MOTOR & CYCLING

Taranaki Daily News, 23 November 1929, Page 20 (Supplement)

MOTOR & CYCLING

OUR ENGLISH LETTER. THE NEW CARS. VENTILATION PROBLEMS. London, Sept. 2(1, It I. difficult to believe that car designers have in the past given the ventilation of the saloon their serious attention, for little progress seems to have been made in the last few years. It ,'is .still largely a matter of luck if one -meets a closed car that keeps out the -draughts. ■ : Sometimes the unbidden and unwelcome .current of air comes from underneath the dash, sometimes it insinuates itself between doors and their frames, sometimes it comes from' the ventiiaior above and sometimes it conies from a direction that it is quite impossible to locate. But the effect is the same in cold weather—the chilling of passengers and driver on what ought to be a pleasure run. The driver is perhaps in the worst plight, for he cannot cover himself with rims or alter his position. He is tied to his wheel and must suffer the discomfort stoically. The problem of stuffiness is, of course, bound up with that of droughts, but note with gratitude that more and more designers are at any rate tackling the question of the exclusion of fumes, btuifiness due to insufficient ventilation is bad, but engine fumes are decidedly worse. In the elimination of the latter I think it will be found that the new models represent a de -ided advance. SEATING COMFORT. My next hope centres round the provision of more comfortable seating accommodation for passengers and drivers. During the course of a twelve-month many different makes of cars pass through my hands, but I find that the proportion of those possessing lea. y comfortable seats is remarkably small, z The term “armchair comfort is too loosely used by the motor manufacturer. Certainly the seats he designs are often suggestive .of armchairs with their depths and inviting upholstery, but the real test of the comfort of a seat is 6 three or four hours’ run. If at the end of ?ueh a run a passenger o r driver, can get out of his car without feeling that he has emerged from that old English torture device, the “little ease, h may well and truly say that his seating accommodation provides armchair I have been oftener stiff than, anything else after a long run, even in expensive cars, some A f the seats of which are fashioned with absolutely no regard to anatomical facts. In the lowerpriced cars a ready-made safeguard against stiffness is often already available in the form of pneumatic cushions. The makers of my own car, a popular .“Twelve” saloon, probably did not think of associating anatomy with automobile interiors, but they have supplied pneumatic cushions and the result is that I finish a long run as fresh almost as I began it.

AVOIDING contortion. While on the subject of driving comfort, may I express the subsidiary hope that the driver of a closed car in 1 JoO will be able to signal with his hand jnbte comfortably than he is permitted to do at present on some makes oi have one or two friends of less than medium height who are the owners of closed cars with a sliding window for hand signalling. They all tell me than hand signalling can only be carried out on their cars at the risk of dislocating a shoulder because they sit close to the wheel and require to extend their arm behind their back to reach the opening through which the hand must g °j have found the same difficulty on some tourers where the signalling nap ■is placed in a highly inconvenient position, necessitating painful contortions to enable hand signals to be given. Rear lamp indicators are excellent up to a point, but they do not entirely meet the difficulty, for their are occasions when & hand signal is safest. I hope also to find in the new models that the driver’s door has been at last freed of eneumberances, such as brake and change-speed levers which sometimes make a driver’s door a snare and a delusion. It is said that the righthand change is coming much more into favour again. I have no objection to that, for the right-hand change has , many advantages and, to my mind, it is the more normal position for all but left-handed drivers. But I strongly object to a car which is called a fourdoor car and yet has actually only three effective doors, the fourth, or driver’s, being encumbered with levers that make going in or coming out of the car an exceedingly undignified pr icedure. CLEARER DOORS. Fortunately there is every prospect that my hopes in this direction will be realised. On one make nf car which I saw the other day-, I noted that the ehano-e-speed lever, in the right-hand position, was well forward without loss of accessibility, while the hand-brake lever lay almost flat back on the floor of the car, clear of the entrance, and yet perfectly easy to catch hold of. By the way, I wonder why more manufacturers have not adopted the Daimler idea of a push-on hand brake? This position not only helps to clear tflie door,‘but is seen to be more natural ■ after one becomes accustomed to it. After all, it is quicker and easier to push a lever forward than to pull it t tick. I have a Few other hopes which I can briefly summarise. I hope to find that none of the new models has that dangerous feature, an accelerator pedal that i» so near the foot-brake pedal that it is easy in a moment of aberration, to send the ear shooting forward instead of stopping it as intended, .’not'her safety improvement I hope to see is an enlargement of the window la the rear of' the car. The driver of a saloon is only able to see what s at the back of him by means ot ms drivin" mirror, but his vision is often frustrated by reason of j>he smallness of the back window. Besides, a large window is «o much nicer for the passengers.

