CHAPTER VIII
TIPS--NECESSARY AND UNNECESSARY
Motoring now so general that an Owner of a Car is not any longer considered to be necessarily a Millionairess--Tipping should be on a sensible Basis--While the Motor-car has emphasised Tipping, nowadays the modest Shilling receives quite a Welcome--When to tip and when not to tip explained from Personal Experiences
If there is one thing more than another which the motor-car has revived and intensified it is the habit and practice of tipping. I need not give a lecture on tips. All of us agree, more or less, that the present-day tip is one of the banes of existence. But there are two sides to the question--one we as the givers of tips know a good deal about. Few know much about the other side--the side of the worker for and receiver of tips.
Tips must therefore be divided into two classes--the necessary tip and the unnecessary. There are more of the latter than the former. Under the head of necessary tips I would place the garage tip, whether the garage be a public one or a private one at the house of a friend. There are a few other necessary tips, such as when a friend lends you a car for a drive or a tour or when your friend’s chauffeur drives you to the railway station at an unusual hour or in very bad weather.
Luckily the motor-car is coming into such general use to-day that those who may possess one are not necessarily put down as millionaires. The chauffeur, attendants and servants generally are beginning to realise this and no longer expect a handful of money from every motoriste.
The amount of tips which should be given, in the numerous cases which I am going to mention, should depend on your income and ability to afford. That millionaires are not usually generous tippers is a well-known fact. Generally it is from the woman or man who is not very well off and who can ill afford it that the biggest tips come.
To those who count their half-crowns as worth a full thirty pence and value them accordingly, I would say--Do not be afraid to accept a friend’s invitation to visit them with your motor-car because you cannot afford to do much tipping. Be sensible about this matter and I can assure you that your friend’s chauffeur, or groom, will also be sensible and welcome the modest shilling or half-crown you give him.
Tipping at a public garage, if you keep your car there, has already been touched on in a previous chapter. If you go on a tour or a little trip, driving yourself, and put your car in a public garage or the one attached to your hotel or roadside inn, your car will not be touched unless you so order. Then for cleaning it, furnishing petrol, charging battery or anything else which may be wanted, there are regulation charges and these will be put down in your bill. The attendant at the garage may or may not be the man who did the work, but if he is it would be quite the proper thing to give him a small tip, just as you might tip the waiter or the chambermaid had they done any satisfactory work for you. But this need not be more than either waiter or chambermaid receive, and if your car has not been cleaned it is scarcely necessary to give the attendant even sixpence unless he has done some service for you.
Some hotels and wayside inns nowadays clean cars which stop with them overnight without extra charge, yet the fee they charge for the garage really covers this. In such case a shilling to the man who did the work would not be amiss. Your car may come into his hands again and he may do better work on it because of the little tip.
If stopping just for lunch or tea at an hotel or inn and, for convenience’ sake, you run your car into the yard or garage, a small tip is necessary.
If you stop the night at a friend’s house and your car is placed in your hostess’s garage, you will find it spick and span in the morning with water in the tank and your petrol-tank also replenished. Perhaps this petrol has been supplied from the spare can you carry, or it may have come from your friend’s supply.
You can quickly find out this. Naturally you will test your tanks and you can question
the attendant. Should the petrol-tank not be filled up and should you have used all yours you would naturally ask for enough to fill your wants. Pay for this, for in most garages nowadays a careful account is kept of petrol and other expenses. A five-shilling tip for the man is quite enough.
If your hostess should have a stable only and not a garage, and the man is only able to clean your car as he would a carriage and you have to do the filling of the tanks and the starting of the engine and so on, a smaller tip is all that is necessary.
In staying a week-end at a country house, if your car has not been used during your stay the tip of five shillings is quite sufficient. But rules on such points depend on circumstances. If the weather has been bad and the car is in a very muddy state the man will probably have had considerable extra work to bring out your car clean and shining. Remember what you would have had to pay at a public garage and act accordingly.
If you merely pay a call or go to lunch or tea with a friend, and your hostess has a chauffeur who takes the car from you and brings it up to the front door at your departure, a little tip, perhaps two shillings, should suffice.
But such a tip is quite an unnecessary one. The man has done nothing but what he has been paid to do by your hostess. He has done no special or extra work especially for you.
It is always a good thing to keep this in mind whether or no a man whom you are about to tip has performed any direct service for you, extra in any way to what he is paid his wages for, in connection with your car. If he has, a tip is not out of place, if you can afford to give one.
Do not let the idea run away with you that simply because you own and drive a car you must be handing tips to everybody. More than half the tips given are absolutely unnecessary.
There are dozens of cases where people foolishly tip. If your hostess’s groom drove you in the dog-cart to the station to catch a train you might think a two-shilling tip all-sufficient. Yet when her chauffeur takes you to the same place in a motor-car you wonder whether he will think five shillings is enough. It is really very absurd. If we have to tip, why not treat the motor-car as we would any vehicle and the chauffeur as we would any groom or coachman?
There are some people who feel justified, if sent up to town in a friend’s car, in giving the chauffeur as a tip the amount of the first-class railway fare for the distance. A tip decidedly should be given, but certainly not so large a one as this, in most cases, would figure out.
If taken to town from a country house, or _vice versa_, and one travels in the car with one’s hostess, certainly no tip is necessary; nor should one be given if one goes for a drive with one’s hostess.
Should a friend lend you a car for a day or a drive, a small tip is properly given; but if a friend lends you a car for a tour of some days, the proper thing is to offer to pay the chauffeur’s wages for the week. A tip on the top of this should depend on the manner in which the man serves you.
I have mentioned all these different points because at some time or another they may be actual experiences of the woman who owns and drives her own car.
I do not claim to be an authority on tipping. I distribute a good many gold and silver pieces during a year, but I tip for services rendered and use common sense about the amounts. I get the best of service everywhere.
If every woman who drives her own car followed my rule in this respect the tipping nuisance would not be such a terrible thing after all.
DISTINGUISHED WOMEN MOTORISTES
The Englishwoman at the Wheel--Her Skill in Mechanics and Map-reading--The Ladies’ Automobile Club--Some Noble Women Motoristes--Successful Competitors--Lady Racers at Brooklands--A “Motor Christening”
There is no country in the world--not even France, where the motoring movement received its first real start and its keenest pursuit, nor America, where the fair sex is supposed to receive and to exercise its largest freedom--there is no country in the world in which woman may be seen at the helm of a motor-car so frequently as in England. Whatever the cause--whether it be due to a greater sense of security from annoyance on public roads or simply to superiority of pluck, the fact remains that women in England excel their sisters in other countries as greatly in motoring as in horsemanship.
