MOTORING & CYCLING

New Zealand Illustrated Sporting & Dramatic Review, Issue 1430, 20 September 1917, Page 24

MOTORING & CYCLING

A further advance in the price oi petrol has just taken place m France. The current price now ranges from approximately 2s. lOd. per gallon at Rouen, to 2s. lid. in Paris, and 3s. in Pau, in the Lower Pyrenees.

During the financial year the Canterbury Automobile Association enrolled 225 new members, of whom 112 were secured by the secretary (Mr. C. W. Hervey). The resignations dur ng the year numbered only thirteen.

According to a statement by th National Automobile Chamber of Commerce, there are 450 motor car manufacturing firms in the United States. Of these, twelve concerns are responsible for no less than 80 per cent, of the total production of automob-les in America, leaving only 20 per cent, for the remaining -i-x firms.

At the last meeting of the General Committee of the Auckland Automobile Association, several communications were received dealing with the quest.on of dazzling headlights. Two of these recommended the adoption of a hooded lamp, the effect of which was to throw the light downwards. After the meeting a demonstration was held of a patent deflector, but members did not consider this a satisfactory solution of the trouble. Attention was drawn co the danger to boys riding on trolleys on the main streets, and it was decided to ask the City Council to regulate the use of trolleys on the carriageways of these streets. Eight new members were elected.

The air fleet in connection with the Canterbury Aviation School now consists of the 60 h.p. Caudron dual control biplane and the Christchurchbuilt 45 h.p. Caudron type machine, besides the Bleriot monoplane, which is only used for ground work in the earliest days of the pupils’ instruction. Much is expected from the arrival oi the 100 h.p. engines now on order, and preparations are in train for their installation in what will be fast, light machines.

E.ghteen motor cars which went to the bottom of the sea in a steamer that was sunk off the coast of Ch Aa have recently been recovered. They were, it is stated, so little the worse for being submerged for a period of six months that they have ueen put in good running order at a cost of about £4O per car.

A London cable early this mont reports a big advance in the price of petroleum, which is now quoted at Petrol is selling at 411£d. a gallon, being an increase of sd. for petroleum and B%d. for petrol. The reason for the increase is the en hanced cost of ocean transportation consequent upon the increased insurance rates.

A most instructive illustrated booklet entitled “Running Instructions for the C.A.V. Dynamo Lighting and Starting System” has been published by the well-known English firm, Messrs. C. A. Vandervell and Co., Ltd., Acton, London, W., whose dynamo lighting and starting system has proved a veritable boon to motorists in all parts of the globe. The C.A.V. dynamo is a simple, shuntwound machine, self-regulating, and the armature is the only moving part; the portions actually calling for any attention are the commutator and brushes. To examine the commutator and brushes, all that is necessary is to remove the cover, a piece of ordinary soft rag be ng as good as anything for this purpose. The booklet describes and illustrates the various parts of the C.A.V. dynamo, and reveals to the reader in clear and concise fashion the location of faults which must naturally occur at some time or other in every dynamo, and the best remedial measures to be taken to eradicate cue same. The famous C.A.V. lighting switchboards are described and shown, while the instructions to be strictly observed in regard to the

battery are given in a most helpful and interesting style. The principal components of the C.A.V. electric starter are also explained and illustrated, and are well worth the attention of all motorists. In addition, the booklet contains a wealth of information regarding C.A.V. specialities in electric equipment, which, together with the many hints and valuable instruction, makes the little catalogue an indispensable asset to every car user. Our readers could not do better than obtain a copy of the catalogue from their agent or from the C.A.V. Company direct.

