Motor VehiclesIn the 1950s the Arransian government decided they wanted to set up a domestic motor industry rather than relying on imports from Brunswick. This was done, but depended on licence-built versions of obsolete designs. There is a 75% tariff on imported vehicles, with the result that a large majority of cars used in Arransia are domestically built. The industry went through a succession of cast-off designs, for many years building as its main product the AMC 35, a dumpy little car that was not entirely unlike the Morris Minor. Although not produced since 1992, these are still very common on Arransian roads. AMC have now reached the stage of the early 90s Rover 200 and 400, but have managed to re-engineer this to slot in an antiquated 1300cc pushrod engine, which doesn’t exactly make for sparkling performance. An OHC 1600cc version is available too, which gives decent performance, and the rowdy 180 bhp 2-litre turbocharged model is popular with Arransian boy racers. They also manufacture the equivalent of the 1990s Rover 800 as a prestige model. The bottom end of the market is catered for by a car similar to a saloon version of the Austin Metro, with a 1000cc OHV engine, which is also available as an estate car. Arransians tend to hang on to their cars for a long time – there are about 4 million registered cars in the country, but the annual new car sales are below 300,000, compared with over 3 million in Brunswick. Compulsory vehicle condition checks were introduced in 1972, but they only start at 6 years old, and only check the functioning of lights and major controls, so are not a great barrier to keeping older vehicles on the road. Historically, petrol was very expensive in Arransia, which, together with the structure of the purchase tax system, favoured small, low-powered cars. The typical Arransian driver is, to be honest, a bit of a numpty and tends to drive at 40 mph everywhere. In recent years the fuel tax has increased more steeply in Brunswick than in Arransia and fuel prices are now similar. Unleaded fuel has been standard in Arransia since 1995, but leaded 4-star is still generally available for older vehicles. There is no requirement for vehicles to be fitted with catalysts. The purchase tax system has been simplified in recent years, and currently charges 20% on vehicles of 1300cc and below, with a dry weight of less than a ton, and 33% on those above this level. The products of the Arransian Motor Corporation account for about 80% of the market, with domestic specialist manufacturers (of sports cars and limousines) taking about 3%, and the remainder going to imports. Imports are about evenly divided between low-priced budget models from the Far East, and high-end prestige vehicles. Importers tend to shave their margins and economise on specifications for the Arransian market, and the price differentials are not as great as the 75% import tariff may suggest. Air conditioning remains very much a luxury fitting, but as it rarely gets very hot in Arransia it is not seen as a must-have feature. Oddly, while the standard AMC designs originated from Brunswick, virtually no cars are directly imported from there. There are a number of minor differences in construction and use regulations between Brunswick and Arransia which mean that, while Brunswickian registered cars can legally be used in Arransia, and vice versa, it is not possible to import vehicles personally between the two countries for permanent use without modification – for example, in Arransia a car must have a speedometer where the primary unit is mph. Km/h are in practice always shown as well, but are not mandatory. This also means that one-off personal imports are difficult, and imposes a small cost on importers as they cannot build to a common specification for the five nations of Sabrantia which are the only right-hand drive countries in the region. Off-road vehicles fall into a commercial taxation class which is a deterrent to using them as private cars, although a domestically-manufactured model which has changed little in 40 years is ubiquitous on Arransian farms. This works on the basis that if the Ministry of Transport officials say something is an off-road vehicle, then it is, which campaigners against "SUVs" in other countries see as a useful precedent for getting round the issue of defining them in law. Arransian car buyers are surprisingly unperturbed by being offered a limited choice of obsolescent vehicles, perhaps seeing the need to keep car workers in Petersburgh in jobs as a worthwhile objective. If you do want something different or more exotic, then you can always pay the extra for it, but you may be accused of being unpatriotic. It must be said that Arransian engineers are adept at refining and adapting existing designs, and the vehicles on offer from AMC are in practice more appealing to the consumer than might be imagined. In February 2006, AMC entered into a joint venture agreement with the Mayonnaise Charnier car company that will see them progressively replace their range with versions of the current Charnier models and then collaborate in the design and development of new models. AMC had become increasingly frustrated over their lack of design input and, despite extensive negotiations with both of the major Brunswickian manufacturers, had not been able to make any progress on this front. This deal was highly controversial in Brunswick, but the Chairman of AMC, Ken Gilzean, forcefully made the point that he had bent over backwards to give the Brunswickian makers the opportunity, but neither had wanted to play ball. Charnier cars are noted for their quirky, innovative design but often criticised for their poor reliability. They are not currently exported to Arransia, but in Brunswick sell about 100,000 a year to command a 3% market share. They tend to appeal to people of left-wing views who want to make a statement of not conforming to capitalist norms, even though the Charnier company is privately