CYCLING AND MOTORING NOTES.

Stratford Evening Post, Volume XXIX, Issue 119, 12 July 1911, Page 8

CYCLING AND MOTORING NOTES.

Tiio cl;ief topic in cycling circles during the past week lias keen tlio two six-days' cycle races that are to be bold—one in Sydney and the other in Melbourne-—early' next year, ihe two events are being promoted by the J. I). Williams Cinematograph Co., a wealthy' concern with plenty of enterprise and capital. The races will be organised on the same lines as the big contest held annually at Madison Square Gardens, New York, the event being a team race—two riders a team —neither of whom are allowed on the track more than twelve hours out of every twenty-four. Big prizes are to be given, the first being ,£759, the second £2OO, and the third £SO, besides a number of valuable special prizes, including £IOO to any Australian team that breaks the six-days’ world’s record figures of 2737 miles 176 yards put up by' McFarland and Moran in the Now York Race. 'The Sydney race will, it is estimated, cost £3OOO to organise, £1650 being lodged as a guarantee for prize money, whilst £IOOO is to he spent on advertising. With such valuable prizes, most of the crack American and European long distance riders are practically' sure to visit Australia to take part in the foi thcoming two events. Sprint races will also be held during the running of the six days’ races, thus affording x varied programme. Tremendous crowds attend the New York and Berlin si:: days’ contests, a big profit being annually made, and the same results can—Mr, Williams is confident—be attained in Sydney and Melbourne if the events are properly handled and she world’s best riders compete; at ail events, the company' of which he is the head is prepared to invest £3OOO on the two ventures. The promotors deserve every praise for their enterprise and pluck, and everyone who has the interest of cycle racing at heart will wish the venture every success. Whilst admiring the enterprise of the Williams Company in promoting two such big fixtures as two sixdays’ races, the writer is of the opinion that the programme is not the best that could be selected, either as a moans of uplifting the sport of cycle racing to its old popular place in public favour or as a financial proposition. In the first place, Sydney' and Melbourne are not New York or Rerun, where there arc millions of population to draw upon, including a big leisure class that can supply a constant payable attendance. In Sydney' and Melbourne, there will probably 7 be big crowds attending towards the end of each event, but where are the crowds to come from during the week days to keep a week’s cycling carnival going. If the same amount of prize money was distributed over, say', two Saturdays and the intermediate Wednesday, ending up with a 24-hours’ team race for big money, more good would accrue to the sport and profits to the promoters than if a six day's’ event is held. A well diversified programme could be arranged, including, say, a 50-miles’ .motor cycling invitation paced race, tandem i aces, scratch events, championships, some half mile and mile handicaps, a few motor cycle events (including an interstate motor cycle team race), finishing. up with a 21-hours’ teams race. Such a programme would be more likely' to draw big crowds than the two events proposed. Again, another factor is the want of suitable racing tracks, both in Sydney and Melbourne for six days’ races. Comparatively

small indoor tracks are necessary to make events like the New York and Berlin races a success, and they want to be in central positions. In Sydney the venue is to be the Sydney Cricket Ground—with its hip; track—a tedious place to get to at any time, and certainly not a ground likely to draw a crowd for six consecutive days and nights. In Melbourne the five-lap track at the Exhibition Building offers better chance of success, but in the opinion of the writer a good 24 hours’ teams race is quite long enough event for either track, considering the limited population . to draw upon in either city. Theso suggestions are not penned with a view of endeavouring to throw cold water on the big and plucky undertaking of tire Williams Company—far from it—but rather, if it is not too late, with the idea of diverting their energies and capital into channels that are more likely to lead to success. The sport is badly in need of enterprising promoters at the present juncture, and they de-

serve every encouragement for coming in at the present low ebb of the opart; but if more good to the sport and to themselves can be assured by adopting a different programme, then the matter is worth reconsideration by the Williams Company.

A proposal put forward in New South Wales that motor cars bo taxed at the rate of £5 per car per annum, the proceeds to ho expended on road maintenance, has naturally stirred up a bitter protest. It is not so much too tax, but the class distinction that is objected to, for if, say, every vehicle on the road had to pay

a wheel tax, and the proceeds were spent on road maintenance and improvements, then no reasonable man would object. Why motori: ts (who are already heavily taxed through having to pay considerable duty on several parts of their cars) should be singled out and heavy weighted narrow iron-tyred lorries, waggons, —which cut loads to bits—be passed by, is a matter for enlightenment. Cars do less damage to roads than any other vehicle their same weight, and yet the New South Wales authorities propose to make a class tax, which, even, in the event of being adopted, would not bring in more than £17,500 —a- sum of little use when spread over some 82,746 miles of New South Wales roads. The wheel tax is what

is wanted in Australia, the proceeds to bo added to the annual Government grants already made, and the money expended on road-building, on up-to-date principles under Government .supervision, and not frittered away in small grants amongst- munici-

palities and shires. The classic Bordeaux-Paris Road Race was held over the usual 367 miles course lust month, and resulted in a win for a rider named F. Faber, whose'time was 18 hours 31 minutes. This event is the most coveted load event held in France, and it has dining the past 21 years resulted in some historical contests. Among the changes made in this year’s Bor-doaux-Paris race was one abolishing all pacemakers between Bordeaux and