ENTER “PARAGLARE.” NEW TINTED GLASS FOR NIGHT., Every motorist knows the inconvenience of driving a closed ear at night when some other car is following the headlights of the rearmost vehicle make it nearly impossible for the driver of the front one to see what he is doing, as their glare is reflected on the windscreen through his rear window. The blind, of course, can be pulled down, but this is not always convenient nor altogether satisfactory. Some cars in England are now fitted with a new kind of glass in the rear window. It. is made by. the Splinter Safety Glass people after, lengthy experiments, and it is known as paraglare. This glass is quite transparent, though it has a slight blueish tinge. At night, however, it will absorb the rays of the headlights of any following car, and all the driver of the front vehicles sees are two small glowing discs reflected on his windscreen. All dazzle is - thus eliminated. CLEANING THE HANDS. A SIMPLE MEANS. A problem which presents itself after doing a dirty job on the car is how to get the hands clean again. Some motorists use petrol, but this hardens the skin and is injurious; other remove the thick mixture of grease and mud. by using a few drops of thin engine oil, finishing with soap an water. Few realise, however, that grease may be entirely removed with ordinary soap and water alone. ... The method is to moisten the hands with a little water, taking care not to make them too wet; then rub them thoroughly with soap and continue to do so until the hands are covered with a pasty mass of soap. When this state has been reached, rub the hands together for some time and the grease will gradually dissolve, after which a thorough rinse in watfir will leave them fairly clean. A final wash will complete the operation. ‘ TEN YEARS HENCE. TRAVEL 80 MILES ON ONE GALLON. Within ten years, automobiles will safely travel a hundred miles an hour, weigh less than a thousand pounds, sell for less than £2OO and cover 80 miles on a ’gallon of petrol. This .is -the prophecy of Charles F. Kettering, president -of General Motors Research Corporation, and inventorof the self-starter and many other automobile improvements. “Lightness of construction is one of the things wo have learned from the aeroplane,” said Mr, Kettering. “Until 1920 we used to boast of how heavy our cars were- Now a chief selling point is how light they are. Aluminium, lynite and invar all came into motor car construction by way of the aeroplane. Just now we are perfecting for commercial purposes, a new metal 15 times stronger than nickeled steel, yet only one-third as heavy as aluminium. We figure we can allow about four pounds per horse-power in making motors of this new metal. Thus a 50 horse-power motor would weigh only 200 pounds. “Light weight and improved methods of earburation are going to double the mileage we can get on a gallon of benzine. I also believe that many parts will be eliminated on the motor-car of the future. The whole method of gear shifting is undergoing a series of changes — changes that eventually will do away with the cumbersome shifting lever. Shifting, braking and possibly steering will be part of tho electrical system. “Body design is due for marked changes, also. We are only beginning to learn the possibilities of the streamline body in reducing wind resistance. Major Seagrave never could have made his recent record unless he had thqroughjy understood the science of streamlining. “As far as I can see—and I am taking a long look into the future the motorcar and the aeroplane will .never conflict. Instead, they will complement each other —and inside of another 10 years it will be a wise man indeed who can tell, when blindfolded, whether he is riding in a plane or a car.”

