1935-05-21 — Page 2

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DRIVING FAULTS THAT "MAKE" ACCIDENTS

Never Rely Too Much On The Skill Of Others

By a Correspondent in this article I shall deal with driving in so far as it enters into un analysis di accidents: casce where there have been insuffic- lent, concentration and very lit- tle pride. You must have seen scores of such-especially on the roads to the South Coast a holi- day times.

An Intolerant attitude towards our fellow Travellers Is one of the greatest dangers of to-day when the roads are so crowded. It in- spires a false sense of security It makes one rely on the fact motor- that other drivers, or

cyclists, or pedestrians. as the case may be, are going to do the right things or give the right things or give the right signals as a matter of course when they see one coming. Consequently. being already much delayed, one is tempted not to slow up in every doubtful case, But such a policy .. does not pay. It is a happy-go- lucky idea at best. And it has been the curtain-raiser to many a roadside tragedy.

A Perfect Driver

I can lustrate that fact by a case came to my notice some time ago. A young man who was driv- Ing along one of the by-pass roads out of London ran into the back of a lady's car which was going in the same direction as his

SWELL

The accident happened like this: The car with the woman driver was stationary en the left- hand side of the road when the trouble began, and it stood a few yards short of a turning to the right on the opposite side of the road.

The driver of the other car, who said that he was doing about 35 m.p.h. ran into her because she started suddenly and turned away from the kerb in order to go down the turning on the other side of the road. Apparently she gave no signal that she was going 'to do this.

He tried to get in behind her. to pass between her car and the kerb, but he was unable to do so, The resulting damage was quite expensive

Do

Now, o! course, there 15 doubt that the lady was wrong in not conforming to the custom or giving a signal before execut- ing a maneouvre of that kind on the road. But I blame the other. driver just as much for two rea-

sons.

•

The first is that he relied on The fact that the lady was a per- fect driver. You should never rely on any other motorist being a perfect driver! In fact, one of the cardinal points of safe driv- ing is to look upon other motor- ists as amiable lunatics at large. The Wheels of a Car Tell No Lies

Secondly, from all accounts, he entirely forgot to look at the wheels of her car as he came up to pass it: to see whether they were revolving or beglining to turn away from the kerb. The wheels of a car tell no liest Whereas the signals of its driver may be conspicuous by their ab- sence, or, if they are made, may be completely misleading.

In a night-driving case I heard. of shortly afterwards, a driver committed the unforgivable sin of switching his headlights com- pictely out to pass a lorry coming in the opposite direction. Also pe was foolish enough not to reduce his speed very appreciably. The result was that he knocked down an old woman who was crossing the road just behind the lorry.

Undoubtedly the driver of the rar was guilty of a criminally foolish action in switching out his headlights. No doubt he meant it as a mark of courtesy to. the driver of the oncoming lorry But the fact remains, and is un- disputed by all really know edge. able drivers, that to "black-out" 14 absolute madness,

and even to dim your headlights very con- siderably is unwise. Headlights that by touching a switch can be changed over to another circuit giving a difused light just in front of the car afford the only really safe methods of extending that particular courtesy to other drivers whom you may meet at night. Even then it goes without saying that you must consider-... ably reduce your speed, because It is a rule never to drive so fast that you cannot pull up within

the range of the lamps you are using; that is, the distance over which you have a clear field of .view.

This particuar driver was also asking for trouble by taking it for granted there was nothing be- hind the lorry, «

A

more

W give you just two "daylight" cases, on an overtaking. case and the other's skidding case,"

In the first instance, the driver of a sporting car was overtaking. A heavy lorry towing a trailer when he met a car coming in the opposite direction. with the re- sult that the three of them were involved in a smash which proved to be very costly.

The particular road on which this accident took place is prac- tically straight, so that the speed merchant can be absolved from the charge of trying to overtake on a blind corner. Consequently. wo, must describe his action as a grave error of judgment, aggrav- ated by another driving fault.

Dn't Get Too Close

You never sit very close on the in front; and the of a car reason is obvious. For one thing. you cannot see past the car with- pulling right out on to the cffside of the road. And for an- other thing. If some emergency cause its driver to stop suddenly you stand a very good chance of running into the back of it.

