MOTORDOM

Southland Times, Issue 20771, 11 May 1929, Page 16

MOTORDOM

PUZZLED MOTORISTS.

INSURANCE CONUNDRUM.

WHAT IS “BUSINESS USE” ?

Many owners of motor-cars will have to think hard to discover under just which of the two. sorts of “private motor-cars” their vehicles come in the definitions in the new compulsory insurance scheme. They will have to do the thinking for themselves, as when the rush comes prior to June 1 the motor registration officials are not likely to have time to argue fine points of classification, says Radiator in the Dominion. Under the Motor Vehicles Act it does not need much acumen to discover which annual license fee one should pay. Anybody can tell the difference between a private motor-car, a public motor-car (which plies for hire), a motor-bus, a motor-lorry, a traction engine, and so on. This beautiful simplicity vanishes in the regulations under the’Motor Vehicles Insurance Act of last year. In the schedule there one finds that “private motor-cars” are subdivided into two kinds, and it is likely to be a difficult problem for many owners to sayin just which of these two classes their own car conies. As there is a fine of £lO a day for getting into the wrong class, and as insurance cover may be lost if accident occurs, it is rather important to have everything in order. . The two sorts of private cars are dehnetl as under in the schedule of the compulsory insurance form which car owners will have to fill up within the next few weeks:— Class 4: Private motor-cars used wholly or in part, for the purpose of any trade or business (but not including cars used by medical practitioners or religious or social workers) £1 . Class 5: Private cars not included in class 4 £1 Od. At first glance it seems quite a simple procedure, if one is in any doubt, to elect for class 4, and pay the extra 10s. But the position is not quite so simple. Most prudent motorists are covered by comprehensive motor-car policies. As the compulsory third party insurance only covers liability for bodily injury, and does not cover liability for damage done to property, damage to one's own vehicle, or loss by theft, fire, etc., the prudent owner will still want his comprehensive policy in addition to his compulsory cover against bodily injury. It is here that the rub comes in. If one enters in class 4 in the compulsory scheme to be on the safe side, will one have to go in the cqnimercial class for ones comprehensive policy, and thus have to pay anything up to a third more in insurance premiums than at present I To secure an answer to this conundrum the views were sought of the Registrar of Motor Vehicles, the Underwriters' Association, and a number of leading insurance company managers. The official view is the most clear-cut of all. It will be noticed that on the official nomination form for the compulsory insurance, copies of which have already been widely distributed, it is laid down that a ‘trade- motor’ becomes a ‘motor-coach’ even if used only once for the carriage of farepaying passengers.” The official view is a private car gets into the business class if used for business purposes on only one day in the year. That is to say, an owner who insured in class 5 would becorhe liable for a £lO fine if on one day in the year he used his car for business purposes. But on the other hand there seems at present to be no official definition of what precisely constitutes use for business purposes. Inquiry in insurance circles showed that the boundary line between private cars and business cars is at present pretty vague. Each case, it seems, is decided by each office on its merits. The strictly private car class for comprehensive policies is defined as including cars used for private purposes, and the cars of medical practitioners and ministers of religion. In the commercial class, charged a higher rate, are the cars of commercial travellers, lorries,, goods delivery vehicles, hearses, mourning coaches, trade cars, cars of insurance, stock, and estate agents, etc. The best advice to be obtained is —if in doubt consult the company nominated for the compulsory insurance as to whether to enter one’s car in class 4 or class 5. One insurance manager stated that his office had issued instructions that cars used for "occasional business calls” were to be regarded as purely private cars. Practically every car owner uses his car at some time or other for a business purpose, and it was never intended, said this gentleman, that all cars should be rated as business cars because of this occasional use. On the other hand, it was never intended that a builder who used his car every day for looking at his jobs should insure it as a private car, or that a land agent who used, his car every day to take clients out to view properties should insure at the lower private rate. Just why the doctors are specially let in at the lower rate is one of life’s little mysteries. Another insurance manager took a rather stricter view. If a man used his car to drive to and from his home to his place of business it was, he held, not in business use- But if during the day he used it to do a business errand it was in business use, and made the car a commercial vehicle for insurance purposes. Yet another authority held that a more or less habitual use for business purposes was required 'before one got , across the boundary line. If a man for his own convenience, and without any allowance from his firm, used his car as an, occasional convenience for a business call, it did not to his mind bring the car into the commercial class. On the other hand, if any employee so used his car and received an allowance for if —even in the form of the equivalent rail fare —this authority held that it was distinctly a business use, and even though occurring bul, once made the car a commercial vehicle.

