VANDALISM.

Press, Volume LXIII, Issue 18893, 7 January 1927, Page 5

VANDALISM.

BEAUTY SPOTS DEFACED. DESTRUCTIVE MOTORISTS. It is a pity tfint some motorists ami their friends are not more thoughtful when they visit somo of the beauty spots of the province. From time to time Mr J. S. Hawkes, secretary of tho Canterbury Automobile Association, receives complaints from various sources regarding the acts of vandalism done by motorist visitors. Ono such complaint was in respect of uastle Hill, near Lake Linden, ott the West Coast road. Air Hawkes was informed that somo of the limestone rocks had been considerably dishguieci by names being carved op them wnilo much of the bush and fern ill the virinitv had been rooted u[> and carried awav. TJiis is a beautiful spot at present, but it is feared that it such acts of vandalism are not stopped it will lose much of its charm. Hie opinion has been expressed that steps should be taken to have the p ace protected, especially since it is likely.to be made more accessible to Christchurch motorists in the near future as it will not bo long now before the Kowai river is bridged, which will mean that tho onlv streams to be forded l*cfore reaching Castle Hill will be tne Porter river and the Whitewater. A glaring act of wanton destruction was recently seen in the Okutc Valley, near Little River. A motorist took a party of visitors out to show them a particularly fine specimen of a tree fern, which ho had seen growing there. His feelings might be imagined when it was found on arrival that the tree had been rooted up and was lying dead on the ground. It might have been that the perpetrator of the act had intended to carry the tree away with him, but had found it too big. The fact remains, however, that a beautiful tree had been uselessly destroyed and the beauty of the bush affected in coin sequence. It is acts such as this which bring motorists into disfavour and might result in certain beauty spots now available to them being prohibited.

BRITISH CARS. EMPIRE MARKETS. (FROM Ol'a OWN CORRESPOSDEHT.) LONDON, November 16. A correspondent in tho "Times Trade Supplement" deals fully with tho question of British motor-cars for Empire markets. Tho increase of British cars into Australia and New Zealand he attributes partly to tho selection by British manufacturers of suitable men to act as export salesmen, and partly to the strong appeal of many British cars by reason of their low operating costs. In 1923 Great Britain exported 2012 motor vehicles to Australia. In 1921 tho figure had risen to 3950. In 1925 it had again risen to 10,-118, and during the iirst four months of 1926 British exports to Australia amounted to 5062 vehicles—a rate of well over lojOv/J per annum. "The cast* of Australia is not unique," the writer proceeds. ''British car exports to New Zealand in 1925 were just doublo those of 1924, which again were more than double those of 1923. The same has occurred in practical! every important market of the Empire oversea. In this matter of Australian trade, we must be careful not to accept without reservation statements or implications to the effect that the British manufacturer has no real knowledge of the requirements of the markets for which ho is catering. To develop those markets he depends on distributors and other agents who are completely informed as to local conditions and requirements, and are not in tho least likely to pusli tho business of a manufacturer who refuses to supply what they know is wanted. From Australia for 1927, several British manufacturers have firm orders vastly greater than any thev have previously received. One firm, to the writer's knowledge, holds a single contract for 50 per cent, more cars than the whole British industry exported to the Commonwealth three years ago. Such, facts speak for themselves, and, while we certainly cannot afford to be satisfied with the present position, or unduly complacent as to the excellency of British vehicles, the figures quoted arc surely sufficient to prove that these vehicles are not intrinsically nnsuited to Australian and New Zealand requirements. '

THRILLING DRIVES. BUSES ACROSS ALPS. An interesting example of how the motor vehicle is breaking down natural barriers is to be found in the inauguration of two motor-bus services across the Alps, from France to Italy. Because of their cost of construction, railway lines over the Alps arc few and far between; indeed, only two exist between Franco and Italy, ono crossing by the Mont Cenis tunnel, and the other near the lMediterrancan shore.

A direct motor-bus service is now in operation, however, from Turin, Italy's most important motor manufacturing centre, to J3riancon, the highest township in France. This lino forms the connecting link between a network of motor-bus services spreading all over Northern Italy, and an equally important set of motor-bus lines radiating through south-east France. The journey is one of the most difi> cult, but at "the same time tho most attractive to be found in any part of Europe. After a few miles iu the Chiesone Valley, tho luxurious i iat and Spa motor coaches used lor this service commence the climb up the Col de Sestrieres, 6660 feet above sea level. Descending into the Cbaberton Vallev, there is a further climb oyer the Col du Moutßenevre. at an altitude of 6000 feet, followed by a descent to tho interesting fortified town 01 Briaricon, 1480- feet above sea level. Including the stop at the frontier station, the journey of 75 miles occupies four and a half hours, and is one proving' very popular with the travelling public . l, Another interesting mountain coacn service is the one from Turin to th« top of Mont Ceuis, 6836 feet high, the road passing over the mountain, after 14 miles of uninterrupted climbing, whereas the train tunnels through it. The iourr.7 to the top of Mont Cenis is made daily by 19-passenger *i« and Spa coaches, operated by tue SI T A French motor coaches come to the top of the pass and t-arrv tourists down to Modane, f™ V h °«„ hi al! parts of the French Alps can be reached.

STEAM CARS. ASSOCIATION FORMED IN LONDON. Forty steam enthusiasts foregathered recently in London, the outcome of most enthusiastic meeting being the inauguration of the British Steam Car Association. A technical committee has been formed, whose duty it will be to consider carefully designs for the various units of a steam car, to be built on the most up-to:date lines, and to sell at a modcrate price. Already such important components as burners and boilers have been submitted, and it is interesting to record that a British inventor has produced a burner, which should do away with practically all the troubles that seem inseparable from the older patterns. It is considered that the old bugbear cf length of time required for starting from cold need no longer be seriously considered as an obstacle, and it is claimed that, with at least one type of burner and boiler, steam sufficient for a start can bo raised in under one minute. There seems a slight uncertainty as to the lines along which the British Steam Car Association will be likely to develop, but the members are unanimous in desiring to produce a steam car that will have a chance of competing successfully with the best that the exponents of the internal combustion engine can provide.

Because balloon tyres are extremely sensitive to pressures, it is advisable to make more than one test with the gauge. Test several times and tako the average. Start with just a little more air than is needed, because in testing some air is allowed to escape.