Motor and Cycle

Otago Witness, Issue 3829, 2 August 1927, Page 70

Motor and Cycle

by

DEMON

Tentative figures in connection with the annual estimates submitted at the monthly meeting of the Main Highways Board indicate that a reduction will have to be made in the amounts applied for by local authorities for expenditure during the forthcoming year on construction works. The total cash avail able for this purpose will be £550,C00. which can only be obtained by transferring £350,000 from the Revenue Ftind. while applications have been received for a sum of over £900,000. Only’ a very small percentage of the new roads recommended to be brought within the scope of the board’s operations are to be accepted.

Although the modern motor car engine will run for long periods with but little attention it responds gratefully' and at once to various simple tuning operations which it is well worth the while of the discriminating owner-driver to carry out. Most important of all are the joint processes of decarbonising and valve grinding, which the average engine of the 14 h.p. class will need after the first 5000 miles have been covered, and thereafter at intervals of about 8000 miles. It is, of course, realised that many an engine will run lor a much longer period than this without evincing any signs of acute distress, but the fact that its performance has actually gradually been deteriorating, although it may’ not be realised at the time, will become very evident so soon as the car is driven again after dismantling and reassembling the engine. A motorist whose car hit a dog and then overturned, with the result that it was damaged and its occupants were injured, was awarded £5l 12s damages and £lO 17s 6d costs in the Magistrate's Court at Napier on July 23. During legal argument it was stated that the case was the first of :ts kind in New’ Zealand. Counsel for the plaintiff cited a recent decision by a New Zealand magistrate, that the New Zealand Act applied to any injury that the dog might inflict. A dog was an animal that must be kept under guard or prevented from doing damage. Counsel contended that the common law of Rugland, which said that before it was possible to get damages for an act of a dog. it was necessary to prove negligence on the part of the owner, lad now been modified by the Statute Law. The Magistrate (Mr A. M Mowlem) said he did not consider that the plaintiff was negligent or that he contributed to the accident. ITo gave judgment for the full amount claimed, compris ing £36 12s for repairs and medical expenses, and £l5 for general expenses Great Britain still holds control of the world’s rubber market, and though the "United States manufactures between 65 and 70 per cent, of the ruiiber crop of the globe, she has no prospect of indo pendent supplies, says Mr R.. \V. Schultz, factory representative of the International B. F. Goodrich Corporation, of Ohio, who is on a business visit to New Zealand (say’ the Dominion). “There is a rubber exchange in New York, of course,” said Mr Schultz. “ but it operates with rubber which is mostly from India and the East Indies. The prospects of the United States developing her own supplies for some time to come do not seem great. There is rubber grown in South America, but it is wild rubber collected by the natives, and there arc no large-scale plantations. I should say that only about 12 per cent, of the rubber supply of the United .States comes from this source. The remainder is practically all supplied by Britain, so you will see what powers the British Government possesses. South America does not appear to be a plantation proposition, and the matter is largely one of investment at the moment. Probably the plantations are better organised, and this affects the question i<> a certain extent. But when you know’ that of the 27 millions of motor c.irs which are in the world, 22 1-3 million me American, will realise jus! iiow v.i.d the matter of rubber supply is to the United States.”

“There is one matter to which I wish to refer -sad that is the number of accidents caused through drivers of motor cars being intoxicated,” said Mr J. R. Hafoh. president of the Southland Motor Associa’ tion at the monthly meeting of the executive last week. “I don’t think it would be 100 strong if we asked for a fairly lieavy penalty if a man is found intoxicated while in charge of a car.” Mr G. Tapper: Yes, but when is a man drunk? Mr Haigh It is not a question of when, at all. ° A man should not take liquor when driving a car If he is convicted of being drunk while sn charge of a car he should have Ins license suspended for 12 months at least, as well as being fined. “The penalties will have to be made much more drastic Ji the practice is to be stopped. Fines are not of iho slightest use,” said Mr A. . Maccionald. “Would you suggest that the [>ol’cc should be empowered to stop any