From the practical point of view, the position seems to be that the car owner who insures his vehicle as a purely private car is not likely to encounter trouble unless, and until, he has an accident when the car is being used for some business purpose. When that unlucky day occurs he runs the risk of being fined by Government prosecution £lO for each day of such use, and the insurance company which has to pay out damages to some injured third party may turn round and sue the car owner for the money thus paid out, as the new Act provides. It is for the individual car owner to say, whether he chooses to insure his vehicle as a purely private car and chance such an occurrence. If he does not wish to run the risk, his best plan is to ascertain from the company he proposes to nominate just how it views his case —and if he does not like its view he can, of course, see what the next company says. As to whether farmers’ cars are partly used for business purposes it is difficult to obtain a clear light. The position seems to be that the farmer doesn’t think so, and the underwriter who thinks the opposite may have a hard row to hoe.

ISM

OVER-HEATING.

WATCH THE BUMP. Water cooling systems, whether they are pump or thermo-syphon, are very reliable, but many motorists have vivid recollections of some trouble in this connection when help was not available. Should the pump be placed out of action through a seized spindle or for any other reason, the water flow will be restricted, and the engine will soon over-heat. If the pump cannot be put into action again,, yemove the impellor and replace the casing so that a free flow will be obtained, and a thermo-syphon principle will be put into operation. Frequent filling will, however, be necessary, and care should be taken not to drive too hurriedly, as the water will be prone to boil. Many motorists are of the opinion that absolutely clean water must be used. Under normal conditions that is so, but, when an outfit is stranded, water of any kind may be used rather than risk wrecking the engine. The precaution should be taken, how. ever, to strain it through a cloth of some kind. Immediately home is reached, flush the whole system out with several changes of clean water, running the engine for a few minutes with each fresh charge.

CAR A NECESSITY.

VIEW OF AMERICAN WOMEN.

Of all the necessities of life, American farm women rank the motor-car first. Running water in the kitchen comes second, a sink third, telephone fourth, and radio set fifth. This was revealed by answers to 40,000 questionaires sent to American farm women by the Federation of Women’s Clubs. Nearly four-fifths had cars, one-fifth radio sets, over half telephones, and less than one-third had running or pumped water at kitchen sinks. Questionnaires sent to 4,101,581 families in the United States covering both city and rural areas revealed that in 1926 56.5 per cent, of homes had telephones, 55.7 per cent motorcars, 46.2 per cent gramophones, 40.4 per cent, pianos, and 24.1 per cent, radio sets. In communities of less than 1000 of population the proportion of families owning automobiles reached 60 per cent. In cities with over' 100,000 inhabitants, 54 per cent, of families had motorcars.

RELIABILITY TRIAL.

SOUTHLAND MOTOR CYCLE CLUB’S

ANNUAL EVENT.

The Motor Cycle Club will bring its 192829 season to a close with the annual reliability trial which is to be held on the King’s Birthday. During the past three months the organizers have covered hundreds of miles of Southland roads, including some out of the way corners where it is safe to say that very few motor cycles have previously been. All of these cannot be worked in, but it is known that a really good route has been mapped. Exact distances are not yet available but the total mileage will be a little less than that of last year. The route is known only to the organizers but it may be said that it will give the competitors plenty of variety and the time is not likely to drag. The rough patches are on the whole shorter than in 1928, and there should be very little pure mud on the course. There are, of course, clay and grass stretches, and at least one hill will be “observed”: failures and footing will result in loss of points. As this particular hill has a grass surface, spectators and competitors may expect some fun. As before, it has been found very difficult to obtain any “suitable” hills for the majority of the route, but there are a number of “undulations” here and there for which side-cars are advised to carry tyre chains or a muscular passenger. The long main road sections have been avoided this year, and the monotony is broken in a way that is calculated to upset the competitors in their endeavours at accurate timekeeping. Watches and speedometers are allowed, but those who have not a speedometer fitted will not be unduly penalised because their route cards will give them the mileages at all important points. In this way they will not have the disadvantage of an inaccurate speedometer. Intending competitors would be well repaid by a halfhour spent on the North Road testing out their speedometers on the Southland Motor Association’s surveyed five-mile stretch. This measured distance starts at a sign a few chains beyond the Waihopai Bridge, and riders will probably be surprised at the amount of error that is recorded by their instruments. AIR-COOLED ENGINES. Owing to the severe winter experienced by motorists in Europe during recent months, and the difficulties caused thereby with water freezing, hard starting etc., a certain interest is gradually developing in air-cooled engines. The launching of a company in England known as Air-Cooled Motors (Parent Company) Ltd., was recently announced which has been formed to acquire and develop the S.A.R.A. (French) patents. There his been keen competition amongst several of the nations, to buy the world’s right so that the particular country to which they were attached might benefit. In the contest which has been going on Great Britain has been successful, and arrangements have been made for the manufacture of air-cooled engines under these patents by Clement Talbot Ltd., London, for the British market. The S.A.R. car is manufactured in France and made itself famous by its extraordinarily consistentperformance in the classic Le Mans 24Hour Race in which a team of these) machines has finished and qualified in each annual contest since 1923. The 6 cylinder car ran extremely well last year. Both four and six cylinder engines have successfully passed strenuous tests, one engine for example, being tested at all speeds and under full load in an atmosphere heated to reproduce hot desert conditions. The chief technical feature of this engine is the provision of a driect driven blower which passes air into a casing, arranged along the tops of the cylinders and is directed in suitably proportioned volume downwards along the ribbed cylinders so that the cooling is uniform and not dependent on the speed of the vehicle. The cooling properties of air have been proved to be remarkably unaffected by the temperature of the day, so that equable working conditions are assured in torrid or Artic zones and at all times of the year. Freezing and its dangers are eliminated, weight and cost are reduced and an efficient engine, suitable for installation in any chassis, existing or contemplated is promised. The air-cooled engine undoubtedly holds important possibilities in countries where extremes of climate render the use of water-cooled engines a matter for continual attention along routes> where water is not readily obtainable.