Almost every woman who can afford it is, of course, a motoriste in the sense that she owns, or has at her disposal, a motor-car. It is not, however, with the ladies whose experience of the pastime is limited to a seat beside or behind the driver that this chapter deals, but rather with those who are accustomed to the task of driving and caring for their cars, and who find a healthful recreation in doing it. Twenty or thirty years ago, two of the essentials to a motorist--some acquaintance with mechanics and the ability to understand local topography--were supposed to be beyond the capacity of a woman’s brain. The supposition was simply due to the fact that woman’s brain had never had occasion to approach these subjects. Fifty years ago a satirical writer--a man, of course--averred that although instruction in “the use of the globes” was part of the curriculum of every girls’ school, no woman could understand, or would try to understand, a road map. If the remark was true when it was written it is
certainly not true to-day. The school-room globes have long been buried in the dust of disuse, but the pastimes of cycling and motoring have made the understanding of maps a necessity to every active gentlewoman; indeed the average woman is probably quicker than the average man in gathering from a map the information which it has to offer.
So with mechanics. If a woman wants to learn how to drive and to understand a motor-car, she can and will learn as quickly as a man. Hundreds of women have done and are doing so, and there is many a one whose keen eyes can detect, and whose deft fingers can remedy, a loose nut or a faulty electrical connection in half the time that the professional chauffeur would spend upon the work.
Incontestable evidence of the practical interest which Englishwomen are taking in motoring is afforded by the existence and prosperity of the Ladies’ Automobile Club. This institution was established in 1903. The annual subscription is five guineas, and there is an entrance fee of the same amount. There are nearly four hundred members, most of whom are fully competent to drive their own cars. The club has successfully organised a number of tours in England and on the Continent as well as driving competitions at Ranelagh.
The president of the Ladies’ Automobile Club, the Duchess of Sutherland, is the _grande dame_ of automobilism in England. The Duchess is an accomplished motoriste, and although in cold weather she prefers to be driven by somebody else, in summer she may often be seen at the wheel. Her latest car is a Mercédès.
Another peeress who drives, and drives well, is the Countess of Kinnoull. The Countess shares her husband’s fondness for sport, a great variety of which is provided in the neighbourhood of their beautiful Scottish home at Dupplin Castle, and she finds the motor-car an indispensable adjunct to the full enjoyment of country life.
Lady Wimborne, whose energy and industry are as inexhaustible as those of her brother, the late Lord Randolph Churchill, finds the
motor-car an invaluable aid to her useful activities as well as a means of recreation. She has three or four cars, and is an able and confident driver.
Lady Viola Talbot, daughter of the Premier Earl of England, is like her father in the love of sport. Like him she is almost as fond of motors as of horses. She is mistress of the car and its appurtenances, and has driven some thousands of miles at home and abroad.
Among other titled ladies who count their miles by the thousand may be named Lady Beatrice Rawson, a devotee of the small car; Lady Muriel Gore-Brown, the Hon. Mrs. Maurice Gifford, of Boothby Hall, Grantham; Lady Plowden, and the Baroness Campbell de Laurentz. The Baroness has the distinction of being the first lady in Britain to drive and manage her own car. Cars in those days were patterned like high dog-carts and were mostly steamers. The Baroness possesses several photographs of herself and husband, with a groom in the tiger’s seat, of the old-fashioned car. To-day these pictures have a very queer look.
A complete list of the ladies who have taken part in motor-car road trials and club competitions would be wearisome to the reader, but a few names may be mentioned. Miss Muriel Hind, one of the few women who favour the motor-bicycle, has won many medals in long-distance trials. Mrs. Herbert Lloyd, who is not only an expert driver, but the inventor of some very ingenious appliances for motor-cars, has done well in open competition with professional male drivers. Miss Daisy Hampson has won prizes with her 120 horse-power Fiat. Mrs. E. Manville has taken part in the Herkomer competition.
No list of distinguished women motoristes would be complete without the names of those who took part in the first race for ladies upon the Brooklands course. The race, which was called the Ladies’ Bracelet Handicap, took place in July 1908. There were five starters: Mrs. Locke-King, wife of the founder and owner of Brooklands Racecourse; Miss Muriel Thompson, Miss Christabel Ellis, Miss N. Ridge-Jones, and Mrs. J. Roland Hewitt. Mrs. Locke-King, who started from scratch,
finished a length in front of Miss Muriel Thompson, her speed over the course being at the rate of fifty miles an hour.
There are few lady motoristes who take a keener practical interest in their cars than Miss Isabel Savory. Miss Savory, who has driven many cars, is loud in her praises of her 10 horse-power Cadillac. This car she has always driven and attended to herself, never having employed a chauffeur. She has done all the oiling and adjustments and has put on many a new inner tube by the roadside. She has driven long distances without any companion, and has dealt single-handed and successfully with every emergency that has arisen.
Mrs. George Thrupp, of Cadogan Square, has been driving ever since 1896. Her favourite cars are the Renault and Mors, in which she has toured in Great Britain and on the Continent. She has won prizes in driving competitions. She was, in fact, one of the pioneers of motoring for women, and her youngest boy, Roger, was the first baby to have a “motor christening.”
Other names of motoring women that occur to one are those of Mrs. Edward Kennard, the novelist, who is equally at home at the wheel of a 40 horse-power Napier car and in the saddle of a motor-bicycle; Miss Hunter Baillie, of Cirencester; Mrs. Mark Mayhew, Miss Schiff, Mrs. Claude Paine, Mrs. Nicol, Mrs. Weguelin, Mrs. Charles Jarrott, and Mrs. Edge. No doubt there are other names which at the moment have slipped the memory but which have as good a claim as these to inclusion in the catalogue of distinguished women motoristes. The list is long enough, however, to show the ardour and success with which women have applied themselves to the mechanical details of automobilism.
THE COMING OF THE SMALL CAR
A good Car at a low Price--Lessons of the “Small Car Derby”--Some notable Small Cars and their Cost--Comparatively low Running Expenses--The Car of the People
One of the latest and most notable developments of the motor industry is the prominence of the small car. It is obvious that the number of individuals who can afford to pay from £150 to £230 for a motor-car for purposes either of pleasure or business is enormous in proportion to the number of those who can afford to pay more. Motor manufacturers have never been blind to that fact. It is only in recent years, however, that they have seen their way to meet the demand with satisfaction to their customers and profit to themselves. The small car has come, and its merits are so considerable, the pockets to which it appeals so many, that its popularity is assured. It is not a very rash prophecy to declare that in a few years’ time it will be the vehicle most commonly met with on the high road, and its manufacture the mainstay of the motor trade.
In France, where the possibilities--commercial and practical--of the small car were first foreseen, the great motor race of the year, the Grand Prix of the Automobile Club de France, is now preceded by a Grand Prix des Voiturettes, and the result of the 1908 contest is a striking illustration of the speed and reliability of which some of these little vehicles are capable. Of the forty-seven voiturettes which went to the post, twenty completed the course of 286 miles in a little more than seven and a half hours. The winner, a car driven by a single-cylinder De Dion engine and weighing little more than twelve hundred-weight, covered the distance in five hours and three-quarters--an average speed of nearly fifty miles an hour; while the second car, a single-cylinder Sizaire, which was only six minutes behind at the finish, covered one of the laps at an average speed of more than fifty-three miles an hour. Speeds such as these are happily not lawful on English roads. I point to them only to illustrate the power that the motor manufacturer has succeeded in obtaining from a single cylinder of less than four inches bore, and the excellence of design and material which has enabled him to produce a little vehicle, weighing a good deal less than a ton, yet capable of withstanding the shocks of rattling over 286 miles of country road at racing speed.