PURCHASE OF MOTOR CARS. PERSONAL CREDIT. Increasing spread of the use of personal credit in the purchase of motor cars is indicated by figures from a survey made by the United States Department of Commerce, quoted by Mr., W. McHardy Forman, Managing Director of General Motors New Zealand Limited. “The survey shows that as compared with 58 per cent, in the United States where the plan of recognising the purchasers’ personal integrity by extending intelligent, courteous credit service was inaugurated, more than 80 per cent, of the motor cars marketed in Latin American countries now arc handled by this method,” said Mr. Forman. The motor car is becoming so much a piece of necessary machinery in business and social life throughout the world that the application of a businesslike financing plan to its purchase is coming to be universally recognised as not only sensible but entirely dignified. The survey shows that of the American cars exported to Caribbean countries in 1928, 88 per cent, were sold on deferred payments. The percentage runs highest in Salvador, where it is nearly 100. Even the wealthier classes through preference buy their motor cars with the use of credit although amply able to pay cash. Percentages of credit sales in other countries as shown by the survey are: Mexico and Costa Rica, 90; Dominican Republic, 98; Gautemala, 90 to 95; Cuba, SO for passenger cars and 90 for commercial cars; Paraguay, 99; Colombia, 98; Brazil, Bolivia, Ecuador and Venezuela} 90; Peru, 85; Chile, 80 for passenger cars and 70 for commercial cars and Argentina, largest Latin-American consumer of motor cars, 60 for passenger cars, 80 for trucks and 99 for ’buses and taxicabs. The latest estimate for Europe is 61 per cent, for the year 1927.”

LIKES ROAD BUILDING. A PRESIDENT'S HOBBY. The hobby of the President of Venezuela is building perfect roads and the highway of 170 miles over the Andes Mountains is said to be the most perfect piece of road work in the It starts at Laguayra and ends at Caracas. Iron rails are on the side to prevent a car's running over a cliff. Venezuela is a country of heavy rains and precautions have been taken to avoid slides by putting iron and cement reinforcements wherever there might be the slightest chance of a cave m. In addition, guards are stationed at close intervals over the entire course of the road.

THE STORY OF THE TYRE. A VISIT TO A MODERN PLANT. (By Will Appleton.) The wide variety of the uses of rubber is one of the strongest impressions that I carried away after a visit to the Goodyear factories at Akron, Ohio, U.S.A, recently. Most of thing of a rubber factoi-y- as making only motor-car tyres, but these, factories also make soles, heels,' conveyer elevator and transmission belting hose, rubber flooring, balloons, airships and aeroplane accessories. The tyres manufactured range from Jinrikisha tyres for Japan to 54m x 12in aeroplane tyres or large army and navy, machines. There are tyres foi passenger cars, trucks, motor cycles, and even ordinary horse-drawn carriage tyres. I did. not think the world contained so many tyres as I saw at the Goodyear plant' the other day, but when it is realised that in 1928, no less than 21,500,009 tyres were made .and sold by Goodyear once can appreciate that the demand is a very good one. . I was particularly fortunate m being shown over the plant by an enthusiast. He never tired of the questions I asked —no pun intended. This company is named after Charles Goodyear, who discovered the process of vulcanisation in 1839. Charles Goodyear spent nine years in unremitting toil, hardship and poverty trying to find a way to make rubber constant in all temperatures, and he finally discovered that the addition of sulphur and heat, together with pressure brought the desired result. The growth of the rubber industry has coincided with the growth of the motor industry. In 1900 about 27,000 tons of rubber were used industrially, while last year the consumption was 513,000 tons, and this year I was assured by the director of the rubber division of the Department of Commerce, Washington, to whom I was chatting, that the demand is so great that close on 700,000 tons will be used.

Rubber comes from a milky’ substance called “latex,” which flows .from the bark of trees. Tho trees are tapped by cutting a small strip from the bark, and the substance which flows out is collected. in buckets. It is coagulated, something like the curd which separates from the whey as milk turn sour, and this curdlike substance is lifted off, run through, rollers, and comes out in sheets of pure rubber. Most of what I saw at the “Goodyear” factory was of a brownish tint which, I understand, is caused by smoking and put me in mind of large masses of kelp or seaweed. There were piles of the crude rubber everywhere. The sulphur and other compounds are ground into the mass through huge rollers, and finally the rubber emerges in sheets which pass over hot cylinders and are then fit to be used. Before this stage is reached, however, the crude rubber has had to travey many miles and be subjected to various processes. A pure rubber tyre would not wearwell, so fabric has to be used. The casing of a tyre has to be built up of plies of rubberised fabric cut on the bias, the several plies being set at right angles to each other for interlocking, reinforcement and strength, each ply being separated from the next-by a cushion of rubber. When the fabric is being prepared it is run off on rollers or calenders and emerges like a huge roll of munson tape. I understand that originally all tyre fabric was square-woven, that is the threads of fabric running the long way of the cloth were the same size and thickness as those running cross-wise. The weakness of this method was that no matter how carefully the rubber was impregnated into the cotton, these threads running at right angles were continually chaffing and sawing at each other as the tyre flexed under pressure. A great many experiments were made before the cord tyre was e.volved but finally the Goodyear engineers found the solution in a cord fabric where the cords were only a little larger than those in the old fabric and were held together by cross threads so light and fragile that they were broken under pressure in the moulds so that the tyre, after vulcanisation, came out without any cross threads at all. The fabric ply in the finished tyro is now a row of tough cords lying parallel to each other and each insulated from its neighbour by a coating of rubber.