In the case to which I am re- ferring, the driver of the fast car came up much too close behind the lorry: so that he could not see past i Therefore, when he made up his mind to pass, be had to turn out sharply from im- mediately behind it. Then, see- ing another car coming in the opposite direction he decided, very foolishly. that he had room to push through with the result. that I have already given.

Now for the skidding accident. In this case a man skidded into a ditch by a bad corner. The road surface was in just that parti- cularly dangerous condition when It is wet and dry in patches. It happened to be rather greasy on the actual Itself; about twenty yards short of the corner there was a nice dry patch; and then farther away from the corner again it was wet,

Was

What actually happened this: he got it to a panic because he thought he was arriving at the corner much too fast 'lo get. round, and, as people do who have not had a certain amount bf experience, he stamped on the footbrake for all he was worth.

Unfortunately he was on the first bit of greasy surface! In consequence he skidded wildly, and was still more of less out of Control when he reached the dry patch of road; so that particular surface was of no benefit to bilm. Finally he arrived at the greasy czner itself, badly placed to no gotiate it properly. Also I expect one or more of his wheels were locked. As a result he skidded straights n into the ditch instead of going round the corner.

Be Deliberate

You see he made three mis- takes:-

(1) When he reached the first a "patch" of wet road and realised that he was going rather fast, he should have begun to apply his brakes gradually

(2) When he got. safely off the first bit of wet road and on to the dr par u he ahould have applied his brakes very firmly in deed, so as to bring his car down to a safe speed before he got on the second bit of wet road at the actual corner itself.

(3) He should not have let him- get into a panic, because that is the most certain way of causing an accident.

Now, the four accidents I bave discussed are each one different from the others in the actual driving faults which they illust- rate. And it is this analysis of road "experience which is so in- valuable to all motorists who want to improve their driving.

Always concentrate on what you are doing and never allow yourself to be hurried.

Be deliberate in a that you do. Charge gear in plenty of time for

a hill or a cross-rbad,and try

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HONG KONG DAILY PRESS, TUESDAY, MAY 21, 1935.

MOTOR JOTTINGS

MOTORING AND MOTORS

Gear-Changing Simplified

The new 12-h.p. Humber, which I was sent for trial a short time ago, is a notable 'addition to the interesting category of cars that cost between £275.and £300, a class in which the British indus- try still excels writes a corres- pondent It has almost every thing you want in an all-purpose car. It is lively, fast on the level Atted 'and uphill well-sprung.

brakes, with extremely good reasonably quiet, in operation up to a reasonable speed. The body- work is comfortable, and the ap- pearance is good. Its prica is

£285, and it is the sort of ear .. that would have cost at the very least twice as much five years Ago. It is another convincing example of the speed at which motor-design is progressing tò- day.

en-

The power-plant and gear are of the orthodox type, without novelties. The side-valved gine has a bore and stroke of 69.5 by 110, which gives the re- spectable cublé capacity of 1,669 c.c... an unusually big size for a £9 tax. Over 40, hp. is stated to be developed at 3,600 revolutions. The weight of the complete six- windowed saloon, in running trim, is about 23. cwt. By modern standards this is not at all an ex- cessive weight (I disagree very heartily with modem standards on. this particular point-most cars are absurdly heavy), and I was to a certain extent prepared for the excellent performance the car put up on the trial.

Comfortable Bodywork, Although the body is really comfortable and there is a decent amount of room behind, the wheelbase is only 8 ft. 24 In.. which implies clever coachbuild- Ing. The engine is set well for- ward, in the new fashion, but even so I did not quite see how so much leg-room had been provid ed. The "way out" of the back seat is rather cramped as an in- evitable result of the short wheel- hase, bit there is nothing else down for complaint. The back houses the spare wheel, and there is an excellent tray for luggage formed by the lid of the recess. The interior fittings are of good quality, the dash in particular be- ing well equipped and plainly finished. Th speedometer has a very large dial on which it should be easy to see when the speed ap- proaches 30 miles an hour, and the clock is contained in it. A well turned-out car.

i

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balanced. A

third good. point was the foot-brake,, which was certainly one of the best I have ever used. The shoes are of the ordinary self-energising, Duoservo type, but unusually powerful and swift in action. The same set is I operated by the hand-lever. found the latter inconveniently placed, and by ho means easy to use to the full extent.