motorist whom they suspect of being under the influence of liquor?” asked a member. I would stop a dozen men and ask questions rather than let one man smash up people while under the influence of liquor,” replied Mr Ilaigh, who then moved the following remit to be sent to the South Island Motor I nion—‘’Uiat in the opinion of the Southland Motor Association a more drastic penalty be inflicted on motor drivers under the influence of liquor.” Mr A. M. Macdonald seconded the motion, which was carried unanimously. At the meeting of Clulha County Council on Tuesday Cr Maginness referred to the recent conference of local Lody delegates in Christchurch where certain decisions of the Mam Highways Board had been reviewed. The board had decided to declare unmetalled sections of main roads to be Government roads, where it was evident the surrounding country would not stand heavy rates. This principle had been applied to a considerable degree in the South Island, on roads such as the Balclutha-Tuapeka Mouth main highway, where the hoard was finding the whole cost of formation and metalling. Cr Maginness said he was opposed to such action on the part of the Main Highways Board, which was simply shouldering the obligations of the Government.—Cr Mosley said no less than £26,000 had been spent on the Balclutha-Tuapeka Mouth road at the end of 1926, and the road was not nearly finished. He considered it a waste of public money, which would have been much bettor spent in providing roads for the settlers of the Catlins hush district.— C'r Jack said the Balclutha-Tuapeka Mouth road was built in lieu of a railwav and the Government was only keeping its promise. —Cr Wilson said the £26,000 spent on this road had been taken out of * the Main Highways fund, which was derived from the ta x on tyres, and this money should not be diverted to Government roads, but kept for the main highways of the country. the siato of the Main South road, for example, at Waiwera and Waihola was a disgrace to any public body, and considering the amount of money that the Highways Board had in hand it was a scandalous state of affairs that a main arterial road should be so neglected. This sort of thing, he considered, accounted for the lavish expenditure of the Main Highways Board in the North Island to the neglect of the South. The latter would never get justice until there was a separate board for the South Island.

TIMARU TO CHRISTCHURCH ROAD RACE. The greatest cycling race held in the Dominion will take place on Saturday September 10, when the annual Timaru to Christchurch Road Race will be held. The event will be under the control of the North Canterbury Centre of the New Zealand Athletic, Cycling, and Axemen’s union. This test of speed and stamina will be run over 112 miles of flat roads. In the past it has attracted very large and representative entries, and has been responsible for bringing out riders who have made cycling history, amongst them being Jack and Dick Arnst and Phil O’Shea, lest races are being held in various parts ot New Zealand in order to select representatives to compete in the race. Jn addition to big prizes totalling over £350, of which the winner receives a prize valued £75. the race carries with it the "New Zealand Road Championship.’ this coveted honour being secured by the winner of the fastest time, who also wins a prize, value £25, and the Dunlop Rubber Company's grant of £3O to enable him to proceed to Australia to compete in the Warrnambool-Melbourne Road Race, which is to be held on October 8. 1 he prize list is a very comprehensive one. and in all 35 prizes arc offered. CARE Or DRIVING CHAINS. Iho modern motor cycle chain will endure an extraordinary amount of neglect, and even abuse, but it is unwise to forget that, such treatment will inevitably effect its life and efficiency. The motor cyclist who has a real interest in the general condition of his machine will, therefore be well advised to give occasional attention to this important item of the transimsson. Imbrication is an important factor. Chains which arc not enclosed should be removed approximately every 800 to 1009 miles, washed in paraffin or petrol till quiteclcan, dried, and then immersed in a bath of molten —but not boiling—grease (or preferably grease and graphite) for several minutes. Correct adjustment is essential if undue stresses and shocks are to be avoided. Makers recommend a vertical movement ot about gin and gi n ]n tho centre of the spans of countershaft and rear chains respectively. Since a chain which has been in use for some time will, as a rule, be

louml to have stretched unevenly, adjustment should be made with the chain in its tightest position. A sprocket having badly- worn or hooked ’ teeth should bo replaced, for <t only increases the tendency toward undue wear, ami it is, therefore, not wise to fit a new chain to a sprocket in such condition. The connecting link, perhaps the weakest point in a chain, should bo inspected pen I odically. Should any indication of wear be evident, removal is advised. THEFT IN UNITED STATES. Although car thefts increase each year in! tho United States, the police are makiim a better showing at recoveries. Better supervision of garages which are inclined to deal in second-hand cars without investigation of the bona fidcs of the vendor has made it more difficult for tho car thief to dispose of his takings. The National Automobile Dealers' Association has collected annual reports from 28 principal cities, and they, disclose that there has been a steady improvement .in tho recovery of stolen cars since 1921. At the same time the number of thefts is increasing at an alarming rate, and in many eases recoveries arc not effected until the car has been driven mercilessly for some weeks. Following are details of the total car thefts from 28 cities:—