The Goodyear company went a step further and producer! a “super-twist” fabric which is much stronger than the ordinary fabric. Not only has “supertwist” great strength but is has unusual resiliency. When a tyre strikes an obstruction plies that are made of ordinary fabric may break and cause a blow-out, whereas a more highly resilient fabric stretches and absorbs the ’blow. Automobile tyres are built strip upon strip, or ply upon ply, as it is called. Tiie tyre is moulded on a metal core which gives it the shape. The workmen are very skilful at making these tyres, and, thanks to automatic machinery and a wonderful system of conveyors in operation, a man can build three times as many tyres a day as could a few years ago. Handling has been almost eliminated, and the travelling conveyors take the tyres from the raw material stage right through the factory until the tyres emerge at the shipping room ready to bo sent to all parts of the world. After the tyre has been built up, a breaker strip is added, and then the rubtread is put on. The finished tyres arc then sent to the pits (or curing rooms) to bo vulcanised. They are placed in moulds, which are lowered into a steel tank or pit. Here they are vulcanised under steam heat and pressure. The mould is indented with tho tread design with which we are all familiar, and when the vulcanising is completed the tyre has assumed that shape. Tube construction which I also witnessed is simpler. There are no fabric plies to build up. The essential thing about a tube is that it must be air-tight, and of course sturdy enough. Wonderful mechanical instruments test tho tubing as it made, and . these are almost hum." rr in the uncanny way in which

they operate. The tube rubber emerges from the rollers or calenders sheeted out to given gauges and widths, and is cut to the lengths corresponding to the circumference of the tube it is to become, rolled up sidewise on pipe-like cylinders called mandrels, loaded on racks, and sent in to the vulcanising room to be cured. When they come out the tubes are peeled off the mandrels by compressed air, turning them wrong side out as neatly as a lady can turn her gloves. Then the start their ride on the conveyors. In different stages along the line a hole is punched and the valve inserted. Girls very deftly cement the ends and bring them togethe -, and the tube is partly inflated and carried through a water tank, where a young man with an eagle eye promptly pounces on any tubes that are defective or when the valve is leaking. All tyres and tubes are subjected to very rigid tests before they are packed up. A point that impressed me was the manner in which the tubes are packed. Any motorist who has unpacked a tube and inflated it will find it impossible to get that tube back into the original container. I was curious on this point. I found that before packing, all the air is withdrawn from the tubes by suction so that they can be packed flat, I was also interested in the machine that wraps the paper round the tyres. It is a most ingenious contrivance and is almost human in its operation. It does a job that could not possibly be done by hand and at a fraction of the cost. GENERAL NOTES.

A long-distance motoring record of 2,078,0'00 kilometers since 1897 is the unique accomplishment of Charles laroux, former French billiard Champion and chess player. * >* « * According to General Motors archives, Nahum, the Hebrew prophet, who lived about 600 B.C. made the following prophecy: “The chariots shall rage in the streets; they shall jostle one another in the broad ways; they shall seem like torches; they shall run like the lightenings.” ■» * * * The first tourist camp for motorists in Norway is to be established on the main highway into Trondhjem. # # # * An international automobile highway down the Pacific fcoast of Honduras will be undertaken soon. The road will start on the border of Honduras and Salvador and will end at the city of Dio Negro on the Nicaraguan border.