THE NEW RECORD.

SIR HENRY SEGRAVE’S ACHIEVE

MENT.

Sir Henry Segrave’s account of his thrilling achievement at Daytona Beach, U.S.A, in creating a new world's speed record of 231.362 m.p.h. was sent by him to a London office a few hours after the event, and is extremely interesting. He said: “Conditions were bad. The sands were ruffled owing to the wind, and visibility was upset by wisps of mist that floated over the course. “I should not have gone to-day, but for the fact that I have been waiting a fortnight, and the United States competitor could not make his attempt until I completed mine. Time, too, was getting short so I decided to take the plunge. Visibility was so bad that it was decided to erect two large red arc-lights for me to steer by. I scrapped the telescopic sight and used ordinary rifle sights attached to the bonnet of the car. One of the arc-lamps was fixed at the beginning of the measured mile and the other at the end, suspended 50 feet high over the centre of the track. These could be picked up roughly a mile away. I aimed at 6 o’clock of the arc-light, as on an imaginarygun target. I took a run of about 4 miles to get up speed before entering the stretch across which the timing wires were laid, and for the first part of the run I was able to watch the “rev” counter dial, and change from first to second and second to top ’exactly at 3200 r.p.m. The condition of the sand was very bad, certainly -worse than when I established my record in 1927, and I ant told worse even than when Malcolm Campbell made his record run. There was water on the sand for considerable stretches. The car behaved exactly the same each run, north and south, but on the first run water coming from a pipe near the engine began to spray over the windshield and I had to look out round the edge of the screen, which was not a very pleasant performance. “At the end of the first run—during which—by the way, the car handled extremely well —the mechanics changed all four wheels as a precaution and put in more water and more fuel in six minutes, fourteen seconds, the trouble with the water pipe being cured at the same time. The wind during both runs was something in the nature of 20-25 m.p.h., and blowing dead on the side of the car all the time. The car never reached its maximum owing to the conditions, and, given anything like good weather and smoother sand, I think —though it is extremely difficult to say—that some four or five,miles per hour could be added to the present average. “What were my impressions? Well, it was all over so quickly that they were brief, if exhilarating. All I saw in front was the red arc-light rushing up to meet. me. On one Hank I saw an immense black wall. I am told there were 100,000 people watching the “Golden Arrow.” To me there were no individual people, but one solid mass of black. On the other flank the flag posts rushing by looked just like one straight line drawn across a piece of paper. I had two trying experiences—the. worst was during the second run. My off side radiator burst and shot up a great cloud of steam and water. Fortunately I was nearing the end of the run, when it was only necessary to hang on for a fraction of a second. The water hit me in the face and steam floated in front of my eyes. Almost at the salne moment, however, the arc-light flashed in my vision and I knew that I had achieved my object. The other bad moment was when the car struck a pool of water. The tide was coming in fairly quickly and a small water stream had got astride the course. As I struck it the tail of -the “Golden Arrow” gave an angry twist. I thought the steering wheel was going to be wrenched out of my hands, but the car righted itself, and my heart beat again. The car, inspected after the run, was in perfect condition and quite fit to attack records again. The people over here gave the “Golden Arrow” a wonderful reception, and I have had every possible assistance in every way”. The actual times of Sir Henry’s achievement are interesting. The first run over the measured mile was covered at a speed of 231.511 m.p.h., while on the second run the speed was slightly lower, being 231.213 m.p.h., and the mean speed for the two runs in opposite, directions was 231.362 m.p.h. It will be noticed that there is not a great deal of difference between the two runs, which shows that the wind was not helping the car one way or the other, but, being a side wind, was impeding it in both directions. The tyres were in extraordinarily good condition, but were changed at the end of the first run as a matter of precaution. An immense amount of research, test and. experiment which in itself would be a romance went to make the Dunlop tyres with which alone it was possible to attempt the record. Dunlop wire wheels I were also used. There will be certain technical lessons arising from the record, besides which _it is undoubtedly an immense gain in prestige for England’s drivers and motor engineers. Sir Henry’s achievement will go down in history, and really can only be judged when an accurate historical perspective has been established; but it certainly ranks in effect with the successes of other great adventurers whose names are household words today.

