Page
THE RIGHT-HAND STREET LIGHTING
RULE
Street lighting, has a very direct bearing on road safety, and the position as regards England is by:
Would This Rule Of no means satisfactory. Many of
The Road Be Helpful
Aù old tople of discussion—the “right-hand rule"--has come to the "fore 'again This rule makes. It obligatory on all road users to give way, at crossings and road junctions, to vehicles approaching from the right. Traffic approach-
the systems now in use are posi tively dangerous, being ineffective for the purposes of motor trafic and yet of sufficient strength to persuade drivers to switch off their head lights: Several experi- ments have been made of late by the large electrical concerns, and the results achieved over cer- tain sectioris of road have been remarkable. It will not be forgot- ten, however, that street lamps are provided not for the conve
ing-from-the left-can-be disregard.ntence of road vehicles alone, and
ed. There is no doubt that a pro- portion
accidents is of road caused by drivers assuming that other drivers will give way to them at road intersections, and unquestionably some easily under- stood rule of the road specifying who has right of way would be sound. The question is, to what extent should any such rule be applied?
In France the right-hand rule was tried for a length of time. sufficient to test it thoroughly. It was found that, while it work- ed well in towns, it was not near- ly so satisfactory on big roads in the open country. It is not dif- ficult to understand why this de- cision was reached, for the right- hand rule meant that drivers on the great "routes nationales" were hampered by having to slow up at every cross-road because some- thing might be approaching on each lane or even on each farm track coming in from the right, The French are not people who 'suffer fools gladly nor do they ex- pend much affection on unreces- sarily restrictive road laws. Sa the right-hand rule went out of favour for the "routes nationales” outside cities and towns, while it was decided to retain it in them. A Steadying Effect
The rule thus resticted appears to work well enough. In Parts, for example, though it does not entirely prevent collisions at street intersections, It steadies the traffic and restrains the exervescence of the Parisian taximan. It should be equally beneficial in big towns in our own country, though it is
complaints have been made against otherwise excellent syse tems that they did not enable householders to see the holes into which to insert their latch-keys!
Is it too early as yet for the Departmental Committee of the Ministry of Transport considering the question of street lighting and road safety to come to any dein- Ite decision? The "obvious "ideal Is for standardisation throughout the countryside of some approved system, but it is probable that such a recommendation at the moment would cause stagnation when there is need of a general Improvement. At any rate, steps should be taken to prevent the erection of any more lamps of ob- solete type.
arguable that, since we drive on the left-hand side of the road and the French on the right-hand side, a left-hand rule should be upplied in Great Britain. In our opinion, this point is not materi- al; what is wanted is some rule to give precedence at town street crossings.
On Class roads in the open country either a right-or, a left- hand rule would have many of the same objections in our own country as was found to be the rage in France. Outside towns let us say outside “built-up areas" -main road traffic should have right of way. On every subsidiary road, Afty yards before its junc- tion with 2 More important thoroughfare, there should be a "Major Road Ahead" sign with 'Stop!” added to the wording.
WAKEFIELD
MOTOR OIL
PRICES
OF
HONG KONG DAILY PRESS, TUESDAY, JANUARY 15, 1935.
MOTOR JOTTINGS
BRITISH CARS FOR
THE WORLD
Improving Conditions Generally
Figures mean little unless they are comparative, so that in this article it is necessary to say some- thing not only concerning Bri- tish progress, but also about that of our chief rival, America,
There can be no doubt that the United States retained even at the"
"depths of the depression a very large export trade in the automo- bile industry. Nevertheless, the total American passenger car sales overseas for 1833-67,355 units were the lowest since 1921.
It is in fact, easy to overestima- ate the volume of America's au- tomobile exports; and pessimists frequently do so without the slightest knowledge of the actual figures. It may surprise many readers to know that in certain months of recent years, namely, November, 1931, October, Novem- ber, and December, 1932, Novem- ber and December, 1933, and Jan- uary, 1934, our exports of passen- ger cars and chassis have actually exceeded those of the USA.
This year our rivals have made a great step forward and exports in the neighbourhood of 180,000 vehicles are being spoken of. As the total British production for 1933 (year ending September 30th) -numbered 210,149, it is oby yous that on sheer number we cannot hope to compete.