> WITH TENT AND MOTOR. 1 1 CENTRE OF NORTH ISLAND. I , ROADS TO NATIONAL PARK. The roadff in the centre of the North Island are a closed book to the great majority of New Zealand motorists, who know, vaguely that '.there are many unmetalled patches, and that periodically cars are stuck upon these. Even the National Park, which is one of the greatest’holiday grounds in the Dominion, and destined probably to become one of the best in the Southern Hemisphere, has attracted only a modest number,, and it has needed the building of a palatial hotel to focuis attention on this mountain wonderland. The roads in the centre of the island are very far from perfect; there are still unmetalled patches in certain areas, but they are being steadily improved, and there are several, all-metalled outlets to the Tongariro Park. Here, in the heart of the island are hundreds of thousands of acres of bush clad mountains, beautiful lake’s, rushing .rivers with forest- . clad banks, . and snow-capped peaks. Those with an exploratory bent can camp anywhere along the roads that form the subject of. this article, and from their base make excursions afield, either afoot or in the car. THE NATIONAL PARK. From the number of inquiries I have already ■ received about access to, and accommodation at the Tongariro National Park, it is. quite clear that this will 1 rival our other scenic resorts in popularity this summer. One of the l questions which several readers have asked is whether they will be allowed to camp now that the hotel has been erected. Actually they will be provided with a much better service than has previously been available. Bunks have been erected’. Actually they wilt be provided with a much better service than has previously been available. Bunks have been fitted in some of the old huts, and these can be hired, if desired. Alternatively, ■ motorists will be allowed to camp in certain parts of the grounds for nominal fees, and they can then make exactly the same trips as anyone else. An additional advantage is that a cafeteria in the hotel itself-will provide food if desired. It would be wise for. motorists who intend visiting the park to get in touch with the agent of .the company responsible, to make sure that hut accommodation will be available if wanted. While on this point, it seems only fair to say that the Mt. Cook Motor Co. hag treated motor-campers very fairly indeed at Mt. Cook, and there is every reason to believe that they will be just as well .treated at Tongariro. Those in charge have a sound knowledge of the tourist business, and they know that the 1 encouragement of motor-camping does not mean a diminution in the number of ; guests visiting the hotel.

CAMPING ELSEWHERE. The centre of .the island includes the whole of the Raetihi-Waimarino-To-kaanu-Taupo area in which there are hundreds of suitable camping places, quite apart from the park itself. There afa four main routes into the area, but some of the roads are very bad, and suitable. only for good weather driving. These roads are the NapierTaihape; /secondly, the Palmerston North-Bulls-Taihape-Waimarino; thirdly, the road leading down from To Kuiti to Waimarino, and fourthly the road leading up from Wanganui to Raetihi. I will deal with each of'these briefly, endeavouring to avoid anything .savouring of the guide-book, and if any points are not clear, readers can ask for further information. Actual details about turnoffs, and how to follow particular roads, can be obtained from any guide-book, and one should certainly be carried when roads are now well marked, and that touring afield. It is true that most reference id seldom made to the book, but sometimes it will prove invaluable, and save much wasted time. A Napier motorist who wished to take the best possible road to the National Park would travel via Taupo and Tokaann, but in the good weather the Napier-Taihape road offers an alternative that is especially interesting to anyone'keen on fishing and shooting. It passes through rugged country for the greater part of the 100 miles traversed, climbs over the divide at a height of over 3000 feet, and throughout its entire distance provides places suitable - for motor camping. This road runs out through sheep-farming country, and passes through no towns en route. Being steep, it makes heavy demands on the car which should be in good fettle before starting. Portions of this road are j not metalled, and there are some un- | briged creeks that- could easily give I trouble after wet weather. Moreover, I there is very little traffic over it. so that I the chances of getting assistance within I a short time,-are remote. Putting those ■ disadvantages aside however, it is a great road for the genuine camp-life lover, for it gets more off the beaten track than most of the roads in the island. | Motorists from the south would make up through Palmerston North and out through Foxton to Bulls, then taking the road which leads out through Taihape and on to Waimarino, whence gasy access is obtained to the park. This road loads up through Marton, Hunteryille and Mangaweka, to Taihape, and once past there, the motorist emerges on the plateau, and gets wonderful glimpses of Ruapehu. The road between Waiouru and Raetihi, though only 20 miles long, used to be a nightmare to motorists after the least shower of rain, but a good deal of work Ims been put into it this winter, and it should be an allweather route from now onwards, although it is probable that for some months, at any rate, the surface will be fairly rough. Waiouru is in the high country, and if camping is done in this area, it is essential that plenty of bedding be carried, for only those who have camped about here will credit the intensity of the cold at nights. From Raetihi to Waimarino is 21 miles, and throughout you are in the heart of the mountain country, and get 1 wonderful views as you proceed. The road from Waimarino on to Taupo has been greatly improved, some of the work having been.carried out by prison labour, there, being several camps in this area.