The race for the Grand Prix des Voiturettes and other recent trials have amply demonstrated the speed and reliability of the small car. They have shown that for sums ranging from £150 to £230 the manufacturer can make a car which, for all practical purposes of everyday use upon the road, is the equal in speed and trustworthiness of a car costing from three to five times as much. The 8 horse-power De Dion, which costs £225 15_s._, went through the International Touring-car Trial of 1908 with flying colours. It covered 1800 miles of arduous road work in capital style, and by shedding one of its passengers it even managed to climb the terrible two-mile slope of the Kirkstone Pass. The 9 horse-power Sizaire, the engine already referred to as having accomplished the fastest lap in the Grand Prix, costs 190 guineas. There are many other cars, British and foreign, not less reliable and equally moderate in price: the Phœnix, for example, a twin-cylinder car, costing £140; the Jackson De Dion, costing £220; the Pick, a four-cylinder 14-16 horse-power car, costing only £165; the Rover, costing from 100 to 200 guineas according to engine-power and finish; and the Vauxhall. When it is remembered that cars can often be bought second-hand but in first-class condition for about two-thirds of their original cost, it will be recognised that motoring need not be the exclusive privilege of the very rich.
It is not, however, in the comparison of first cost so much as in that of the cost of maintenance that the small car appeals to the man of moderate means. Generally speaking it may be said that as compared with a full-powered car the small car uses little more than one-third the quantity of petrol per mile travelled, and that its tyres cost only half as much and last twice as long. A gallon of petrol, which will propel a big car 12 or 15 miles, will propel a little Rover or Phœnix from 30 to 40 miles. Here is a statement of the actual cost of running a 6 horse-power Rover for eleven months over nearly 6000 miles of country roads:
£ _s._ _d._ Tyre Repairs 2 2 9 Petrol 12 0 0 Oil 18 0 Sundry Repairs 4 12 5 ------------- Total 19 13 2 =============
The car belonged to a doctor who had to make frequent stoppages on the way, so that the consumption of petrol was higher than it would have been with continuous travelling. Nevertheless, the cost of running the car works out at about four-fifths of a penny per mile--less than third-class railway fare for one person. This is, no doubt, an exceptionally low figure. Another user of an exactly similar car has found the cost of running 3400 miles to be as follows:
£ _s._ _d._ Tyre Repairs 2 13 0 Petrol 6 19 0 Oil and Grease 2 6 0 Sundry Repairs 1 10 0 Charging Accumulators 18 0 Brushes and Waste 10 0 ------------ Total 14 16 0 ============
--almost exactly a penny a mile. To these figures must, of course, be added the cost of licences, insurance, garaging, and an allowance for the depreciation of the car--that is to say, the difference between its first cost and the price at which it could be resold.
In every respect but one the advantages of the small car over its big brother are enormous. Its one drawback is that its accommodation is necessarily smaller. The typical small car is a two-seater; but that is the essence of its economy. Extra seats and extra passengers mean extra weight, and extra weight requires larger engines and more petrol, and entails more wear and tear on tyres, machinery and chassis. It is the weight that runs up the maintenance bill and the prospective purchaser should bear this in mind if he hankers after an extra seat. I may point out, nevertheless, that some of the small cars in the market can be fitted with a detachable rear seat for £6 or £7, and that others have sufficient space for the accommodation of an extra passenger upon the floor. A friend who owns a “two-seater” Sizaire, tells me that it often carries four passengers to the railway station.
It is as a two-seater, however, that the small car bases its claim to popular favour. In the majority of journeys by any sort of private vehicle two is the number for which accommodation is most frequently required. Many owners of large cars have discovered that the occasions on which a two-seater would not serve their motoring purposes are comparatively few. Obviously it is gross extravagance to employ the voracious eater of petrol and rubber upon a service which can be accomplished at a quarter of the cost by a smaller car, at the same speed, with less strain upon the driver and with equal comfort to the passenger. For these reasons the time is at hand when every motor-car owner; however many big cars he may possess, must add to his fleet at least one two-seater for run-about purposes. The large car will be a luxury, the small car will be a necessity--and not only for those who are ordinarily described as wealthy. The time is coming when every man who can afford to go out of town at week ends will find it worth his while to be a motorist, when every suburban house with a rental of over £60 will have its motor shed, and when the small car will be as prevalent upon the country road as the bicycle is to-day.
CAR INDEX-MARKS AND THEIR LOCALE
One sees every day on the streets and roads cars bearing numbers and letters quite unfamiliar. It is advantageous, in many ways, for the motoriste to be fairly well acquainted with some of the more important index-marks. One can easily remember in the United Kingdom that Ireland’s index-letters all contain the letter I and Scotland’s all the letter S (with two exceptions). England and Wales to date, with very few exceptions, use up the letters A, B, C, D, E and F. London has now four distinct index-marks and no doubt will add to them as the increase in cars may demand.
All motor-cars must have an index-mark and a registration number, excepting those owned personally by his Majesty the King.
White letters and figures on a black plate are for privately owned cars. Trade vehicles use coloured figures and letters, usually red on a white plate. Trade vehicles usually also have additional letters which are granted them as a trade-mark or for trade purposes. But the index-mark or letter of their locale must, in all instances, be placed first on the plate.
Registration need not be effected in the same district in which the car is owned, so that, with some trouble, an owner can have practically any letter she likes on her car.
The fee for registration, £1, need be paid only once on any one car, excepting on change of ownership, when a fee of 5_s._ is payable. But with this change of ownership the index-mark and registration number remain the same. If a new index-mark and registration number are wanted, the existing ones can be cancelled and the car re-registered, in any locality, on payment of the full fee.
The following are the index-marks in use in the United Kingdom:
ENGLAND AND WALES
INDEX-MARK. LOCALE.