BRITISH TRADE MISSION. 1 he two British riders who are nearing New Zealand on their world tour on B.S.A. motor cycle outfits have ndert..ken the most ambitious project yet launched by the British motor cycle industry. Its importance is realised by all those who have the interests of Empire trade at heart. The experience that' will Ike gained and the suggestions that will be passed on to Home manufacturers should benefit the movement very considerably. .1 he mission will be met at Mercrr (Auckland) by the Sports Motor Cycle Club, and will, no doubt, be entertained by the A.A.A., to wnom „he Royal Automobile Club has forwarded advice ol the riders’ movements. Messrs 11. B. Catliriek and J. P. Castley. who comprise tac mission, will land in the south on August 4. and will journey north to | emuark at Auckland for Valparaiso. BRITISH CONFERENCE. A communication to the Motor, London, frmq the Agent-general for New South Wales on the question of preferential trade in regard to automobiles, reads as follows: , >s gratifying to learn that Britain is extending her markets for motor cars overseas, and especially in the Dominions, it is desirable that the average motorist should be acquainted with the manner ami the extent to which some of the overseas portions of our Empire are assisting us along this path. I now particularly refer to the State of New South Wales, where, in addition to the preferential tariff which is extended to Empire cars, the annual license fee for motor cars

of British origin is only 75 per cent, of that which applies to cars of foreign origin, and as the rate is based on the weight of the car the saving is more considerable than may appear at first glance. “ New South Wales has also embarked on a steady programme of road construction and improvement, and special notice has been taken of the characteristics of British cars in planning the regrading of established roads, and the grading of new roads. In this way the conditions have been greatly improved for the comparatively small powered car of the British type. The benefit of this policy will make itself felt in a cumulative manner as time passes; meantime, manufacturers here should constantly keep the fact before them in considering their plans for the future. " Further, a recent enactment of the New South Wales Parliament now makes it incumbent upon Government Departments and shire and municipal councils to give substantial preference to manufactures of British origin over foreign goods. This margin of preference, which is also additional to that allowed under the bederal Customs Tariff, of course applies to motor vehicles and other manufactures.’’ SUPER GARS. Although high horse-power ratings are a feature of the popular-priced American car, the most powerful cars in the world are produced in England and on the Continent. They are, of course, all in the luxury _ class, at ju ices generally above the £l,lOO mark. America’s largest cars | are the M’Farlane and the large Loco-

mobile, each with an R.A.C. rating of 48.6 h.p. The bore of the engine in each case is 4Ain, and the Al'Farlane engine has a stroke of 6in. Next in size is the Cunningham car, with a rated horse-power of 45 from an eight-cylinder engine of 3 Jin bore. Then there is quite a drop to the Packard, with its 39.2 h.p. The most popular car in the 40-50 h.p. class in England is the Rolls Royce, and at the beginning of 1927 there were over 3100 Rolls Royce 49 h.p. models running in Great Britain. Other English and Continental cars in the super-power class are the 50-100 h.p. Isotta-Fraschini, the 50 h.p. Daimler Twelve, the 45 h.p. Renault, and the Lanchester, Delage, Farman, Fiat, and Panhard-Levassor, each of 40 R.A.C. horse-power.

AVOID FATIGUE. i You wouldn’t permit a drunken person * to drive your automobile, would you? And yet intoxication of any sort makes * a person unfit to handle a motor car. A fatigued person is just as drunk as if he had been imbibing alcoholic liquors. In both cases the vision is blurred, the senses dulled, and the will and muscles refuse to co-ordinate. An automobile is a very nearly per- ( feet piece of mechanism. It has endur- . ance that is truly remarkable. Yet no automobile will keep going unless it is supplied with petrol, oil, and water, and electric current is fed to the spark plugs | to ignite the compressed mixture in the cylinders. _ Alan can accomplish some amazing feats, but no man or woman can keep , going for long without food, water, and , sleep. Food is to him what petrol and oil are to the automobile engine. It is the material from which the power and the lubrication come. Water is as necessary to man as it is to an automobile radiator. Without water, he dries up, becomes overheated and dies. Sleep is the charging of the battery used to supply the sparks, without which there can be no real exertion. Let a person go without food, let him go without water, let him go without sleep for a long enough period, let him go without any one of these things for any great period and fatigue results. If he is driving a car it is a death-dealing fatigue. One reason why some drivers become fatigued so soon as they do while touring is because they not only get too little sleep, but they do not eat enough and do not eat the proper food, and they do not drink enough water. They are trying to keep going with an empty petrol tank, a half-filled radiator, and a rundown battery. Is it any wonder that they are in serious accidents? The only way to make touring or any long trips safe is to avoid fatigue, and it can be avoided only by eating sufficient and proper food, by drinking enough pure water, and getting enough sleep that is sound and restful. In other words, the driver has to give as much attention and use as much judgment in keeping himself in good driving condition as he does in keeping the car in good running condition. Failure to do this is surely playing with death. GUESS WORK AND TRAFFIC PROBLEMS. That the first necessity in dealing with traffic problems and accident prevention is accurate data is the opinion of Air Miller Al'Clintock, director of the Erskine Bureau of Street Traffic Research, estab-

