Motor and Cycle

Otago Witness, Issue 3853, 17 January 1928, Page 70

Motor and Cycle

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DEMON.

A Dannevirkc resident, when motoring from Takapau recently, ran into a swarm of bees, which gave him and his fellow passengers a lively time for a few moments (says a northern paper). The driver stood not upon the order of his going, but quitted the car. The visitors were eventually driven from the vehicle.

* As most of the amateur cyclists have returned from their holidays, the cycling track at the Caledonian Ground is fast becoming a scene of activity again, lhe recently laid top-dressing has not as yet quite set, and the track is open to riders only from 7.30 'till 8.30 each evening, except when the weather is cool, in which case 6.30 is the time for commencing training.

F. J. Grose, New Zealand chainpion amateur cyclist, gave a taste of his ability at Amberley, securing one first and two seconds. He conceded some big starts, and had to ride some gruelling races. The feature of his riding was his phenomenal burst of speed at finish. He avenged his previous defeat by T. O’Brien, a solid rider, who had beaten him at Halswell. The motor camping ground in Queen's Park has been very popular among visitors to the town during the holidays (says the Invercargill Times). Although most of the tourists have returned home now, there are still one or two tents and a motor caravan in the field. The place is ideally sheltered, firewood and water bein<r obtainable in the vicinity, and is well worth the attention of any prospective campers during the Easter holidays. Concerning an accident near Kai Iwi recently, when a motorist failed to give assistance to persons injured, the Wanganui Automobile Association has requested persons in similar circumstances to take the number of the offending motorist and immediately communicate with their local association (says the Wanganui Chronicle). In such an event the association will endeavour to find out the name of the offcndei and take the matter up with him through his automobile association, should he be a member of such an organisation. A committee has been formed under the patronage of the President of the French Republic for the purpose of perpetuating the memory of Fernand Forest, who is credited with the invention of the motor car. For many years attributed to Daim let, the honour, -following recent research, now goes to one whose claim has always been advanced by many persons in France. At a recent meeting of the committee which comprises representatives of the leading motor car-manufacturers in France, with the Marquis de Dion at their head, it was decided to raise a monument to Forest, and create a competition for a prize bearing his name.

In reply to a question regarding the operation of the petrol tax the Under-secretary of the Public Works Department (Mr F. W. Furkert) states that there are no exemptions from the tax, but that a refund is granted in certain cases. For instance, a refund is given to all vehicles using petrol which are “not" registered under the Motor Vehicles Act. “ Wharf tractors ” used by harbour boards, not being registered, receive the refund. Local body tractors utilised solely in- road maintenance are subject to the tax, but are also entitled to a refund. A county council’s lorry for carting metal will be exom; i In the cj.se of power boards the lorries are not exempt, as these bodies are carrying on a commercial undertaking, and they have to contribute to the tax. The farmer

who uses petrol for driving his milking vr shearing machinery or for pumping water for his farm is exempt. As the whole object of the tax is to obtain revenue for the maintenance of the roads!, launches are not suoject to the petrol tax. WHY CARS ARE CHEAPER. Tn the Iron Age. a New York periodical, a writer advocates the following reasons for the Cheaper cost of motor vehicles: — “■ While one of the leading automobile plants required 17,000 workers in 1910 to turn out 650 cars a day, the present force of the same plant is approximately 15.000. and has no trouble in turning out 1500 cars a day. Worked out in another way. this means that in 1916 it took 26 man-days for each 'car, against 10 mandays under present conditions. Installation of machinery for cutting down both time and labour, employment of mechanics and department heads specially trained in the work, proper routing of manufacturing operations through the plant, modern equipment for handling materials, and more exact methods of manufacture through the use of more accurate machines, all taken together, account for this great improvement in performance. “There is also the fact that the earlier methods involved a waste of material which to-day would be regarded as unconscionable. One automobile official observes that a dozen years ago the waste in many of the materials purchased for making a car was almost as great as the amount of such materials finally incorporated in the car.’’

GREAT FRENCH BICYCLE RACES. The League of New South Wales Wheelmen has made a definite move with the object of having a rider from that State included in the team of Australasian cyclists which is to be sent to France to compete in the Tour de France and other Continental road races this year. For several weeks the New South Wales League has discussed the advisability of pushing the claims of one of its members, and several suggestions were made as to the best means of deciding who should be the representative. However, a large majority of the members have decided hat Harry Moody, at present the first rider of the State —holds the best claim for selection, and it has been decided to open a subscription list at once with the object of raising about £3OO for the fund. Victoria has already subscribed just on £lOOO, all within a few weeks, and the riders chosen by the Selection Committee up to the present are H. Opperman (Vic.), Harry Watson (New Zealand), and Ern Bainbridge (Victoria). Other members of the team will be.selected as the money rolls in.

It is imperative that the riders should leave in time to arrive in France three or four months before the race.

EXPORT OF AMERICAN CARS.