THE PRIVATE CAR.

TRAFFIC IN ENGLAND.

The amazing growth of motor traffic in Great Britain during the last five years is brought out very clearly by an analysis of the annual census taken each autumn by the Automobile Association. These figures do not deal with street traffic in London or other great cities, but give a very valuable index to average highway traffic in the country.

Taking private cars alone, it. is found that the average traffic passing, all the A.A. census points last year was 15,200 cars in a week, as compared with 3000 in the year 1923. Thus the average flow of motor traffic has increased more than fourfold in five years.

Nearly half of the total car traffic enumerated was in the home counties, but taking averages for each main division of the country, it is found that the highest average traffic per census point was in Lancashire, Cheshire, and adjoining counties. There the average was 21,465 cars passing each census point in a week of seventyseven hours, or an average of over 3000 cars per day of eleven hours. There were more census points in the home counties since there are more roads, and the average “volume” was 20,925, or four times as great as it was in the year 1923. Remarkable growth is Indicated in every area, showing that the .private car throughout the country is providing travel facilities, and extending lines of communication, for a very great number of people.

It is of interest to note that whilst car traffic has increased fourfold in five years the number of vehicles has only doubled, thus indicating that road usage increases more rapidly than the number of vehicles. This fact emphasises the urgent need for greater road development. “ OFF-SIDE ” RULE. In view of the varied opinion held by many motorists on the subject of “off-side road preference at cross roaiis, it is interesting to note that recently the English Minister of Transport had this matter under discussion, and the question as to whether traffic coming from the right should be given the right of way at cross roads, was decided in the negative. In other words, it was not approved, and it was recommended that the existing rule that mainroad traffic has preference shall stand. It was proposed that a sign be erected at points where two important roads cross each other and that it shall bear the word “Halt” to warn the driver on the secondary road; also that a white line be drawn across the by-road. It is essential in the interests of all road users that motorists should realize that it is absolutely necessary for safe driving, for the person at the wheel to look both to the right and to the left, before crossing a main road or any other road, irrespective of regulations.

RANDOM JOTTINGS. NOTES FROM HERE AND THERE. Fiji now boasts a motor-cycle club with headquarters at Suva. The United States of America exported fewer machines last year than in 1927. Motor-cycle outfits are used in England to provide hot coffee for constables on point duty in cold weather. On the small dirt tracks top gear is often as low as 9 to 1, and 7 to 1 is regarded as very high gearing for an ordinary cinder speedway. It would seem that motor-cycling is not a popular pastime with the inhabitants of Warsaw. At all events, during the month of November, 1928, only five machines were registered in the town. At the recent Sunbeam Club’s Trial in England, it was found necessary to limit the competitors. Three hundred entries were received but as only 250 riders could be dealt with, the extra numbers had to be barred. Motorist. “I killed your cat, but I'll gladly replace the animal.” Old Maid: "Why— er—this is so sudden, and besides I’m afraid you can’t catch mice.” The Main Highways Board is negotiating with the Railway Department with a view to the provision of funds for the improvement of level-crossings which can never be eliminated. . As the result of experience on the Mangere speedway, several drivers of fast cars have decided to make various alterations in preparation for the first meeting next summer. At least one driver is increasing the compression of his engine by taking a small slice of the detachable cylinder head. “Doped” fuel will be used by several cars. In consequence of unfavourable claims experience in an area within 15 miles of Charing Cross, an increase of approximately 20 per cent, is to be made in the rates for private and business car insurances. A notice to this effect has been received by London policyholders of one of the leading non-tariff insurance companies. . A number of other revisions and alterations are announced in relation to tri-cars, motor-cycles and pillionseats, and it is also stated that proposals from members of the theatrical profession, bookmakers and members of the Naval and Air Forces will not be accepted.

