PROPER CAR HOUSING

Taranaki Daily News, 5 June 1935, Page 10

PROPER CAR HOUSING

DESIGNING THE GARAGE. ( FACTOR IN LIFE OF VEHICLE.

(By

“Spotlight.”) .1

Proper housing is an important factor J in the life of a motor vehicle and in this;! article, which is intended primarily for those motorists lucky enough to decide; the design for a garage, “Spotlight”; quotes H. J. Kaye in The Vauxhall. The; writer also provides many tips useful to; those who have had to take a garage; “ready made.” _ i Where possible the garage site should, not be exposed to prevailing winds and should get the benefit of the morning sun! sc as to house the car warmly. Where a lean-to is necessary, it should be put against a chimney-breast, thus securing warmth. A better position, however, is a little behind the back of the house with the main doors facing down the side path. Here there is no inducement to restrict the’ dimensions, the position! is safer, in case of fire, and the side en-‘ trance to the house is unencumbered. A concrete approach is ideal but this; need not- be; in. mass; two tracks inlaid with turf or pebbles are very attractive. If a straight drive-in cannot be secured, there must, be a space to manoeuvre in and out of the garage. The road gates- ' should be as wide as possible, thus facilitating entrance from the road at an angle. Bricks, concrete blocks, .asbestos sheeting, or wood, in the order named, are all suitable materials, but this is a' matter that is usually determined by l such arbitrary factors'as expense or conditions of tenure. In any case the plans should first be submitted for the approval of the local council. . The floor should be large enough to; provide ample space, to get round the car for indoor cleaning and adjustments. To reckon on doing these things outside is to invite neglect in bad weather when ; attention is usually most needed.. The floor should slope slightly to the exit to drain off any water dripping from a wet car, and should he of a material that will not absorb oil.- The drain should be; outside at such distance- from the main sewer that it is impossible for petrol or oil to flow into it. The best door is the roller shutter type and it should embody'a small wicket for personal use. The next-best is three or four sections sliding behind one another, which, if-fitted by skilled‘ workmen, will give no trouble. If the. usual double; swingers are used the hinges should be strong,, and secured with, stout screws—or drag will soon develop. In any case the hinges should be kept well oiled. No garage, should have one door only. A second door, at the other end is not only, convenient but useful in emergency. The windows should be high up bn thewalls and should be . fitted with a blind to shield the car from strong sunshine. Roof-lights are, rarely watertight, and moisture (collecting by evaporation on the glass) drips on to the car. All windows should be made to open, and a permanent ventilator is necessary to’ disperse petrol fumes and to prevent moisture accumulating on the car. Where possible, electric lighting should be installed; in the absence of this, port-, able acetylene garage lamps or petrol gas lamps can be obtained. No lamps, should be used other than those specially designed for garage use. The wash should be of concrete, sloped to a central' or side drain and large enough to provide ample margin for hosing and splashing—otherwise the surrounding ground soon becomes soft and muddy. A common sink with its own water-tap is useful for washing wheels, and so on, and obviates the carrying of dirt and grease into the house. If water is not laid on. at the garage it should be drained from the roof and collected in a tank. ' This is useful, not only for washing but also for the radiator. A pit inside the garage is extremely useful. It should be lined with con-’ Crete to prevent damp rising to the car and should be covered with wellfitting boards. A bench, fitted with a vice, and cupboards fitted for tools and accessories make for tidiness. Shelves, just above head reach, will house tins and bottles. The lighting system should provide a plug point for a hand inspection lamp. a white interior provides maximum light by reflection. TAX ON HEAVY FUEL SEVERITY OF THE BLOW. Writing in the London Daily Telegraph Mr. A. G. Throssell says that manufacturers and operators of heavyoil engined road vehicles are agreed in the view that the Chancellor of the .Exchequer in his Budget dealt the development of that type of motor a blow by raising the tax on its fuel from Id to 8d per gallon. Opinions differ as to the severity of the blow. “Some hastily expressed views on the Budget afternoon must have been uttered in ignorance of the fact that Mr. Chamberlain was reducing the vehicle tax on these vehicles by a considerable amount. Diesels after August 1 will pay exactly the same taxes as petrol vehicles, not more, and of course the increased fuel tax -will make no difference to foreign buyers of British-made engines. The tax applies only to heavy oils used in road vehicles. Some levelling up of taxes -on the rival types of engine was expected by the industry. Not the worst pessimists, however, expected Mr. Chamberlain to raise the fuel tax straight to Bd.”

Mr. Norman Hardy, head of one of the largest firms actively engaged in the design, building, and use of the heavy-oil engine, said he regarded the new tax as a distinct setback. Its effect, he estimated, would be to limit the economic use of Diesels to vehicles travelling more than 30,000 miles per annum. The Diesel engine was more economical, but its first cost was much higher. That extra first cost could be recovered only if the vehicle was in practically constant use or on regular long-distance work. On a fleet of 45 vehicles used as buses, the new tax would mean an addition of £5OOO a year to operating costs. This limitation of the use of the heavy-oil vehicle must retard its development, and it would adversely affect the progress of that form of engine for use in the air. A director of another leading firm interested in this type of motor, while agreeing that Diesel progress would suffer—it would, for instance, no longer be economic to convert a petrol-engined vehicle to heavy oil—said that the tax did not destroy the inherent advantages of the Diesel. A heavy goods vehicle doing five miles to the gallon on petrol could do eleven miles to the gallon on heavy oil, besides being immune from fire risks. These advantages would continue to weigh with vehicle operators, both at home and abroad. The oil distributors are to be responsible for collecting the tax and for its payment to the Customs authorities. At present, with a total of 8000 heavyoil vehicles in use, it will be fairly easy to check feul consumption. In some cases separate fuel tanks for road vehicles and aircraft or stationary engines may be necessary. Possibly the oil companies will introduce a separate brand for road vehicle oil fuels.