A London (also LB, LC and LN) AA Southampton County Council AB Worcestershire AC Warwickshire AD Gloucestershire AE Bristol AF Cornwall AH Norfolk AJ Yorkshire, N. Riding AK Bradford AL Nottinghamshire AM Wiltshire AN West Ham AO Cumberland AP Sussex, East AR Hertfordshire AT Kingston-on-Hull AU Nottingham AW Shropshire AX Monmouthshire AY Leicestershire B Lancashire BA Salford BB Newcastle-on-Tyne BC Leicester BD Northamptonshire BE Lindsey BF Dorsetshire (also FX) BH Buckinghamshire BJ Suffolk, East BK Portsmouth BL Berkshire BM Bedfordshire BN Bolton BO Cardiff BP Sussex, West BR Sunderland BT Yorkshire, East Riding BU Oldham BW Oxfordshire BX Carmarthenshire BY Croydon C Yorkshire, West Riding CA Denbighshire CB Blackburn CC Carnarvonshire CD Brighton CE Cambridgeshire CF Suffolk, West CH Derby CJ Herefordshire CK Preston CL Norwich CM Birkenhead CN Gateshead CO Plymouth CP Halifax CR Southampton Borough CT Kesteven CU South Shields CW Burnley CX Huddersfield CY Swansea D Kent DA Wolverhampton DB Stockport DC Middlesbrough DE Pembrokeshire
INDEX-MARK. LOCALE. DF Northampton Borough (also NH) DH Walsall DJ St. Helens DK Rochdale DL Isle of Wight DM Flintshire DN York DO Holland, Lincs. DP Reading DR Devonport DU Coventry DW Newport, Mon. DX Ipswich DY Hastings E Staffordshire EA West Bromwich EB Isle of Ely EC Westmorland ED Warrington EE Grimsby EF West Hartlepool EH Hanley EJ Cardiganshire EK Wigan EL Bournemouth EM Bootle EN Bury EO Barrow-in-Furness EP Montgomeryshire ET Rotherham EU Breckonshire EW Huntingdonshire EX Great Yarmouth EY Anglesey F Essex FA Burton-on-Trent FB Bath FC Oxford FD Dudley FE Lincoln FF Merionethshire FH Gloucester FJ Exeter FK Worcester FL Peterborough FM Chester FN Canterbury FO Radnorshire FP Rutlandshire FR Blackpool FT Tynemouth FX Dorsetshire (also BF) FY Southport H Middlesex HA Smethwick J Durham, County K Liverpool L Glamorganshire LB London (also A) LC “ LN “ M Cheshire MN Isle of Man N Manchester NH Northampton (also DF) O Birmingham P Surrey R Derbyshire T Devonshire U Leeds W Sheffield X Northumberland Y Somersetshire
SCOTLAND
All cars bearing on their index-marks the letter S can, at a glance, be put down as Scottish, for Scotland alone has a right to the use of this letter:
INDEX-MARK. LOCALE.
AS Nairnshire BS Orkney DS Peeblesshire ES Perthshire G Glasgow HS Renfrewshire JS Ross and Cromarty KS Roxburghshire LS Selkirkshire MS Stirlingshire NS Sutherlandshire OS Wigtownshire PS Shetland RS Aberdeen City S Edinburgh SA Aberdeen County SB Argyllshire SD Ayrshire SE Banffshire SH Berwickshire SJ Buteshire SK Caithness-shire SL Clackmannanshire SM Dumfriesshire SN Dumbartonshire SO Elginshire SP Fifeshire SR Forfarshire SS Haddingtonshire ST Inverness-shire SU Kincardineshire SV Kinross-shire SW Kircudbrightshire SX Linlithgowshire SY Midlothian TS Dundee US Govan V Lanarkshire VS Greenock WS Leith XS Paisley YS Partick
IRELAND
The inclusion of the letter I on a car’s index-mark stamps that car at once as Irish, for the use of this letter is confined to Ireland:
INDEX-MARK. LOCALE.
AI Co. Meath BI Co. Monaghan CI Queen’s County DI Co. Roscommon EI Co. Sligo FI Tipperary, North HI Tipperary, South IA Co. Antrim IB Co. Armagh IC Co. Carlow ID Co. Cavan IE Co. Clare IF Co. Cork IH Co. Donegal IJ Co. Down IK Co. Dublin IL Co. Fermanagh IM Co. Galway IN Co. Kerry IO Co. Kildare IP Co. Kilkenny IR King’s County IT Co. Leitrim IU Co. Limerick IW Co. Londonderry IX Co. Longford IY Co. Louth IZ Co. Mayo JI Co. Tyrone KI Co. Waterford LI Co. West Meath MI Co. Wexford NI Co. Wicklow OI Belfast PI Cork RI Dublin TI Limerick UI Londonderry WI Waterford
FRANCE
In France the index-numbers are divided among sixteen sections, including Algeria, which are called _Arrondissements minéralogiques_. Some of these sections contain as many as eight departments or counties. The majority have single letters. Paris has five sets of single letters. It is necessary for a motoriste from the United Kingdom, when taking her car into France, to affix a French index-mark above her British one. This mark and number will be given her at the point of debarkation on registering the car and on passing a pleasant and easy little examination in the art of driving. This test consists in driving round a square or up and down the street for about a quarter or half a mile, turning a few corners _en route_. The French index-marks are as follows:
INDEX-MARK. LOCALE. A _Alais_ (Gard, Hérault, Lozère, Ardèche) A-L Algérie B _Bordeaux_ (Départements du sud de la Garonne, Charente-Inférieure, Dordogne, Lot-et-Garonne) C _Châlon-sur-Saône_ (Côte-d’Or, Jura, Ain, Doubs, Yonne, Saône-et-Loire)
INDEX-MARK. LOCALE. D _Douai_ (Nord, Aisne) E Paris (also G, I, U and X) F _Clermont-Ferrand_ (Puy-de-Dôme, Haute-Loire, Cantal, Allier, Nièvre) G Paris (also E, I, U and X) H _Chambéry_ (Savoie, Haute-Savoie, Isère, Drôme, Basses-Alpes) I Paris (also E, G, U and X) L _Le Mans_ (Sarthe, Départements de la Bretagne, Mayenne) M-V _Marseille_ (Départements de la Côte, Corse) N-O _Nancy_ (Départements de l’Est, including the Aube) P-K _Poitiers_ (Départements du sud de la Loire, including the Loiret) S _St.-Etienne_ (Rhône, Loire) T _Toulouse_ (Languedoc, including Tarn and Lot) U Paris (also E, G and I) X Paris Y { _Rouen_ (Seine-et-Oise, Seine-et-Marne, Eure, Eure-et-Loire, Seine-Inférieure, Orne, Calvados, Manche) or{ X {
GERMANY
The motoriste from the United Kingdom can take her car into Germany and drive it there without having to put on a new number. Germany willingly accepts the British index-mark already on the car. Index-marks in Germany are allotted in twenty-six different sections, one of which, Prussia, is sub-divided into twelve provinces and the city of Berlin. In nearly all the distinct kingdoms and duchies an attempt has been made to utilise the initial letter of that section, thereby making recognition of the locale of the car quicker.
In Prussia the mark is the number I in a Roman figure followed by letters of the alphabet. In many other provinces numbers in Roman figures are also used, the figure in most instances being followed by a letter of the alphabet.
The following are the German police index-marks for cars (_Kraftfahrzeuge_):
INDEX-MARK. LOCALE.
_Prussia_
I A Berlin I C East Prussia I D West Prussia I E Brandenburg I H Pomerania I J Posen I K Silesia I M Saxony I P Schleswig-Holstein I S Hanover I T Hesse-Nassau I X Westphalia I Z Rhine Province
Figures } II and } letters } Bavaria A, B, } C and } so on }
Figure } only, I } II, III,} Saxony (Kingdom) IV } and V }
Figures } III and } letters } Würtemburg A, B, } C and } so on }
Figure } IV and } Baden letters }
Figure } V and } Hesse letters }
M I Mecklenburg-Schwerin S Saxony (Grand Duchy) M II Mecklenburg-Strelitz O Oldenburg B Brunswick SM Saxe-Meiningen SA Saxe-Altenburg KG Saxe-Coburg-Gotha A Anhalt SR Schwarzburg-Rudolstadt SS Schwarzburg-Sondershausen W Waldeck RA Reuss (old line) RJ Reuss (young line) SL Schaumburg-Lippe L Lippe HL Lübeck HB Bremen HH Hamburg
Figure } VI } and } letter } Alsace-Lorraine A, B } (Elsass-Lothringen) and so } on }
THE MOTOR WOMAN’S DICTIONARY
ACCELERATOR.--A device, operated by a pedal, for increasing the speed of the engine, either by suspending the controlling action of the governor or opening the throttle.