Caintc-Mauro (188 miles). For the remainder of the distance (179 miles) pacemakers were allowed, anl the privilege was taken full advantage of. The arrangements for the men attached to the largest cycle firms were most elaborate. Thus, Loon and Emile'- Georget, Paine, Lupine, Vanhouwaert, and others attached to La Francaiso Cycle Company 7 , had at their command throe motor ears and

about 39 pacemakers. The Alcyon riders, Trousellier, Garrigou, Faber, Ernest Paid, and Mussel is, had four motor cars carrying food, drinks, spare machines, etc., and about 30 pacemakers, among them being some of the best track riders of France. Although the men were practically isolated for the first time of the journey (the night portion), and could only ho given help in the controls and for a distance of 200 yards beyond, during the second portion the event became a paced race,- with every possible outside assistance. Spare machines could bo had, if desired, and on the arrival at the Parc des Princes track (Paris) the men were allowed to change their roadracing for track machines. Each competitor on finishing had to ride one lap—about 720 yards. The first three riders to finish role “Dunlops.” It is interesting to note that cut of the 21 “Bordeauxs” that have been held these world-famed tyres have won sixteen. The record for the 367 miles separating Bordeaux from Paris is held by 7 Trousellier, who in 1908 covered the distance in 17hrs 45min 10

sec; lie was paced by single bicycles. With motor pacing the record stands to Rivierre’s credit with 28hrs SSmin IGscc, accomplished in 1897. Gregor hold's the tandem-paced record, hio time being 2-lhrs 12miu 15sec. The, fastest time ever made between the two cities is Hurct’s 16hrs. 35min 47 sec, in 1899, but on tin's occasion lie was paced by 7 a motor cur, and bis performance cannot, on this account, bo compared with the i cithers. The winners of the Bordcaux-Paris race from the commencement, are as follows :—lß9l (amateurs only), Mills, in 26hrs 35sec; 1892, Stephane; 1893, Cotterean; 189-1, L. Lcsna; 1895, Gregor; 1896, Arthur Linton and Gaston Rivicrre,, together; 1897, Gaston Rivierre; 1898, Gaston Rivierre ; 1899, Hu ret; 1900, -Fischer; 1901, Lesua; 1902, Wafctelior-; 1903, Aucouturier;. 1904, the four-first were disqualified and the victory given to Augereau; 1905, Aucouturier; 1906, Marcol Cadollo; 1907, Vanhouwaert; 1908 Trouselier; 1909, Vanhouwaert; 1910, Emile Georget.

Road riders will bo interested to learn that the, big New Zealand Dunlop Hoad Race, which lias for years been hold from Timaru to Christchurch, will this year be held in tiie opposite direction. The date selected by the Dunlop Company— Thursday, September 7th—is said to offer better facilities for the return of riders to Christchurch than if the race acre held on a Saturday. This event will, as usual, act as a test race to select the Dominion team for the “Warrnambool,” and it is anticipated that a strong team of riders will again visit Australia with a view of carrying off the “G'oulburn-Syd-ney” and the “Warrnambooi-Mcl-bourne” road events. Those responsible for the holding of the motor car show to be held at the Agricultural Show C rounds, Sydney next, September, will be interested to learn that the recent Automobile Exhibition held in New York resulted in a net profit' of £23,800. The question of petrol consumption is one of interest to all motoi ists, most, of whom fancy they get better results from the particular brand of petrol they use than from other brands. Much has been put forward by the various companies respecting the mileage per gallon obtained from their respective brands of petrol, but actual results have shown that there is practically no advantage in one or the ether. The chief attribute to small consumption is the proper adjustment of the carburetor, and the stopping of the engine when the car is not running. The writer knows of a car, which would easily do 26-23 miles to the gallon, of petrol, only giving an average of about 18. Much time was spent in adjustment and trials, with no better results, but it was afterwards discovered that the owner, a professional man, always left the car running whilst lie made his calls, and this solved the whole problem. Exactly flic same thing may happen with drivers unless careful observations on the consumption arc made. A very hue road ride was recently accompishcd by the Westraiian rider, C. J, Senior, who rod? 2o miles in competition over an out and home course in Ihr 3min 3sec, which constitutes a new Australasian record, the previous best being J. Arnst’s, Ihr Cm in 7see, established in Victoria in 11)0!. Senior, who rode “Duniops” iii his record ride, won the last lEverhy- Perth Road Race, covering the 11(1 miles in 7hr lOmin.