lished by Harvard University. This bureau has been engaged in making traffic survey for several of Americas largest cities, and Air Al'Clintock says that where the average city fails and wastes money is that it sets out to solve traffic problems by pure guesswork without any data whatever worthy of the name. '“ We find,” he says, “ cities all over the country aroused about safety. We find every civic organisation and every club organisation and every other kind of group of citizens that have the slightest excuse interesting themselves in the problem of public safety. This is indicative of the great interest and great pressure which that problem has within it. And yet, so rarely do we see any agency attempting to do anything but the most vague guesswork about the problem of. public accidents.

“ There is no sound way of approaching the safety problem, any more than there is a sound way of approaching the problem of traffic congestion without knowing the facts. Guesses may be good. All of us must occasionally guess, where there is no experience to guide, no fixed rule. The least we can do is to be reasonably honest with ourselves and take our guess for mere opinions. When we are given the responsibility of dealing with a situation which involves millions of dollars of property and hundreds of lives, the least we can do is to be certain c-f our ground.” DOMINION MOTOR FATALITIES. So far as the four chief centres of the Dominion arc concerned the motor accident fatalities for the first six months of 1927 show a slight decrease .is compared with the same period of the previous year. This year’s total is 28, whereas last year’s was 33. This decrease is due solely to the very striking decline in the Auckland figures. In the first half of 1926 a total of 20 people were killed in motor accidents in the Auckland urban area. This year there were only 11 fatalities. No decreases are shown in the figures for the other three chief centres. Wellington had six fatalities in the first half of 1926, and six in the same period of this year. Christchurch had three fatalities in the 1926 period, and five this year, and Dunedin's death toll has similarly risen from four to six. The Dunedin motor accident death roll is this year decidedly higher in proportion to population than that of any of the other chief centres. The motor death figures for the 14 urban centres for the half-year compare as under with the full-year totals for 1925 and 1926: —

Statistics showing the total number of motor fatalities throughout the whole country are only published annually, and no monthly comparisons can be made of the mortality rate as a whole. The above figures, however, show that despite an increased number of vehicles on the road the fatal accidents in the 14 chief towns for the hali-year are very little greater in number than the average for 1925. and far below the high level touched last year. The remarkable drop in the Auckland fatalities is the chief factor i;i this change, but insufficient data exists for reaching a conclusion as to the cause of it. ATTENTION TO UPHOLSTERY. Whether the car be open or closed a certain amount of dust .will find its way into the folds and creases in the upholstery, and while the surface dust can be removed with a dry cloth, the vacuum cleaner, of whatever type it may be, will b«- invaluable for cleaning such dust traps in leather upholstery, or for the whole of the surface cz cloth squabs and cushions. Jf cloth upholstery has been stained it may be rubbed carefully with a clean cloth moistened with petrol, but unless | this is done with some degree of care it may result in a somewhat streaky and

patchy appearance. If the hood is of canvas, or some similar material, it also may be subjected to the vacuum cleaner, and if it is stained and discoloured it may be washed carefully with soap and water and a small, soft brush. Hoous of leatherette usually may be efficiently cleaned by wiping them with a wet sponge or cloth, and may be revived by painting with one of the special preparations available for this purpose.

INTERESTING ENGLISH JUDGMENT. An interesting judgment was gixen in the King’s Bench Division in London a few weeks ago, in an action in which a motorist claimed from the proprietor of the Bridge House Hotel, Staines, £267 10s, in respect of the loss of his motor car while it was parked on a piece of land adjacent to the hotel. The facts were that the plainuff went to the hotel for dinner and was told by the porter that as there was no room for his car in the road outside the hotel, he should put it in a parking place adjoining the hotel. This he did, and while he was at dinner the car disappeared. It was contended for defendants that they had not represented to the plaintiff that the parking place was a safe and proper place in which to leave the car, ana they denied that they were bailees of the car. A rather remarkable contention was submitted by counsel, for the defendants. It was that the conditions to-day were very different from those which existed when the law regarding the liability of innkeepers was being formulated. One finds it difficult to accept such a view, and it is not surprising that the judge should fail to agree with it. He added that he thought we were getting back to the state of things when the common law was declared. In the old days horses were stolen; motor cars were stolen in these times, and the law was exactly applicable now He gave judgment for the plaintiff for £267 10s.