ACCUMULATOR.--An apparatus for storing electricity. _See_ Battery.
ACETYLENE.--An inflammable gas giving a brilliant light. It is commonly produced by adding water to carbide of calcium.
AMMETER.--An instrument used for measuring the number of ampères in an electrical circuit. _See_ Ampère.
AMPÈRE.--The unit of measure of the quantity of current flowing through an electrical circuit. _See_ Volt.
AXLES.--The horizontal shafts or girders by which the weight of carriage is transferred to the road wheels and at the ends of which the wheels revolve. A “live” axle is one which revolves with, and by which the power of the engine is communicated to, the driving-wheels.
BACKFIRE.--A premature explosion of the gaseous mixture in the cylinder. When it occurs while the starting-handle is being turned its effects are distinctly unpleasant to the operator.
BATTERY.--An arrangement of two or more cells either for the production or the storage of electricity. In the former case it is known as a primary battery; in the latter case it is known as a secondary battery, a storage battery, or an accumulator. _See_ Cell.
CELL, ELECTRICAL.--A chemical apparatus for the production or storage of electricity. Two or more cells electrically connected constitute a battery.
CIRCULATING PUMP.--The pump which forces the water through the radiator to ensure rapid cooling.
BEARINGS.--The cradles or surfaces upon which the moving parts of machinery are supported. They always require lubrication.
BELT.--A flexible band sometimes used instead of gearing to transmit the power of the engine to the driving-wheels.
BEVEL GEAR.--A gear consisting of cog-wheels with bevelled or sloping surfaces.
BIG END.--The end of the connecting-rod which grasps the crank. _See_ Connecting-rod.
BRAKE.--A device for stopping or checking the motion of the car by the application of friction to one or other of the moving parts. A motor-car should have at least three good brakes applicable by the hand and foot of the driver.
BRAKE HORSE-POWER. _See_ Horse-power.
CAM.--A revolving disc of irregular shape designed to impart a variable motion to some other piece of mechanism--such as the spindle of a valve--in contact with it.
CARBIDE OF CALCIUM.--A compound of chalk and coke which, when brought into contact with water, gives off the acetylene gas used for lighting.
CARBURETTOR.--The apparatus for regulating the rate of evaporation of the petrol and the proportions of its mixture with air. It consists generally of a float chamber and a mixing-chamber.
CHAIN.--In motor-cars chains are sometimes used, as in the bicycle, for the transmission of power from one part of the mechanism to another.
CHANGE-SPEED GEAR.--The arrangement of shafts and toothed wheels by which the speed of the road wheels is altered without alterations in the speed of the engine.
CHASSIS.--The entire framework and mechanism of the car--engines, wheels, axles, &c.--without the body or seating accommodation.
CLUTCH.--A device for connecting the motive machinery with the driving-wheels at the will of the driver.
COIL.--_See_ Induction Coil.
COMMUTATOR.--An appliance for enabling the driver to advance or retard the spark which ignites the mixture in the cylinder.
COMPRESSION.--This word in motoring invariably applies to the compression of the gaseous mixture in the cylinder. The efficiency and economy of the motor depend greatly upon the degree of compression at the moment of ignition.
CONNECTING-ROD.--The rod which connects the piston with the crank of the engine.
CUT-OUT.--A device for diverting the exhaust gases directly into the air instead of compelling them to pass through the silencer. The “cut-out” is seldom used except in racing. It accelerates the engine at the cost of an appalling noise.
CYCLE.--_See_ Otto Cycle.
CYLINDER.--The cast-iron chamber in which the petrol gas is compressed and exploded and in which the piston travels to and fro.
DENSIMETER.--An instrument for testing the specific gravity (_i.e._, the weight as compared with water) of petrol.
DIFFERENTIAL GEAR.--The gear by which power is communicated to the driving-wheels in such a way that it is taken up automatically by either or both of them according to their respective requirements at the moment.
DRY CELL, OR BATTERY.--A cell, or battery of cells, which works without liquid. Dry cells are generally used for motoring purposes in preference to cells containing solution.
DYNAMOMETER.--An instrument for testing the amount of power expended by mechanical or animal effort. The dynamometer used for testing motors is often called the “pony brake.” _See_ Horse-power.
ELECTRIC IGNITION.--The ignition of the explosive mixture in the cylinder is effected by an electric spark caused by forcing an electric current through the sparking-plug. The current is obtained (1) from an accumulator or a primary battery, in which case its pressure is raised to the required voltage by passing it through an induction coil; or (2) from a magneto-electrical instrument--which is very much like a dynamo on a small scale, and is driven by the motor.
EXHAUST.--The gaseous products of combustion expelled from the cylinder during the scavenging stroke of the piston.
FAN.--A rotary fan, driven by the motor, is often employed to increase the current of air passing through the radiator and thus to assist in cooling the water.
FEED.--The method of conveying the petrol from the main tank to the carburettor. If the tank is higher than the carburettor, the petrol will pass by gravity. Otherwise it must be lifted by pressure. The exhaust is generally employed for this purpose, a hand-pump being fitted to furnish the necessary pressure for starting.
FLY-WHEEL.--As only one of the four strokes of the motor is a working stroke, a heavy fly-wheel is necessary to carry the piston through its cycle and promote easy running.
FRAME.--The structure which carries the machinery of the car.
GARAGE.--A stable for motor-cars.
GEARS.--_See_ Bevel Gear, Change-speed Gear, Differential Gear.
GOVERNOR.--The appliance which automatically regulates the speed of the engine, usually by checking the volume of mixture admitted to the cylinder.
GRADIENT.--The inclination or slope of a road.
GRAVITY FEED.--_See_ Feed.
HORSE-POWER.--Boulton and Watt calculated that a London dray-horse was capable of work equivalent to lifting 33,000 lb. one foot high in one minute, and this task--technically described as 33,000 foot-lb. per minute--has been accepted as the “unit of horse-power” for the measurement of mechanical work. The power of a petrol motor depends upon many factors--diameter of cylinder, speed of working, quality of mixture, compression, cooling-surfaces, &c.--some of which vary from moment to moment in practice. The only real means of measuring it is by the dynamometer or pony-brake, which records the power actually available for useful work. Horse-power so measured is called brake horse-power. For purposes of competitions the Royal Automobile Club use the following formula for rating the comparative power of petrol motors. Multiply the diameter of the cylinder in inches by itself and again by the number of cylinders. The product divided by 2¼ is the nominal horse-power.
IGNITION.--_See_ Electric Ignition.
INDUCTION-COIL.--An apparatus for intensifying the pressure of the electric current. Used in motor practice as a part of the system of high-tension ignition.