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RANDOM NOTFS

THIS MOTOR AGE

The problem of fading carriage

CHEVROLETS ON and horses for the use of Dominion

DISPLAY

Treat For Shanghai Motorists

are

Numerous improvements. but no radical changes, characterize the 1935 Chevrolets which known as the New Standard and the Master De Luxe, to be shown Motors. by Messrs. Reliance Half-elliptic springs are con- tinued on the former and knee action on the latter. Bodles are more attractive and

roomler.

The newly added Standard four- door sedan has the same dimen- slons as the coach

The fourth major good point is the case of gear-changing, due to all four gears being synchromesh- ed. Third and second speeds are

A more attractive hood and not truly silent--that

radiator design, vee their light

windshield

much

misused word-but hum is quite unobjectionable.

The car under review was un- comfortably trew, having done less than 300 miles when I took it over. Consequently. I did not press it beyond afty-eight miles an hour, for a moment, on top. or beyond, thirty-eight on third, Something not far off sixty-ave. can be reguarly achieved, I be- lleve, with a run-in car. Pebble- combe Hill was climbed on first and second

in thirty-eight seconds, the maximum speed be- ing twenty-six and the minimum twenty-three miles an hour. Ob-" viously these figures do not re- present the car's best perform. ance. For the rest the car ran very smoothly and quietly. Over forty-five miles an hour there is a certain amount of healthy noise from the engine, but it is not in the least disagreeable. I call this cheap car in the true meaning of the term,

An Interesting New Gear Lately I have driven another Humber, a 24-hp. "Salpe," fitted with the дета de Normanville Safety Gear, which can be had as an extra on the 16-h.p. and 24- h.p. Humbers, but not on the 12-h.p. This device, which is in- tended to give lightning gear- changes and to eliminate the risk or making a false change, is an interesting addition to the exist ing quick-change systems. The gear is of the epicyclic type, with important differences from the normal. Of these, the first, to my own thinking, is, the fact that on top and third speeds the actual. efficiency is claimed to be no less than 99 per cent. No other gear I know, approaches this figure, and so small a frictional loss should make a considerable differ- ence to the performance of the smaller type of engine, should system ever be fitted to this. An- other is that the brakes locking Several points about this var

the planet wheels are hydraulic, a impressed me. I like the steering - third is that there is a "coast-

very much. It is light,' steady, and Arm. To my infnd the Ideal steering, on roads as they are „to-day, is one that offers a slight but definite pressure against the movement of the wheel. Except in very rare cases, it lɛ so easy to shift that the conventional child can do it with one finger it is ten to one that it will want watching all the time. It will da little for itself. The Humber steering is so good all round that you forget all about it,

Four Good Points

Another very good point was the springing and road-holding at high speeds. Over the special rough stretch on the top of Box"

Hill there was a certain smount of hard riding above twenty miles an hour (this is quite usual, with mormal suspension), but everywhere else. I thought the thoroughly comfortable and well

time for a corner-not at the last'

moment.

Then, if you want drive fast, choose the right place to do so, doing it deliberately, efficiently, and therefore safely.

One other matter I would. in- press upon you; a matter that we all need to keep very firmly fixed in our minds. It is this; we are all of us pedestrians every day even if we only walk down the street to buy a packet of cigaret- tes...

Therefore it is important for us to remember that pedestriana, and cyclists, and other motorists feel just as annoyed when we frighten them, as we do when

your utmost to do it well,-

Sound your horn in plenty of they frighten us.

ing" position, a fourth that the gear turns at half engine-speed, and a fifth that second, third, and top are almost noiseless at any speed.

An ordinary clutch is used, and the ordinary procedure followed for changing gear. The gear- control is above the steering- wheel, marked 1, 2, 3, 4, R. and C. for the gears and “coasting" . It a is only necessary to touch the clutch pedal, as in a lightning down-change with a normal box, for a change either up or down, -and the result is all the makers "claim for it. You cannot pre- select a gear or change without declutching, but you cannot "crash" a gear. From the fool- driver's point of view, it is cer- tainly fool-proof. And the gear- lever is where it ought to be. You not only change speed very fast and without a sound, but in comfort.

FAMOUS RACE DRIVER

BUYS AUBURN

M. Tazio Nuvolari, one of the world's most famous race drivers, has just purchased an Auburn straight eight 1935 cabriolet, from the Company's Paris distributor.