OMNIBUS V. TRAMCAR. So manv nails have been hammered into the coffin*of the tramway car as a result of omnibus development and competition that one almost feels encouraged to visualise in the not far-distant futuie the complete disappearance of the raildependent vehicle from the streets of our more important cities (says the Motor Transport, England). Some may consider this to be carrying prediction too far, but no one can deny that the tramway stronghold is at present being very vigorously and effectively attacked at points in its defences which at one time were generally regarded as invulnerable. We refer, of course, to the competition of the six-wheeler omnibus, the latest and perhaps most significant example of which will be seen in London if, as may be confidentl} 7 expected, the 68-seater omnibus is approved by Scotland Yard. In fact, the advent on the London streets of the covered-top-deck six-wheeler, fitted with pneumatic tyres, will be a development likely to have a far-reaching influence in popularising a type of public service vehicle the commercial possibilities of which are only beginning to be realised.

Experienced city traffic authorities have stated that, by reason of its greater capacity, the tramway car is a more efficient instrument than any kind of omnibus for handling city passenger traffic at rush hours. So it was —once. But can such a claim now be substantiated? The results so far obtained in service with six-wheeled, double-deck omuibuses, seating up to nearly 70 passengers, seem to justify a negative answer to that question. For even if the latest types of three-axle motor omnibuses cannot, or arc not permitted to, carry quite as many passengers as the largest tramears, their superior mobility, permitting them to draw up to the kerb and overtake other vehicles, affords them an important advantage'in this connection. Further claims for comparative superiority made on behalf of the tramcar which not long ago were difficult to refute concern its smoother running and the seasonal advantage of protection to top-deck passengers. But six-wheeled construction, improved springing, and pneumatic tyres go far to place the motor omnibus on an equal footing with the tram in the first of these respects, whilst omnibus top-deck coverings are now commonplace. Briefly stated, the rivalry between the

motor omnibus and electric tramcar has reached a stage where the former has

been so improved that it compares favourably with its competitor in all respects, and holds possibilities for further improvement, whereas the latter still suffers from the more important of its original drawbacks, and offers little opportunity for improvement, except in detail and perhaps in the doubtful matter of speed. It might be suggested that, to meet the growing menace of omnibus competition, tramears could be made even larger, but from the public viewpoint such an “ improvement ” would be more than offset by their increased obstructiveness and noisier running, to say nothing about the further wasteful expenditure of ratepayers’ money which their construction would entail.

MOTOR VEHICLES STOLEN. CHRISTCHURCH, July 26. Four motor vehicles have been stolen in Christchurch since Saturday morningthree cars, and a motor cycle. No small amount of ingenuity was displayed by the person who drove away Air A. A. Johnson’s car from outside the Masonic Hall in Gloucester street between 8 o’clock and 9 o’clock last evening. Air Johnson left his car with the gears locked. To-day, the car was found standing at the corner of Wocdbridge street and Thorrington street, near Cashmere. The gears had been relocked. Tools and patching material 'useful to a motor cyclist were removed from the tool box, and the petrol had been drained from the tank. Air A. L. Gray’s car was stolen a night or two ago from outside Duffs store on the Cashmere Hills, and found at the foot of the hills. In this instance six gallons of petrol had been drained from the tank.

Not 1921 Stolen. Recovered. Per Cent. .. 37,554 29 1922 • • ■ • 2o,334 23 1923 ... .. 39,612 18 1924 .. .. 57.331 17 1925 .. .. 77,174 14 1926 .. 95,225 11

HalfAuckland 1925. 192C*. 41 1927’ It Wellington 9 14 6 Christchurch S 12 Dunedin 4 □ 6 Hamilton 1 1 1 Gisborne 1 1 1 Napier 2 z 0 Hastings 1 — 0 New Plymouth 6 0 Wanganui 3 Q 2 Palmerston North 3 3 0 Nelson 1 0 0 Timarti 0 1 0 Invercargill 4 0 Totals . . Cl 92 33