INSPECTION PIT.--A pit or well, generally situated in or near the garage, to facilitate the examination and repair of the chassis of a car.
LICENCES.--Licences must be taken out (1) by the owner of a car. This licence costs from two to five guineas according to the weight of the car; and (2) the driver of a car. This costs five shillings only.
LIMOUSINE.--A large covered car.
LIVE AXLE.--_See_ Axles.
LUBRICATION.--The application of oil, grease or other substances suitable for the reduction of friction between sliding surfaces.
MIXTURE.--The explosive charge of petrol and air admitted to the cylinder. _See_ Carburettor.
OTTO CYCLE.--Nearly all petrol motor-car engines work upon the system invented by Otto in 1876 and known as the Otto Cycle. The cycle consists of the successive operation of induction, compression, explosion and scavenging, there being thus only one working stroke in four--that is in every two revolutions of the fly-wheel.
OVER-HEATING.--An accident generally resulting from deficient water circulation or insufficient lubrication. Unless speedily remedied it may result in serious damage to the motor. _See_ Seizing.
PANNE.--A French word, meaning “a breakdown.”
PETROL.--A highly inflammable and volatile spirit distilled from petroleum. Seven pints of petrol weigh about as much as ten pints of water. Its vapour is heavier than air.
PISTON.--The disc which slides up and down in the cylinder, and communicates the force of the explosion to the connecting-rod and crank.
PISTON RINGS.--Cast-iron split rings, fitted in grooves round the piston to make a gas-tight joint between the piston and the walls of the cylinder.
PONY-BRAKE.--_See_ Dynamometer.
PRESSURE FEED.--_See_ Feed.
RADIATOR.--A device for cooling the water circulating round the cylinders by exposing it to a large surface in contact with free air.
SIDE-SLIP.--An accident liable to occur on greasy roads, but of less frequent occurrence since the introduction of “non-skidding” devices.
SILENCER.--A box or chamber designed to reduce the noise caused by the escape of the exhaust gases.
SPARES.--Duplicate parts of machinery carried in case of a breakdown.
SPARKING-PLUG.--A porcelain plug, carrying the electric wires, which is screwed into the combustion chamber of the cylinder. At the end of the plug within the cylinder are platinum points in connection with the wires. The current jumping from point to point makes the spark which fires the charge.
THROTTLE.--The control of the volume of mixture supplied to the engine.
TIMING-GEAR.--The gear which controls the times at which the valves of the engine open and close, and at which the charge is fired.
TORQUE.--The twisting effort of rotation.
UNIVERSAL JOINT.--A flexible joint which permits the transmission of power from one shaft to another in any direction.
VOLT.--The unit of measure of electrical pressure. It is the measure of the quality of the flow as compared with ampere which is the measure of quantity.
INDEX
Accelerator, 111
Accessories, cost of, 18, 39, 67
Accumulator, 111
Acetylene, 111
Air lever, 37, 43
Ammeter, 55, 111
Ampère, 111
Antioyl soap, 29
Automobile Association, 65
Axles, 111
Backfire, 42, 112
Battery, electric, 39; to test, 55; to adjust, 58; purpose of, 112
Bearings, 112
Belt-transmission, 113
Bevel gear, 113
Big end, 113
Bonnet of car, 33
Bracelets and rings, 27
Brake horse-power--_See_ Horse-power
Brakes, testing, 36; adjusting, 37; applying, 44, 48; number of, 113
Brooklands, race for ladies at, 113
Cadillac car, 91
Cam, 113
Campbell de Laurentz, the Baroness, 89
Car, choice of, 17, 19; care of, 20; cost of, 18, 62, 93, _et seq._; registration and numbering of, 22, 101; body of, 17; advantage of single cylinder, 17, 32, 94; horse-power of, 17; how to start, 42; changing speed, 37, 45; reversing, 47; braking, 48; learning to drive, 49, 66, 69, _et seq._
Carbide of Calcium, 113
Carburettor, 33, 113, 117, 119; troubles with, 56, 60
Chain-transmission, 114
Changing speed, 37, 45, 114
Chassis, 114
Circulating-pump, 114
Clutch, 114
Coats for motoring, 25
Coil--_See_ Induction Coil
Commutator, 114
Compression, 114
Corners, how to drive round, 72, 74
Cost of the car and accessories, 18; of motoring, 62, 93
Cyclists, rights of, 71, 74
Cylinder, single, advantages of 17, 32, 94
“Daily Graphic,” Miss Levitt’s articles in the, v.
De Dion car, 17, 46, 94, 95
Densimeter, 115
Dictionary, the Motor-Woman’s, 111, _et seq._
Differential gear, 115
Distinguished woman motorists, 85, _et seq._
Dog, as companion, 30
Drawer under the seat, uses of, 28
Dress for motoring, 24, _et seq._; shoes, 24; gaiters, 24; frocks 24; coats, 25; head-gear, 26; muffler, 27; gloves, 27, 28, 67; rings and bracelets, 27; overall, 28; toilet accessories, 28, 29
Dry cell, 115
Dust nuisance, 73
Dynamometer, 116
Edge, Mrs., 92
Electric ignition, 116--_See also_ Ignition
Ellis, Miss Christabel, 90
Engine, overheating of, 50
England and Wales, index-marks of cars in, 103
Exhaust, 116
Fan, rotary, 116
Feed, 117
Fiat car, 90
Fly-wheel, 117
Foot-brake, 44, 49
Foot-throttle, 44
Frame, 117
France, index-marks of cars in, 107
Frocks for motoring, 24
Gaiters, 24
Garage, 20, 79, 117
Gear lever, 37, 38 pedal, 45
Gears, 117--_See also_ Changing Speed
Germany, index-marks of cars in, 109
Gifford, the Hon. Mrs. Maurice, 89
Gloves for motoring, 27, 28, 67
Gore-Brown, the Lady Muriel, 89
Governor, 117
Grand Prix des Voiturettes, 94
Hampson, Miss Daisy, 90
Hand brake-lever, 37
Harbord, the Hon. Mrs. Assheton, 89
Hats and head-gear, 26
Hewitt, Mrs. J. Roland, 90
Hill-climbing, 49
Hind, Miss Muriel, 90
Hood, waterproof, cost of, 18
Horn, when to sound, 67, 72, 73
Horse-power, 118
Horses, care to be exercised in passing, 71
Hotels, tips at, 80
Hunter Baillie, Miss, 92
Ignition lever, 37, 38, 43 troubles, 52, 54, 58
Index-marks of cars, in England and Wales, 103; in Scotland, 105; in Ireland, 106; in France, 107; in Germany, 108
Induction-coil, 119
Inspection pit, 119
International Touring Car Trial, 95
Ireland, index-marks of cars in, 106
Jackson De Dion car, 96
Jarrott, Mrs. Charles, 92
Kennard, Mrs. Edward, 92
Kinnoull, the Countess of, 88
Ladies’ Automobile Club, 65, 87, 88
Ladies’ Bracelet Handicap, 90
Lamps, cost of, 18; position of, 22
Leather coats, disadvantages of, 25
Levers of car, 37, 38
Levitt, Miss Dorothy, her motoring record, 3, 8, 9, 10; interest in aeronautics, 5; personal characteristics, 6; private life, 7
Licences, 21, 119
Lloyd, Mrs. Herbert, 90
Locke-King, Mrs., 90
Lubricating oil, cost of, 97, 98
Lubrication, 33, 34, 35, 50, 119
Lubricators, types of, 33
Manners for motorists, 69, _et seq_.