Dual ratio especially appealed to M. Nuvolari and in a letter to the distributor he says that he was "pleasantly surprised with " Its advantages, especially the economy and silence." The road- ability, security and comfort of the ear are particularly notice-

and deeply skifted fenders add to the appearance of the Master. The radiator is higher and par- rower and has more slope, and the belt level is higher. The radiator cap is "under the hood on the left (oll" side). The louvres are streamlined in form," semi-circular in section, and ap- pear to provide no opening. But this is an optical illusion. The upper half curves outward from the" hood. panel whße the lower "half curves inward, forming a sort of "parenthetical" opening. but the high-light on the latter suggests to the eye that it curves outward.

The Master closed models have an all-steel roof which also in cludes side rails and drip mould- ing, rear Indow panel, and the upper portion of the windshield pillars. It is welded to the latter and to the single panel which comprises the rear deck and quarter windows Floors, front and rear, are steel.

Thus 85 per cent of the body enclosure is steel, The roof is mounted on steel bows and is lined with felt to deaden it. Not only does the new roof contribute to safety but it is more attractive, and leak- proof. Radio antennae. are lo- cated under the running board.

Prime Ministers in the Jubilee procession is, the writer under- stands, causing considerable con-

cero.

The Royal Mews cannot rise fully to the occasion, and the Dominions and Colonial Depuit- ments are taking on the respongi. bility. Teams of bays are under- going special training..

Meanwhile the old rumour that the famous greys in the Royal Mews wear artificial tails

for ceremonial drives has once more gained currency. Great indigna-

tion is felt in the stables.

It is understood, however, that when the Hanoverian cream hornes which were maintained for pro- cessional purposes in King Ed ward's time were used, some of them had their rather stumpy tails supplemented by artificial hair.

The practice died with the de parture of the creacs. From the mows.

GRUELLING TESTS FOR PACKARD 1--20

الو

After 25,000 miles of driving over the worst roads and under other of the most difficult of motoring conditions that could be found in America three Packard cars returned to Detroit recently. They were new One Twenty Packards.

Leaving Detroit the cars were first driven to Texas as word had been received that road con- ditions in a part of that state were "impossible." Thousands of miles of driving were piled up and then the caravan headed for the Imperial Valley in California.

In the vicinity of Indio, Call- fornia, conditions were found to be just right to subject each car to sand storms so bad that at times face masks had to be worn by the drivers. Almost day and night the cars were driven across the desert roads being forgotten for the practically trackless sands.

1

Variety for the drivers, but still great difficulties for the cars was obtained by occasional high. speed trips In the mountains. From points 250 feet below sea » level where the thermometer

stood at 90 degrees and more

the

FIRST MORRIS . IN SHANGHAI

Seventeen years ago the first Morris car in Shanghai was re- ceived by the old Central Gat- age, at that time representative for Morris Matars. This first car is still on the road. It has travel-, ed many thousands of miles, and is still in perfect mechanical condition

"When we consider, the re- markable performance of this Car and the large number ** Morris car which the Shanghal

demanded since public has

1t came into the world. we can realize the soundness of the principles upon which Morris founded his business," comment- ed Mr. N. Greenberg.

sales manager of Hartzenbusch Motors, who saw the arst lot of Morris cars arrive;

"Though many changes have occurred in the automative in- dustry in the seventeen years Morris Motors still hold to the fundamentals inaugurated when the first car was built.

"The founders of Morris Motor had for the goal the manufacture of a motor car that above all else would represent dependability for the consumers dollar. This de- pendability, they believed, could be assured only through sound design, fine materials and expert craftsmanship.

"By continuing to insist upon the essentials they have been able to produce aufamoblies of long Hie which give thoroughly satisfactory service during that Hfe. Like the first car received in Shanghal, all Morris products have been built to last and to give maximum servive at mini- mum cost for upkeep and opera- tion. · |

"With the uniquely expressive words if its a Morris it must be right, today Morris products are better than Lord Nuffield стег dreamed of at the time when the first one appeared."

cars were driven over rough trails at altitudes" of · 8,000 feet and temperatures below zero, with all of the desert and sand driving brakes were adjusted but once and no other mechanical work was required.

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