A very good plan for motor-campers coming from the south would be to traverse the route outlined above on the outward, journey, and then make back through Tokaanu and Taupo to Napier. Coming south from Auckland and the north, access is gained to this area through Te Kuiti —a town whose very name is synonomous in most motorists’ minds with bad roads. Its bad name will gradually depart, however, for each year sees further improvements made in this area, and this road, Which used to be one of the worst in New Zealand is now in fair order, though travelling would be very heavy after rain. An alternative all metalled route which is preferable in bad weather, would be out through Rotorua, Taupo and Tokaanu. The road from Te Kuiti runs out through country —typical of' the King Country land generally—to Taumarunui, a fairly important sawmilling centre at the head of the navigable portion of the Wanganui river. ' It continues on through Manunui and Raurimu, the latter place famed for the spirah in the Alain Trunk railway, climbing steadily all the way until Waimarino is reached. The roads mentioned in this article mostly provide easy driving in the summer only. Almost with exception they arc steep, climbing up over the mountain ranges which separate east and west coast, and only experienced drivers should tackle- them. Garages are few. and far between on some of these routes,, and there should be no doubt about the car's ability before this journey is tackled. Given a good car, ample equipment and tents, many delightful days can be spent in this mountain area.

THE LIMITING AGE; A MATTER OF CAPACITY. 4b A 73-year-oid motorist recently complained to the Auckland Automobile Association that his driving license „had been cancelled on the grounds of alleged failing, eyesight and incapacity, says the New Zealand Herald. He claimed to have .'de experience and to have covered 70,000 miles at the wheel. While age is no bar to the. efficient driving oi a motor-car if the motorist is a pioneer who developed road sense before he could be termed an old man, it different matter for a person of perhaps 60 years of age to become proficient. Even years of cycle- riding or horse driving is a qualification which counts in the aged beginner. The new driver in the sixties naturally is open to scrutiny on the grounds of eyesight and reaction in emergencies. The Auckland City Council is rather particular with its tests for elderly drivers, and no authority has any right to shut its eyes to any marked physical failing. We are all prepared—having no choice —to take the reasonable risks of the road. Those risks are unreasonably accentuated while there are on the road motorists whose skill and control of their cars leave anything to be desired, and whose vision and road sense are not of a high standard. There are seme inexperienced elderly people driving motor vehicles to-day who are a danger to other competent road users. They may be sufferers from intermittent epilepsy or seriously defective vision or cardiac disorders, or any one of a dozen things which, without a moment’s notice, may make them absolutely unfit to walk, much, less drive a motor vehicle. On the point of physical fitness, people suffering from neurasthenia, although Sane and resourceful one moment, may be absolutely incapable of controlling their own bodies and limbs the next. This state cf affairs when associated. with elderly,, inexperienced, potential motorists, might frequently be detected by a physical examination.

ROAD COURTESY IN JAPAN. EXPL IC IT INSTRUCT lONS. . £ Writing to a friend in New Zealand, an Englishman now resident in Yokohama. Japan, supplied the following amusing information. “We have quite a flock of automobiles here and they were becoming quite a menace, complicating our life and in some extreme cases even ending it; so the powers that protect us here fel.t a great need f.: some rules of the road and in order to insure that we all would act together, it was necessary to have them English. This is the way they were posted in the various stations. (This is a good illustration of the difficulties of expressing one’s thought in another I language. There is not supposed to be i anything funny about this. This no [doubt is how we sound in Japanese). 1. At the rise of the hand policeman, stop rapidly. 2. Do not pass him by or otherwise respect him. 3. When a passenger of the foot hove in sight, tootle the horn; trumpet at him melodiously at first, but if he still obstacles your passage, tootle him with vigour and express by word of mouth the warning. “Hi, Hi.” 4. Beware the wandering horse that he shall not take fright as you pass him by; do not explode the exhaust box at him as you pass him by. Go soothingly by5. Give big space to the festive dog that shall sport in the roadway. C. Go soothingly on the grease mud as there lurks the skidding demon. 7. Avoid entanglements of dog with your wheel spokes. 8. Press the brake of the foot as you roll round the corner to save collapse and tie up.