Manville, Mrs. E., 90
Map-reading, 86
Mayhew, Mrs. Mark, 92
Mechanics, woman’s capacity for, 87
Mercédès car, 88
Mirror, use of, 29, 75
Misfire, meaning of, 52
Mixture, control of, 43
Mors car, 91
Motor christening, a, 91
Motoring as a pastime for women, 15, 85; dress for, 24, _et seq._, 67; cost of, 62, 93, _et seq._ manners, 69, _et seq._ troubles--_See_ Troubles
Napier car, 92
Nicol, Mrs., 92
Number, the, of the car, 22, 102--_See also_ Index-marks
Oil-tank, 33, 34
Otto cycle, 119
Overheating, 50, 120
Paine, Mrs. Claude, 92
Pedals, uses of, 44, 45
Pedestrians, rights of, 70, 72
Petrol, cost of, 21, 97, 98; consumption of, 21 tank, 32, 56 vapour, inflammability of, 33, 120
Phœnix car, 96, 97
Pick car, 96
Piston, 120
Plowden, Lady, 89
Pony-brake, 120
Puncture--_See_ Tyres
Radiator, 121
Rawson, the Lady Beatrice, 89
Registration of car, 22
Renault car, 91
Reversing, 47
Ridge-Jones, Miss N., 90
Rings and bracelets, 27
Road, rights of the, 69, _et seq._
Rolls-Royce car, 89
Rover car, 96, 97
Savory, Miss Isabel, 91
Scarf motoring, how to wear, 27
Schiff, Miss, 92
Scotland, index-marks of cars in, 105
Screen, gloss folding, cost of, 18
Seat, extra, cost of, 18, 99
Second-hand cars, 63, 64
Shoes for motoring, 24
Side-brake, 44
Side-slip, 53, 121
Sizaire car, 94, 99
Small car, economy of, 17, 62, 93, _et seq._; capabilities of, 94, 95; types of, 95, 96
Soap, Antioyl, 29
Spares, list of, 19
Sparking-plug, 54, 58, 59, 121
Speed, changing, 37, 38, 45, 46, 47 legal limit of, 73
Speedometer, 67
Starting the car, 42
Steering-wheel, how to hold, 42
Stepney wheel, 52
Sutherland, the Duchess of, 88
Switch, 39
Talbot, the Lady Violet (now Lady Viola Gore), 89
Thompson, Miss Muriel, 90
Throttle, 37, 44, 121
Thrupp, Mrs. George, 91
Timing-gear, 121
Tips, 20, 77, _et seq._
Tools and spares, list of, 19
Traffic, driving in, 66
Troubles: with tyres, 52; ignition, 52, 54, 58, 59; feed, 56, 59; carburettor, 57, 60; valves, 57
Tyre repair outfit, cost of, 19
Tyres, troubles with, 52; cost of maintenance, 97, 98; types of, 53; non-skid devices, 53
United Kingdom, index-marks of cars in, 101
Universal joint, 122
Valves, troubles with, 57
Vauxhall car, 96
Veil, how to wear, 26
Voiturette--_See_ Small Car
Volt, 122
Walker-Munro, Mrs., 92
Water-tank, how to fill, 33
Week-end tips, 81
Weguelin, Mrs., 92
Wimborne, Lady, 88
* * * * *
1909
New NAPIER Models
MODELS from 2 to 6 Cylinders.
POWER from 10 H.P. to 90 H.P.
PRICES from £295 to £1,500.
Tourist Trophy, Isle of Man.
Four-inch Race won by the Four-Cylinder 26-h.p. Napier. Price £475.
_Napier Cars are Cheapest to run and last longest._
Every Chassis is Guaranteed for 3 years.
* * * * *
“Viyella” FOR THE MOTORIST
For Shirt-Blouses, Skirts, Costumes, etc.
For Nightdresses, Pyjamas, etc.
“The acme of comfort.”
To be obtained in the latest designs and colourings from _the leading Drapers_, or name of nearest sent, on application, by =“VIYELLA” (D.L.) 25 & 26 Newgate Street, London, E.C.=
“VIYELLA” Hosiery Underwear, and “VIYELLA” Gloves, made from the same yarns as the celebrated cloth. Specially suitable for sensitive skins.
THE COUNTRY HANDBOOKS
A Series of Illustrated Practical Handbooks dealing with Country Life. Suitable for the Pocket or Knapsack. Under the General Editorship of HARRY ROBERTS. Foolscap 8vo (6½ by 4 inches). Price, bound in Limp Cloth, =3s.= net.
THE TRAMP’S HANDBOOK. By H. ROBERTS. THE STILL ROOM. By Mrs. ROUNDELL. THE BIRD BOOK. By A. J. R. ROBERTS. THE LITTLE FARM. By “HOME COUNTIES.” THE FISHERMAN’S HANDBOOK. By EDGAR S. SHRUBSOLE. THE SAILING HANDBOOK. By CLOVE HITCH. THE KENNEL HANDBOOK. By C. J. DAVIES. THE GUN ROOM. By ALEX INNES SHAND. THE COUNTRY COTTAGE. By G. H. MORRIS and ESTHER WOOD. THE MOTOR BOOK. By R. J. MECREDY. THE STABLE HANDBOOK. By T. F. DALE. THE TREE BOOK. By M. R. JARVIS and HARRY ROBERTS. THE INSECT BOOK. By W. PERCIVAL WESTELL. THE PHOTOGRAPHER’S HANDBOOK. By CHARLES HARRISON and JOHN C. DOUGLAS. THE VET. BOOK. By F. TOWNEND BARTON. THE SMALL HOLDING. By F. E. GREEN.
John Lane, The Bodley Head, Vigo Street, London
* * * * *
“It is giving us every satisfaction.”
OF THE THIRD
De Dion Bouton
owned by Mrs. CHESTER, Ashurst, Haslemere, her chauffeur, M. E. J. JAMES, wrote in January 1908 as follows:
“We have sold our 12-h.p. De Dion and have now a 24-h.p. car. It is giving us every satisfaction, as we have now done 5000 miles without any trouble at all.
“I should like to mention that I have driven this 24-h.p. car now for seven months, before that the 12-h.p. for two years, and before I had an 8-h.p. for two years also, and during that time of just on five years I have never been hung up on the road, except, of course, for tyres, which I think speaks very well for De Dion cars.”
Models from 8 h.p. to 30 h.p.
Catalogue gratis on application.
De Dion Bouton (1907), Ltd.
=Sole Authorised Representatives= of Messrs. De Dion Bouton et Cie., of Puteaux, France, for the United Kingdom and all British Colonies and Dependencies.