The new capitalisation of the Dunlop Rubber Co., which the shareholders have decided to make £6,000,900, may be regarded as an indication of the extraord nary expansion of the motor movement during recent ye.

and of the great prospects in th? future, says “The Motor Export Trader,” the well-known English trade journal. This decision to increase the capital by so large a sum as £3,000,000 is not the consequence of tbe difficult es which lead to overcapitalisation, but a measure actually required to br'ng the finance of the company into conformity with the magnitude of its operations. Do w? always realise the value of the stock such a concern as the Dunlop Com-

pany has to carry? Its business is to meet the sudden demand for some size or type of tyre which s : nce the solid tyre was taken up seriously may be one of between 250 and 300 different sorts. Unless the company is to live from hand to mouth so far as concerns the balance between production and supply, and unless the 3000 stockists and the public are to complain of service incompatible with its reputat on, an enormous stock must be carried. In August, 1915, the stock was valued at £780,000, but it was recognised at the time that the normal trade of peace time required at least £1,500,000, and war as much more as possible. To-day the stock is valued at £2,250,000, more than half of which is the complete manufactured article. To have accumulated such a stock is extremely creditable in view of the difficulties of increasing productive capacity in these times. It is true the whole of the new three millions is not to be called up immediately, and, in fact, we understand half of it is to be called up and the balance at least twelve months from this date, but the magnitude of this financial undertaking can be accepted as an earnest on the part of the “founders of the pneumatic tyre industry” to keep in step with the progress of the times.

Two more pupils of the Canterbury Aviation School — Ross Brodie, of Rangitata, South Canterbury, and E. T. Sutherland, of Wanganui—passed their flying tests last week, and will be drafted into the Royal Flying Corps. It is stated that Sutherland will be the first Maori to enter the Royal Flying Corps. The conditions laid down by the Imperial Government provide that a candidate must be of pure European descent. Communication, however, was established with the Imperial authorities on the point, and they agreed to accept as a pilot any candidate with Maori blood, provided he was not a full blooded Maori.

The Briscoe Motor Co., Lambton Quay, Wellington, have now been taken over by the present manager and will in future be known as the Holmes Motor Company. This firm are concentrating their efforts on pushing the sales of one of the best known and most popular cars in America, viz., the six-cylinder Paige. The whole block of buildings on the corner of Stout Street and Lambton Quay is now occupied by the new firm, and is being fitted up as an up-to-date repair shop, garage, and showrooms. A car lift has been fitted for the use of the upper floors,

where expert work will be specialised in, including repairing and charging storage batteries and oxy-acetone welding. Arrangements are also being made to have a Bowser petrol pump installed on the footpath, where petrol can be secured day or night without delay. The experience Mr. Holmes has had among garages, manufacturing concerns and works in America, is proving a great asset to him in the above enterprise, and the new firm are certain to receive wide patronage from the motoring public.

The auto wheel is a small motor attachment designed to convert the bicycle into a lightweight motor cycle. It is now being extensively used in England in connection with hand operated tricycles, etc., as a means of enabling limbless soldiers to get about.

A motor car has six points of control in addition to the steering. There is a gear lever, a brake pedal, a clutch pedal, an accelerator and sometimes a magneto control. A motor cyclist usually has ten things to attend to to obtain the same results. An exhaust lifter, a brake lever, a brake pedal, a clutch pedal, a magneto lever, two extra clutch controls on the handlebar. In addition there is the o:l pump. * * • • Cable advices received from England convey information to the effect that the leading British motor tyre concerns have had to make a further rise of 25 per cent, in their prices owing to the big increase in the cost of raw materials, principally cotton. Since March last, there has now been a total increase in England of over 40 per cent, on motor tyre retail prices. Motor cycle tyres, according to the latest advice, have gone up 30 per cent.

America’s first order for motor transport for use in the European war has now been placed, and is a contract for 35,000 lorries of both classes for prompt delivery.

When the motor transport section of the French Army places a contract with the factories, it is usually for bare chassis. The reason is that not many French makers produce their own bodies, and it is simpler for the motor service to deal direct with the body maker than to allow the chassis builder to act as an intermediary. Even when the lorry comes back from the body maker it is not complete, for the Army department finds that it can fit out and supply accessories much cheaper than it can obtain them from an outsider. The lamp and headlight brackets are produced and fitted in the army shops, the spare petrol can carrier is another army product, tool boxes and spare parts boxes are produced by military labour, all accessories are bought direct from the manufacturers and not through an intermediary, also most of the spare parts are made by the army instead of bemg produced ’n the lorry works.

