent, over the number imported during the same period of last year. EXCEPTIONAL FIGURES A better idea of the increased growth is gained by comparing the figures for the same period over the last five years, which are:—

1922 917 1923 4,7.90 1924 7,496 1925 10,272 1926 11.618 Protests had been made from time to time against the increased importations of motor vehicles, but it was maintained that so long ns the motor vehicles imported are put into profitable use, the increased importations are a help and not a hindrance to the progress and prosperity of the country. The registration figures over the same period number 10,197, leaving a balance of 1421 in the hands of the miporters. As the monthly average of registrations over the present year is 2039. the position so far as new cars are concerned cannot be regarded as unsatisfactory, as the surplus would quickly be absorbed at the present rate of registration#

WHEN ACCIDENTS OCCUR A WISE PRECAUTION POINTS WORTHY OF NOTE. The possibility of motor accidents, whether slight or serious, involving vehicle oa* pedestrian, calls for every driver, in his own interest, to study what to do when tlioy occur. There is always some excitement, and it is well not to rely absolutely on the memory. Every driver should remember that, in the event of legal proceedings, his oavn case may be seriously jeopardised by unguarded statements, even if intended to spare the feelings of the other party. If any member of the public has been injured, every possible assistance should be given; that is, of course, a first essential; but do not altogether lose sight of other things in the immediate pressure of the moment. In many cases dealt with the following points have arisen from time to time, anyone of which may be necessary. Police" officers. furnish admirable reports, and an officer should be called if possible; then ascertain and note the following information: — (i) The extent of the injury to any vehicle, property, or member of the public. (ii) The name and address of the other party and of any witness. (iii) The precise time and place of accident. (iv) The condition of the road surface, particularly whether greasy or dry, and whether there is much road camber. (v) The width of the road, and whether a main or a secondary highway. (vi) "Whether the road is level or on a slope; and if the latter whether the car was going up or down the slope; and if possible what the gradient is at the point where the accident occurred. (vii) The direction and speed of travel of each vehicle or person concerned. (viii.) If another vehicle is involved the name and address of not only the owner but of the driver, and if it is a motor the registration or license number. (ix.) Whether any sign of approach by horn or voice was given by each party. If so, what? (x.) The distance between the near side wheel of your car and the near side road kerb; also the tracks of the wheels, if the car was not stopped on the spot where the accident occurred. (xi.) The position of any other vehicle involved, and a measurement of the wheel trades. (xii.) If the accident occurred after lighting-up time whether the car and any other vehicle involved carried lamps, and whether the lamps were properly lighted. Also what degree, of lighting there is from neighbouring buildings or from street lamps. In the event of injury to a foot passenger ascertain: — (i.) The position of the pedestrian and his distance froan the motor when the driver first saw him. (ii.) The position of the motor when the pedestrian first entered the roadway. (iii.) From which side of the road the* foot passenger entered the roadway. (iv.) The distance of the kerb from the near side of the motor to the point of impact. (v.) Whether the foot passenger looked up or down the road before stepping into the roadway. (vi.) If the foot passenger was walking along the roadway, on which side, and in which direction; also how far from the kerb or edge of the roadway. Confirmation of any of these details by an independent witness should be obtained on the spot if possible, and a rough sketch of the scene of the accident is always useful. This may appear a formidable list, bait it may result in a subsequent saving of time, trouble, and expense. MOTOR-CYCLE RACING TRACK WHERE THE INDIAN IS TESTED. Running right round the roof, of the Indian motor-cycle factory, built . in the form of a hollow rectangle, is a concrete racing track. The Indian Company uses it for putting new machines through their traces, for trying out new designs and improvements and for experimenting with speed jobs. A big lift carries new machines, 20 at a time, up from the preliminary testing room m the body of the factory. They are sent round at a careful speed until such time as the testers riding them are satisfied every part is

functioning perfectly. A staff of 1testers is maintained for tins work. The track is nearly half a mile round, and is rounded and banked at the corners so that high speeds can be put up and maintained. Alecks before Johnnie Seymour made his 132 m.p.iirecord, his machine was .sent round ami round this track. Seymour practised on it a week before he wont down to Daytona Beach to attempt the record. The aiwc of tho fuze in any lighting circuit is determined by tho amount ot current that passes through it. H a circuit uses ten amperes, then a ten ampere fuse is ample protection.