10 Great Marlborough St., Regent St., W.
Telegrams--“Andesite, London.” Telephone--Nos. 8160 & 8161 Central
* * * * *
THE MOTOR BOOK
By R. J. MECREDY
With Numerous Illustrations (“The County Handbooks.”) Fcap. 8vo. =3s.= net.
_PRESS OPINIONS_
SCOTSMAN.--“An admirable, succinct and clear account of the mechanism of a typical petrol car. Contains as much information as the ordinary owner of a motor is likely to want.”
ABERDEEN FREE PRESS.--“An exceedingly exhaustive account of how the motor works. The machinery is described with the utmost clearness. It should prove of the utmost value to all motorists who are not practical mechanics.”
BIRMINGHAM POST.--“His work is very valuable. In addition it is a very dainty volume, nicely printed, illustrated, and bound.”
MORNING POST.--“In any case the book will help inexperienced enthusiasts to run their cars straight and to keep them in order.”
MOTOR-CAR WORLD.--“The book is the most satisfactory work on motor-cars which we have perused. In the last two of these chapters Mr. Mecredy gives many valuable hints on the care of cars, how to prevent trouble, and how to remedy defects when they do occur. The book is profusely illustrated by means of both photographic reproductions and diagrams.”
John Lane, The Bodley Head, Vigo St., London
* * * * *
CASTLE MOTOR ACCESSORIES
APPEAL TO THE LADY OF TASTE.
AND THEY ARE AS GOOD AS THEY APPEAR.
_Write for List._
Ask your Motor Agent for “Castle” Accessories always. UNITED MOTOR INDUSTRIES LTD. (Oldest Motor Accessory Firm in the Country) 46 POLAND STREET, LONDON, W.
* * * * *
NEW FICTION
GALAHAD JONES. A Tragic Farce. By ARTHUR H. ADAMS. Crown 8vo, 6s.
⁂ Galahad Jones is a middle-aged bank clerk, with a family. One day, on his way home, a letter falls to his feet from the balcony of a house he is passing. It is addressed “To You,” and on reading it he discovers that he is requested to meet the writer in the garden of the house at 10 o’clock that night. In a spirit of knight-errantry he decides to do so, and learns that the writer--a young girl--is kept practically in prison by her father, because of her affection for a man of whom he does not approve. The chivalry of Galahad Jones plunges him into many difficulties and leads to some very awkward and extremely amusing situations.
JOAN OF THE HILLS. A Novel by T. B. CLEGG, author of “The Love Child,” “The Wilderness,” “The Bishop’s Scapegoat.” Crown 8vo, 6s.
⁂ Mr. Clegg’s previous novels have given him a position as an Australian novelist to be reckoned with. The present story opens in London, but Mr. Clegg is soon back in Australia, describing the life on a remote Australian station with its refreshing bush atmosphere. “Joan of the Hills” should increase the reputation that Mr. Clegg has already achieved.
THE MEASURE OF OUR YOUTH. A Novel. By ALICE HERBERT. Crown 8vo, 6s.
⁂ A brilliant novel of modern life, by a new author. Its leading interest is the eternal one of sex; but the treatment is particularly fresh and fearless, and there is a sense of humour and of style that will please the fastidious. The realism of the writing will be forgiven for the sake of the delicate and poetic vein of thought that underlies the story, which is full of interest for the psychologist.
SIXPENNY PIECES. By A. NEIL LYONS. Uniform with “Arthur’s.” Crown 8vo. 6s.
⁂ Mr. Lyons’ new book has for its central figure a “Sixpenny Doctor” in the east end of London. The sketches are connected by a thread of continuous interest as in Mr. Lyons’ former book, the now famous “Arthur’s.” The volume is instinct with a realism that differs altogether from the so-called realism of the accepted “gutter” novels, for it is the realism of life as it is, and not as imagined.
THE PRINCE’S PRANKS. A Novel. By CHARLES LOWE. Crown 8vo, 6s.
John Lane, The Bodley Head, Vigo St., London
* * * * *
CONTINENTAL
Steel-Armoured Non-Skid
TYRES
“Are Greatly Appreciated by the Experienced Motorist.”
The improved construction (Model 1909) Non-skid pattern possess exceptional non-skidding qualities, and are not subject to overheating, therefore the danger of bursting is reduced to a minimum. Nail punctures seldom occur, owing to the tread being protected to a great extent by steel, the walls being of exceptional strength compatible with the greatest possible resiliency.
The steel studs are deeply embedded in the rubber and canvas, securely fastened, and therefore cannot tear out unless subjected to abnormal strain.
In conclusion, “Continentals” have proved to be far and away the most reliable and serviceable as well as the most economical Non-skid in existence.
_Your inquiry would be esteemed._
CONTINENTAL TYRE & RUBBER CO. (Great Britain) Ltd., 102-108 Clerkenwell Rd., London, E.C.
* * * * *
NEW FICTION
CHIP: A Novel. By F. E. MILLS YOUNG, author of “A Mistaken Marriage.” Crown 8vo, 6s.
⁂ This is a story of the veld, of the lives of a small community of Europeans dwelling far from civilisation amid the silence and solitude of the swamps of East Africa. To the unhealthiness of the climate is added another danger--the disaffection of the natives upon the farm, caused by their fear and dislike of their employer, Mordaunt, the hero of the tale. Reckless, holding life cheaply, and with a scorn of fear, Mordaunt, a man of great strength of character, yet one who allows an early disappointment to embitter his life, courts danger as he has for years vainly courted death. Then across his path comes Chip, the heroine of the tale, who, disguised as a boy, seeks and obtains the post of overseer on the ranch. The story describes their daily life, the dangers which they face together, and the great influence which the mysterious boy-overseer exercises over the dissipated misogynist, his employer.
LITTLE DINNERS WITH THE SPHINX. By RICHARD LEGALLIENNE. Crown 8vo, 6s.
DIANA DETHRONED: A Novel. By W. M. LETTS. Crown 8vo, 6s.
⁂ Phœbe Lankester, unconsciously to herself, is pledged to the old pagan ideal represented by Diana the Huntress. Healthy in body and mind, Phœbe stands aloof from the troubles and desires of humanity, until in her own wrecked happiness she awakes slowly to the need of some power greater and kindlier than ever Diana knew. It is only after the absolute surrender of self and after the awakening of a greater, more maternal love than she has as yet known that she finds peace. Love and death and pity have conquered Diana, and the statue of the goddess that once adorned the Lankesters’ hall is banished to a lumber-room.
SOMEONE PAYS: A Novel. By NOEL BARWELL. Crown 8vo, 6s.
⁂ “Someone Pays,” though exemplifying a subtle train of cause and effect, is not a novel with a problem or a purpose. The story is told by means of the correspondence passing between a number of persons. We are first introduced to the post-bag at a country Vicarage where Sir Bernard Orr’s son is being coached. Later the scene changes to Cambridge, and we watch the developments of a romance and an awkward entanglement which arise at the Vicarage. Everything is smoothed out and ends happily for all parties, especially for an unscrupulous triumphant cleric.
THE ODD MAN. A Novel. By ARNOLD HOLCOMBE. Crown 8vo, 6s.
John Lane, The Bodley Head, Vigo St., London