But, luckily, this is not so im- portant. A thriving export trade Is one in which a large proportion
When that drastic step is taken- and not before--we shall have a very big reduction in cross-road accidents.
WAKEFIELD CASTROL MOTOR OILS
HAVE BEEN SUBSTANTIALLY
REDUCED
ON ACCOUNT OF ADVANCE IN EXCHANGE.
BE WISE
CASTROL ISE
AND
ECONOMISE
Send for Price List and Green Booklet.
ROBERTSON, WILSON & CO, LTD.,
Agents for
Meggra. O. O. WAKEFIELD
The All British Firm of Oil Manufa
of the total goes overseas, and in this we can justly pride ourselves.
40,000 Exported Last Year In 1933, the last year for which complete figures are available, this country sold overseas 33,763 pas- senger cars in complete form, and 7,193 chassis. Australia is largely responsible for the latter figure, as, owing to the high body dutles, nearly all it's imports are in chas-- sis form. We thus have a total of 40,956, exclusive of commercial vehicles and trucks, or a propor tion of about 19 per cent."
To put the same thing in an- other way, one car in every five
made is exported, and, of the ex-
ports, "four out of every five go to the Dominions and Colonies.
"The first fact is creditable; the latter not so impressive. Glad though we are to see the Empire buying British, it is somewhat of a reflection that only four out of every hundred British cars made are bought by foreigners
OUTSIDE SHOPS
Shopkeepers are often painfully aware of the loss their business suffers when the police will not permit cars to be left outside or In the neighbourhood" of their premises for any reasonable Jength of time. The human race being what it is, the majority even in "this isle of liberty" ac cept the matter philosophically and content themselves with a grumble to their friends or an oc casional remonstrance to the au- thorities. The result is that shop- keepers lose trade and motorists a great convenience.
That pressure may successfully be brought to bear to prevent un- necessary interference with the parking of cars outside shops 13 shown by a recent case in Cardiff, when two drivers were summoned for obstruction. It was stated that tradespeople. In the City Road area were losing business as -1-result of a lack of parking facili- ties, and that a petition on the matter signed by sixty shop- keepers had been sent to the Watch Committee. The magla- trate, in imposing à nominal fine In each case, said he did not wish to do anything in the court which might prejudice the interests of suburban shopkeepers.
Tradesmen in other aress should similarly combine when they suspect their local police of officiousness; motorists would cer-y tainly thank them. It will be re- membered,"Incidentally, that Car-" diff has in the past been the scene of some unusual prosecutions, based on an unduly striët inter- pretation of the laws, for the carrying of goods in private cars.
It was inevitable that America's export trade-should be great. The character of the country, geogra- phically, and the vast distances to [be covered," led naturally to the development of a type of auto- mobile well suited to the needs of a large portion of the world. That was an accident a lucky aceld-— — was perhaps, but still an actands with a figure of 5.4 sec: on dent. America has never gone out of her way to produce an automo- bile suitable for ëxport at the ex- pense of unsuitability for the home market. It has not been
necessary, and even if it had it is doubtful whether it would have been a commercial proposition, for the simple reason that of every hundred American auto- mobiles placed, ninety-three or ninety-four a Lie sold at home That is a fact not generally real- ised. For those who may doubt the statement made above, here are the detailed export percent- ages of the total production :----
1931 1932 1933
Per Per Per Cent. Cent. Cent- Great Britain 12.5 19.1 19.0 America
9.8 10.3 7.3--
In making this approximation, by the way, it has been consider". ed fairest to discount the Cana- dian production altogether."Ame- rica is fond of claiming this to her own credit, but the Canadian subsidiary factories themselves, apart from the political necessity of showing B- certain percent- age Empire content to quality. for preferential tariffs. are, in xenéral, disposed to pride them- selves on the British origin of their products. Thus, it has seemed hest to confine the statis- _tics...bere given to goods actually- - produced in Great Britain and the
US.A respectively
British designers, in their en- deavours to circumvent the British method of taxation, based on the number of cylinders and the bore, -coupled . (later) with a' fuel tax in addition, have been driven to develop the amall-espacity, high- revving engine, It has been de- veloped to a high pitch of em” ciency and economy, but it never could and hever will compete in top gear performance or accelera- tion with the big six or eight- "Cylinder vehicle:
Average Performances Compared
Nevertheless,
performance. 15
critics would
Of these tests the
of British-built-
less there are STEM
atlantic origiit for a fa to be drawn.