In fining a motorist £2 with costs and witnesses’ expenses for driving in a dangerous manner during race week in Christchurch, Mr. Wyvern Wilson, S.M., stated that anything in the nature of taking a chance was to be strongly deprecated, especially at race time. He would have made the fine much heavier but for the witnesses expenses, and the fact that the driver was not proved to be going at an undue speed, but had broken the line.

At a meeting of the Canterbury Automobile Association, the chairman drew attention to the fact that while the association had always thanked owners who brought their cars down for the reception of returned soldiers, others who were unable to attend sent their chauffeurs down, and as these chauffeurs were giving their time free, he moved that a special vote of thanks should be accorded them.

A modern airplane, with its crew, is estimated to have about the same weight as an average 15 h.p. fourseated open car complete, but without passengers, and is capable of climbing a gradient of 1 in 4 at 60 miles per hour.

Interesting particulars of the work of the N.Z. Motor Transport are conveyed in a letter read at a social evening in Wellington held under the auspices of the Women’s National Reserve. The letter runs as follows: “I expect you wondering at my address, yes, I am one little atom of our N.Z. Army. I used to drive a car when in New Zealand, so here 1 took lessons in a London school, and passed my exams., then took a position and was driving in London tor a month; then I went to see Lieut.Colonel Hall, in the New Zealand Headquarters, and he sent me to Walton-on-Thames to drive an ambulance. That was last March. I love my work and seem to get on fairly well. Then I was transferred to Codford to drive for the hospital there. One could almost imagine oneself in Trentham or Featherston, because this place is just drab grey, tin huts, and there’s nothing but men in khaki everywhere — Australians, Tommies.

Canadians, and New Zealanders. We are about 28 miles from Sling Camp, and sometimes take the car over there. There are two girl drivers here and two men, and I think we are about the first women to drive n a military camp. All over the country they are driving for hospitals, but hospitals are different to camp. I’m dressed in khaki and am proud of my uniform. I have ‘N Z.’ on my shoulder and ‘M.S.,,’ and wear A.S.C. badge on my hat, because I belong to the N.Z.A.S.C. M.S. I do hope the Reserve is still goingstrong.”

During the debate on the Finance Bill, several members of the House of Representatives urged the imposition of a tax on motor cars in place of the tax on tea. Sir Joseph 'Ward, in answer, said there was a return available to any member of the House, by which he would see that out of 12,380 motor cars imported into this country in three years, 1456 only could be called pleasure cars. The average cost of the whole of the cars was £157, whilst the pleasure cars averaged a little over £2OO. The cars gave employment to a number of persons. It was suggested by members that the £99,000 to be raised from the tax on tea should be obtained instead by a tax on motor cars. Last year £148,000 of duty was secured on motor cars, and the country wanted the money. There was a duty of 20 per cent, on cars from countries other than the Mother Country and Canada. If we doubled the duty to 40 per cent, upon motor cars from other countries, and 20 per cent, in the case of the British Empire, we would stop the importation That appeared to be the object of some members—to stop them coming in, and so get less money.

Visitors to the flying ground at Sockburn (says the Christchurch “Star”) have made some wild guesses at its area. There are 106 acres, all beautifully turfed, and level enough for a landing in any place, but a fur-

ther twenty-five acres have been acquired, making possible a straight flight of three-quarters of a mile. This will facilitate the training and do away with the necessity for turning low down near the ground. Mr. Hill states that most of the schooling work is done in straight flights, the pupil being taught to take off and pull the machine down again. Turning comes later on, but at present the pupil has to turn in his first flight, and a side-slip or downward current on the turn may prove disconcerting. Although the flying may be done regardless of boundaries, it is necessary for the pupil not to go beyond the flying ground in case of trouble with fences in a forced landing. Therefore the additional area is a very useful acquisition. Hendon, the home of flying, is really 260 acres in extent, but the landing ground is hardly as big as that at Sockburn, the outer area of the drome being too rough for a landing. Locally the pupil can now land in a matter of 130 acres, plus the Canterbury Park trotting ground adjoining, if necessary.

