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
[Illustration:
_Photo. H. W. Nicholls._
THE LUBRICATION OF THE DE DION IS EXTREMELY SIMPLE]
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.
[Illustration: /* _Photo_ _Elliott & Fry_ */
MISS ISABEL SAVORY, WHO NOT ONLY DRIVES, BUT REPAIRS HER OWN CARS]
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
[Illustration:
_Photo by Keturah Collings_
BARONESS CAMPBELL DE LORENTZ, THE FIRST LADY IN BRITAIN TO DRIVE HER OWN
CAR]
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
[Illustration: THE HONBLE. MRS. ASSHETON HARBORD
_Drives a Rolls Royce Car, owns her own balloon “The Valkyrie,” and has
competed with it in seven races_.]
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,
[Illustration:
_Photo by Arthur Rouselle_
MRS. GEORGE THRUPP, ORIGINATOR OF THE MOTOR CHRISTENING]
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
[Illustration: CASTLE]
APPEAL
TO THE
LADY OF
TASTE.
AND THEY ARE AS GOOD AS THEY APPEAR.
[Illustration:
=L, M. Plugs.=
For Coil or Magneto.]
[Illustration:
=Simplex Speedmeter.=
Simplicity and Reliability.]
[Illustration:
=Lamps for all Cars.=
Gas or Oil.]
[Illustration:
=Castle Accumulators.=
Sold at actual Capacity by Society of Motor Manufacturers’ rating.]
[Illustration]
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Ask your Motor Agent for “Castle” Accessories always.
UNITED MOTOR INDUSTRIES LTD.
(Oldest Motor Accessory Firm in the Country)
46 POLAND STREET, LONDON, W.
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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
* * * * *
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[Illustration: CONTINENTAL TYRES]
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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