These figures show the cal British car is a. alx about 14 hp, OF 1
ader over thr
venico
To come Performance. has stop
of trans avers
typl:::
der of
wo: litres.
frelati
an 8.94 to I gear.
On the other side of the pic türe the British car is shown to have better braking on the aver- age, and to score heavily in the matter of fuel consumption. In 1932 the last time this figure was given the advantage lay with Great Britain to the tune of an average of 26.89 m.p.g. as against (Continued on Page 5).
',
THE INSURANCE
THREAT
An Impending Increase
There now seems no doubt that the tarif companies in the car Insurance world have arranged to ralse premiums In the very near future. The increases will affect motorists who keep cars In" cer- tain denzely populated areas, while those whose cars are kept well outside such areas will con- tinue to yay at the old rates. It is known that the question of rates has been under review. for some time by the tariff offices." The main argument advanced in favour of an increase is that, for several years past, loss has been experienced by the insurance companies in respect of their "town" business which justifies an important revision of pre- miums.
Evidence Wanted "Can this contention be sub- stantiated by figures" The mo- torist is rot unreasonable; he
"does not want to see his insurance
company running at a loss, but he
lot tamely submit to yet another imposition unless be is convinced that it is really just
fled. At the moment there is no generally avalable evidence that the insurance concerns are losing money on their town business. Indeed, what evidence there is. seems to support the opposite
view.
cars by
tain point a rate-cutting competi tion would be most dangerous, for. it might result in a crop of in- surance failures. and in many motorists being ruined by having to meet heavy claims themselves. It is most sincerely to be hoped that the tariff concerns will not precipitate any crisis of that kind. Their duty is obvious "If they have a sound case they must prove it by facts and figures" which are so clearly set out that the man in the rfrest can easily understand ther
... What is actually wanted is a complete revision of the system of rating. The horse-power of a vehicle has no close relation to the claims that may have to be met. Cheapness of spares and body and chassis design are more important points. A buckled wing on a popular 30 hp. car spares readily avaliable may be a matter of shilings and a matter of. pounds on a much smaller car of
complicated type. Those foreign
cars which are sold over here in limited numbers are likely to be. more expensive to repair than po pular models of home, origin on account of the difficulty of ob- taining replacements. In most serious collisions the vehicles are more heavily damaged at the front than at the back. A front- wheel-drive car in these circum- stances is very obviously Hable to cost more to repair than one or An orthodox type.
"What has horse-power with these matters?"
Sound Distinction
How. Is it that premium rates far below the tariff scale are quoted for certain insurers who are recommended by the eminently shrewd and reliable manufacturers of the vehicles in question? Again, how is it that specially attractive rates are quoted for certain very popular A distinction between town and machines? Are the insurers los country cars seems obviously ing money at these rates? If so, sound. It has been used success- they should be discontinued and fully in America, and in Great the risks referred to should be Britain as well by certain.com- ing with those asked for teas covered at premiums correspond-panies. But the greatest reform,
popular models.
Unles the tariff companies come frankly into the open and give motorists definite proof that rates must go up, there will be grave risk of a great "landslide" away from the tariff concerns and towards companies which are pre- pared to cut rates. Beyond a cer-
and the one which would appeal most to motorists. would be to lay more stress on the skill of the driver. "No-claim bonuses should rise far above their pregent heights. To balance this, flex- ible use should be made of the excess system drivers with bad records having themselves to bear the first part of any claims.
TRUST A THORNYCROFT WITH Your TranspORT
DEAL DIRECT
THORNYCROFT
SIX-CYLINDERED
COACHES @ OMNIBUSES
MOTOR VEHICLES
DIESEL OR PETROL
Ploseer Hanufactu
Full Range
of Co
ted in Hong Kong and Shanghal
1 or 6 Wheels
for 6 Cylinders
80 Cwt to 10 Ton Loads
20 to 70 Passengers
JOHN I THORNYCROFT & CO., LIMITED.
TRUST A THORNYCROFT WITH YOUR TRANSPORT}