In France users of two and a-half ton trucks equipped with producer gas plants are to be entitled, subject to certain conditions, to a Government subsidy of 4000 francs (about'£32 5/-) on purchase of the vehicle, and to an annual grant of 2500 francs (about £2O) for three years.

Used engine oil is not quite so useless as it seems, for experiments in America have shown that it is excellent fuel for oil burners used in heating homes or industrially. Millions of gallons of used oil are dumped every year and the problem is: Where to dump it? American homes, with their cellar furnaces supplying warmth to all rooms, have now found a new use for it, cutting down the winter coal bill and removing the fatigue of ash removal. Industrially, its uses are just as great for few manufacturing plants run without heat, and the dozens of different types of burners which have been invented cover the range of requirements. In New Zealand manufacturers adopt the clean, oil-burning type of furnace, it may yet be possible to "trade-in” used oil at the garage on a flat rat basis.

A member of the staff of an English motor firm has recently invented an inexpensive chemically-treated pad for keeping the windscreen clear in wet weather. It takes the form of a folded sheet of material measuring about 3in by 2in in its folded form. All one has to do is to draw the pad lightly downward over the screen when a little wet, after which it will be found that the vision is good, the surface of the glass being free from small globules of rain. One is claimed to be sufficient for use during driving in one thousand miles of rainy weather.

Disc wheels take their bearing not from the spigot, but fro mthe conical faces of the nuts which attach them. It is necessary, therefore, to see that such nuts are properly tightened. The correct plan is slightly to tighten all nuts, then to nip up those that are opposite each other. By this means the wheel will be brought- to its proper place and should run truly.

The question of what to do with worthless cars is becoming quite a harrassing problem to the police and local authorities in America. Hundreds are found every week abandoned on the roads and elsewhere. Hitherto in most cities the police have deposited these decrepit vehicles on vacant and unused plots of land, but such places have either been filled to overflowing or the land is wanted for building. At Cleveland a smelting plant like a glorified dust destructor has been built to "consume” the wrecks, and New York has a similar scheme under consideration, though an alternative in the- latter case is a fleet of barges on which the derelects can be taken to sea and dropped overboard. In one State it has been made a criminal offence to abandon a car on the road. Purchasers of land on the outskirts of New York are often compelled to speqd as much as £3O or £4O in clearing abandoned cars from their newly acquired property.

Immediately the paint on any part of the bodywork of a car begins to crack or chip, there is a possibility that rust may form on the exposed metal beneath, and quickly spread under the edges of the crack. Rust should be removed at once by the application of a little kerosene, and a permanent cure can the be effected by painting over the cracked parts with a little quick-dry-ing enamel. A tin should be kept handy in the garage for the purpose, so that any scratches may be touched up immediately they are noticed.

There are traps for the unwary in the compulsory insurance which is now being issued to motorists states.an Auckland writer. Drivers are warned to read the schedule of fees very carefully. Unless care is exercised there will be mistakes where private cars are used for business. The fee for a motor-car used purely for pleasure is £l, but if the vehicle is used only occasionally “for the purposes of any trade or business” the rate is £1 10/-. The cars of doctors and social workers are excepted. Hundreds of drivers may unwittingly make a false declaration in this respect, and a penalty up to £lO a day is provided. Further, if a car for which a £1 premium has been paid is used for business, the insurance office may recover the amount of any claim from the owner. The motorist may also become liable for the full costs of any claim if he admits liability, or makes an offer without consent of the insurance company. Compulsory insurance is not intended .to provide a benevolent fund for distribution to persons who may be injured through their own carelessness. It does not furnish compensation if there has been a negligence on the part of the driver. For .instance, an intoxicated pedestrian who reels into the path of a car has no claim. A “jaywalker” who puts a driver in a position where accident is unavoidable has no right to compensation. On the other hand the insurance remains with the car for the period of the number plates, and it is effective whether the vehicle is driven by the owner or by some irresponsible or unauthorized person. It is important that the owner of a private car should remember that if he has paid a fee of £1 he commits an offence if he lends his car to a friend who uses it for a few hours to follow„_any activity in'connection with a trade or business.