In a letter home, Captain W. S. R Bloomfield, of the Royal Flying Corps, son of Mrs. Bloomfield, of Gisborne, and a. prisoner of war in Germany, states that he was recently shifted from Karlsruhe to Crefeld, where, with seven or eight other members of the Flying Corps, who were also taken prisoner, he is having a very agreeable time. They are allowed to play billiards, hockey, and tennis, and are also permitted to do their own shopping.

Some interesting figures are available in connection with the fine work done bv motorists under the auspices of the Royal Automobile Club of Victoria in transporting wounded soldiers from hospital ships. Altogether 68 vessels have been met by fleets of private - owned cars — the aggregate number being 4458. These vehicles

have carried 13,571 Victorian soldiers, in addition to 3988 inter-State men from rest homes to their respective boats and trains, making a total of 17,529 returned soldiers handled. On one occasion 850 men were transferred from the boat to the cars in one hour. It is estimated that had the Defence Department to pay for cars to do this necessary work the cost would have been in the region of £7900.

Optimism was the keynote of a speech recently made in England by the Lord Leverhulme on trade prospects. He said he was not concerned lest the English-speaking race —which had invented the aeroplane, the submarine, the torpedo, the breech-loading gun, the machine gun, and the Dreadnought, and which had produced the steam engine, the locomotive, the telegraph, telephone, phonograph, typewriter, sewing machine, aniline dyes, anaesthetics and compressed air tubes, amongst other things—could not at least do as well after the war as it did before. It was evident to him that the co-part-nership idea, which worked so well n the field of battle against the enemy, would be equally effective in the field of commerce. We had, however, a lot to learn. Industrial machinery was only two centuries old. It might, for instance, prove

wise in future to work machinery harder than men were worked. He suggested that if machinery were worked six hours a day by two shifts of workers, output of material would be increased, and, at the same time, the wear and tear of the human body would be lessened.

In reply to a letter from the Auckland Automobile Association, the Minister of Internal Affairs wrote stating that the Association’s suggestion that the Government should undertake the manufacture of alcohol from waste products had been referred to the Department of Agriculture. A report was read from the Commonwealth Advisory Council of the Science of Industry, strongly favourable to the manufacture of alcohol from waste products for commercial purposes. The committee considered

that the Government should be urged to take the matter up promptly, and it was decided to again write emphasising the urgency of the matter in view of the present great scarcity of benzine, and to ask the Government to either undertake the industry or authorise private industry to do so. In the meantime the Association proposes to gather as much data as possible regarding the quantity of waste products which would be available for this purpose. Members with experience considered that with the adjustment of the carburetter equally good results could be obtained from alcohol as from benzine. It was pointed out also that the addition of a slight percentage of benzol rendered the spirit unfit for human consumption.

Tn an appeal case recently before the House of Lords the point at issue was one chat often arises in one form or another where the use of vehicles in a business is involved. The broad facts were that a boy was sent on an errand by cycle, but whilst thus engaged he collided with a motor car and was injured. The courts below had held that this accident did arise in the course of his employment, but from a risk common to all mankind. This decision was reversed by the House of Lords, and the general principles laid down may easily be applied to the use of a motor cycle or motor

van instead of the ordinary pedal cycle that figured in this particular case. In giving judgment, the Lord Chancellor said the only question was whether the accident arose out of the employment. It was not disputed that the appellant was riding the bicycle in the course of his employment, and by the orders of his employer. The risk of collision in such circumstances was incidental to the use of a bicycle; it was a risk inherent to the nature of the employment, and it was the cause of the accident. It was Quite immaterial that the risk was one which was shared by all members of the public which used bicycles. It was a risk, such as it was, to which the appellant was exposed in carrying out the orders of his employer. It will thus be seen that the ruling principle in these cases is really that of whether an employee is doing something that he

would ordinarily be doing, or is in a certain place where he would be of his own free will, or whether the cause of his being there is an order given by the employer. Thus we have the position that if a man having a motor cycle be asked by his employer to go on an urgent message, and meets with an accident on the way, the consequences of that accident would become the employer’s

liability, notwithstanding the fact that the accident itself has nothing integrally to do with the employment and has arisen only from the ordinary perils of the street. The determining condition is that it is the order of the employer—that is to say, his employment —that is the cause of his being there at that particular moment and being a victim of that particular peril.