Recent figures from the Department of Commerce, United States of America, disclose some interesting facts regarding the ultimate destinations of American automotive exports. The figures show, for instance. that out of a total number of 243.128 motor cars and motor trucks shipped abroad Australia took 16 per cent., being America’s best customer, witn Canada a close second, accounting for 13 per cent, of the total. Third on the list

of America's export customers is Argentina, which took 9 per cent, of the total automobile exports.

GROWTH OF THE MOTOR.

• The rapidity with which motor vehicles have multiplied in the last 30 years is almost incredible. It is estimated that there are 27,500,000 motor vehicles in the world, 22,000,000 of which are in the United States. In that country in 1895 there were only four; in 1913 over 1,000.000: and in 1921 over 10,000,000. Though Great Britain may never attain the same scale of motor ownership as exists in the States to day, it may safely be stated that so far there is no sign of the demand for motor vehicles being yet fully met. and in Great Britain at present thenumber of such vehicles is increasing by nearly 200,000 every year. THE NEW CAR. Here is the history of a new car according to an American view: — Sunday: The new car is washed, polished, dusted, oiled, and not driven over 20 miles an hour. Monday: The new car is polished, dusted, oiled, and not driven over 25 miles an hour. Tuesday: The new car is dusted, oiled, and not driven over 30 miles an hour. Wednesday: The new car is oiled amt not driven over 40 miles an hour. Thursday: The new car is not driven over 50 miles an hour. Friday: The car is no longer new. ROADS FROM REFUSE. “It is rather surprising to learn, ’ says a writer at Home, “ that very satisfactory roads are now being made from ordinary dust-bin refuse, for, at first sight, there appears to be little in common between the contents of the domestic rubbish pail and the hard, clean, greyishblack road into which this material is converted. “ The method adopted consists of burning the refuse in a special form of destructor, and the resulting product, which somewhat resembles coke, but has a very different composition, is ground up, sifted, reheated, and mixed with hot tar or bitumen. “ A black, plastic substance is thereby obtained, which is spread on the road and rolled before it has time to cool. It sets when cold and forms a hard, impervious surface, which is slightly gritty and therefore does not induce dangerous skids.

“ Many enterprising municipalities have recently installed the necessary plant for converting their refuse into this excellent road material. Among them may be mentioned Sheffield, Woolwich, and Brighton.’’ REMARKABLE FIGURES. Some idea of the enormous passenger traffic handled in London by the London 'General Omnibus Co. can be gathered from the fact that 1600 million tickets are issued annually; nearly five millions are sold daily, while 450 millions, weighing 200 tons, are always in stock. According to Motor Transport, a staff of 300 girls is employed to handle these millions of tickets and 10 motor buses are kept busy collecting and issuing new tickets to the various garages in the metropolitan district.

ADVICE BY PRINCE OF WALES. The Prince of Wales spent 10 hours in Glasgow, and in that time fulfilled nine engagements, including the opening of the Scottish Motor Show.

“ Never let up, because, remember, the other fellow never does,’’ was the advice which the Prince offered to his audience of motor manufacturers.. “If I do not know the complexities of any single industry,’’ he continued, “ I have had many opportunities of observing for myself the impression our manufacturered articles make overseas, in the dominions, the colonies, and in foreign countries. “ Don’t forget your export trade, because it has enormous possibilities. If you make a point of studying the conditions and requirements which exist overseas, both within the Empire and some of the new foreign countries, if you make the types of cars they want they will buy them; anyway, the British community will, and I believe the foreign communities also will. But, like every human being, they insist on having just what they want and getting what they want. So it is up to all of you in the automobile industry to get down to it and discover the best way of providing them with the article they want. - ’ BRITISH TOURINC SERVICE. No country offers the touring motorist such a wealth of wayside interest and romance a s Great Britain, and provided adequate instructions are available, it is easy to enjoy unlimited miles of glorious travel with visits to' endless points of interest that are linked with the life of early days. In rcndei ing these tours more easilv available to the motorist, signal work is

being done by the Dunlop Touring Service Bureau at 43 Kingsway, London, W.C.2. Motorists only have to make inquiry at this bureau (giving some indication of the time at their disposal on the part of the country they wish to visit to • receive, entirely free of cost a complete itinerary of the tour indicating mileages and all details of interest on the road. Accompanying the itinerary is a road map, on which the route is shown by a blue line, with sections of bad road, repairs, etc., marked in red. Information is also furnished on guide books and other relative matters that will heighten the interest and enjoyment of the tour. New Zealanders on returning from a visit to the Homeland speak highly of rhe splendid work being done by the Dunlop’ Bureau in revealing much of the beauty and interest of Britain that would otherwise never have been viewed. REMARKABLE CAR RECORDS. Since the advent of the automobile, no achievement excepting maybe Major H. O. D. Segrave’s speed dash on Daytona Beach, when he touched the phenomenal speed of 203 m.p.h. on a Dunlop shod Sunbeam car. has been of such outstanding merit as the recently established long-distance records on the Montlhery track. Paris, by the English motorists the Hon. Y ictor ami Mrs Bruce. In these days of speed records, people have to an extent become used to the remarkable developments in transport on land, sea, and in the air, and many achievements are not valued according to their merit, although spectacular events, such as Colonel G. A. Lindbergh's transAtlantic flight from America to France and Major Segrave’s sensational speed, received the publicity they deserved. From a motoring viewpoint, the recent achievement of Mr and Mrs Bruce is one of the most remarkable automobile feats yet recorded; and probably few people outside a few keen motorists really appreciate this astounding long-distance drive on a British-built six-cylinder A.C. car, which was shod with Dunlop tyres and and wellbase rims. Imagine travelling 1580 miles a day for 9J days, or a total of 15.000 miles in 9 days lOhr 32miu 54see. Unless one pauses to consider, one cannot grasp what this represents. Few men or women have any conception of what it means to average more than a a minute for 60 consecutive minutes. Yet Nir and Mrs Bruce, despite a delay of 15 hours through a heavy snowstorm, kept • up an average speed of 66 miles an hour for 13.592 consecutive minutes—an astounding achievement. What is more, no such distance hasT ever previously been negotiated by any method of travel in such ; remarkable tixv*

When S. F. Edge—one of England’s foremost pioneer racing motorists, in July, 1907, drove a Napier 1581 miles in 24 hours on Brooklands track, England, the whole world sat up and took notice, yet here we have a considerably smalierengined car, despite wintry weather conditions, keeping up an equal daily mileage for nearly 91 days.

In the first 24 hours 1890 miles were covered, whilst in the first 100 hours 7648 miles were left behind —an average speed of over 76 m.p.h. In 2 2-3 days 5000 miles were covered, the actual time being 64hr 52min. The next 5000 miles, owing to the track being snow-covered for 15 hours, took longer—Bshr 39min, whilst the third and last 5000 miles took 76hr Imiii, making a total of just over 226 J hours for the full 15,000 miles, and this time includes all stops for fuel replenishment, delays, etc. At one stage Mrs Bruce kept at the wheel for nearly 9 hours, whilst her husband slept, and during that period maintained a speed of about 80 m.p.h. On another occasion, owing to snow and ice on the track, the car overturned, but fortunately without hurt to Mr Bruce or serious damage to the A.C. The whole outfit was British. RISKS FROM PETROL. We keep on hearing of cars being burnt out, and occasionally of such a fire involving other cars in a garage. In most cases it is due to familiarity with petrol breeding contempt of its inherent dangers (says a motoring writer). Though every garage has a notice, “ Smoking strictly prohibited,” I have still fis> encounter ono where the notice is en-

forced. One is tempted to query whether a less definite but more useful notice would be preferable. . The trouble is, of course, that there is no danger in smoking—as smoking. And it has therefore become normal practice to ignore notices prohibiting it. But there is very real danger with any species of flame used to light “ the smoke.” A well-lit cigarette.' cigar, or pipe if put in petrol will “ sizzle ” out in just the same way as if put in water. It is that very safety which —indirectly—causes the danger. It might be better, therefore, to have notices giving warning as to the danger of any naked light and the general dangers of a petrol fire. “ Smoking Prohibited ” is admittedly useless —a strong danger warning might be of some good. But there are other ways in which petrol may become ignited on a car. It is again probable that familiarity has bred contempt.

How often does the average driver inspect the petrol joints on a car to see if there, is any leakage? And how many cars are there—especially those with a vacuum tank feed —which are free from some degree of petrol leakage? If a truthful answer is given to each query, it would be by no means reassuring. Such leaks are frequently slight, but modern petrol does not volatilize like it used to, but hangs about.

In such circumstances a short circuit spark or even a “ blow back ” may set light to the petrol, and though the quantity may he small, the position is dangerous if not handled properly. The first thing to remember when faced with such a danger is to limit the quantity

of petrol which can come into contact with the flame.

For example, the tap from the vacuum tank should be instantly turned off if possible, and also the tap from the main tank —if fitted.

Always bear in mind the second main consideration—that the best way to handle a petrol fire (if you have no special apparatus for so doing) is to smother it. Water should not be used; as it will only carry the flames over to a larger area. Of course the best precaution of all i s to carry a small chemical extinguisher.

I witnessed a demonstration of one the other day which extinguished a blaze of petrol and tar-soaked logs in a remarkably efficient manner. Such apparatus is small and can be carried inconspicuously. It must of cOurse, be in a readily-get-at-able position. INCREASE IN ACCIDENTS. Lecturing before the Public "Works, Roads, and Transport Congress, at the Agricultural Hall, Islington, LieutenantColonel J. A. A. Pickard, general secretary of the National Safety' First Association, made a review of road accidents, their frequency, cause, and prevention. Dealing with the increase in the accident rate, Colonel Pickard said' that the steady rise noticeable before the war checked during the war by traffic restrictions was resumed after the war, and had continued ever since. From 1921 to 1925, in each successive year, the increase over the previous 12 months was higher, but in 1926 the rate of increase was checked. The figures given for Great Britain were;—

Year. Total. Increase. 1921 62,621 6,183 1922 70,259 7,638 1923 83,101 12,842 1924 .. 96,215 15,114 1925 .. .. 115,473 17,158 1926 214,287 8,814