owned and the founding family are unabashed right-wingers. Some wags in Brunswick joked about the winning combination of Arransian style and Mayonnaise reliability, but in fact AMC contains some very talented production and development engineers and the deal holds out the prospect of a major boost for both companies. The first model to be replaced is likely to be the AMC 100, which is similar to a Rover Metro and has not been manufactured in Brunswick since 1995. AMC may also begin to sell a rebadged version of a small people-carrier along the lines of the Renault Scénic, a type of vehicle currently rarely seen in Arransia, although one is imported by one of the Far Eastern companies. Arransian roads are better suited to relatively agile motorcycles than cruisers, and the Arransian motorcycle industry (which had in any case continued to depend on early 1950s designs) was entirely wiped out by Far Eastern competition in the 1960s and 1970s, despite a hefty import tariff. Apart from one Brunswick-made cruiser, all motorcycles sold in the country are now Far Eastern imports. Construction and Use Harmonisation Over the summer of 2006, Arransia and Brunswick agreed to harmonise Construction & Use regulations for private vehicles, and to set up a joint body to review such issues in the future. Serenity Island also agreed to abide by these regulations (previously they had generally used BN standards but with the exception of speedometers and odometers with mph and miles). The key points were that all new vehicles should have:
This was mainly recognising Brunswickian standards, but crucially from the Arransian point of view included dual-measure speedometers, dim-dip lights and the ability to turn off all running lights. It was strongly supported by police forces in both countries. Interesting, new cars supplied in either country were allowed to have speedometers marked with mph or km/h as the primary units, and also have have odometers registering either miles or km. However, in practice, all major car manufacturers continued to provide vehicles for each country using their own units. This was a simple matter of swapping one instrument pack for another and did not impose significant costs. This measure was a major benefit to importers, and also valuable in setting a consistent standard for both countries. A standing commission was established to look at further improvements. The Arransian Highway Code says “If your vehicle is fitted with dim-dip lights [compulsory since 1982] you MUST use them within 30 mph zones that have street lighting. Do not use dipped headlights unless visibility is seriously impaired.” 30 mph zones in Arransia tend to be very clearly defined, and dim-dip lights are generally used. Despite the fact that the measure was generally imposing Brunswickian standards on Arransia, there were many complaints in the Brunswickian press about Brunswick being forced to adopt perverse Arransian regulations. Jenny Porter, the Arransian Ambassador to Brunswick, sent some suitably withering replies. For many years, construction and use regulations limited the use of articulated lorries, and to get more capacity, Arransian hauliers either used four-wheelers with trailers, or eight-wheeled rigid lorries. The latter are still the most common form of large lorry that you will encounter, although articulated lorries are being more widely used. Many very old lorries remain in operation, and when driving in Arransia it is all too common to come across a long straight and find your way blocked by an ancient eight-wheeler, toiling along at 35 mph belching sooty fumes, a tarpaulin covering some unidentifiable, lumpy cargo. The maximum lorry weights are 28 tons for a four-axle articulated or rigid, 35 tons for a five-axle articulated, and 42 tons for a six-axle articulated. The maximum weight for a lorry and trailer combination is 56 tons for a four-axle rigid towing a four-axle trailer, a sight to fill any motorist with dismay if encountered on a hilly road. The largest Arransian lorry/trailer combinations are not legal in Brunswick, although the standard weights for single vehicles are roughly in line. The major Arransian commercial vehicle manufacturer is ACV, whose lorries are generally marketed under the Atkinson name, and continue to command over 60% of the Arransian market, as well as being exported. Arransia also has a number of smaller independent manufacturers, who typically construct bespoke vehicles using proprietary engines and other components. The best known of these are Petrie and McAskill. In recent years a growing number of independent Brunswickian hauliers have ordered Arransian vehicles because of the wide choice of specification available. Indeed, in the 21st century, over half of new Brunswickian purchases by owner-drivers have been of Arransian lorries. In the late 1950s, the Arransian Motor Corporation adapted the basic body structure of the AMC 55 (bigger brother of the AMC 35) for use as a standard taxi, replacing older and more expensive-to-build taxis based on the wartime Stirling staff cars. This, known as the 55T, had a somewhat more elongated body than the 55, allowing two facing rows of three passengers in the rear. Much updated, and with more modern engines, this design remains in production and is still used as a taxi, particularly in Danby but also to some extent in the other major cities. It is seen as a distinctive feature of the Danby streetscene. It benefits from a very tight turning circle compared with modern production cars. It is only in recent years that power steering has been available. Construction was spun off by AMC to a third-party company in the 1980s. With galvanised bodies, they are famously long-lived and the average age of scrapping is over 20 years, often going through two or three engines. Most taxis in Arransia nowadays, however, tend to be AMC 500 estates with bottom-end petrol engines, with some 75 estates still in service. It is only very recently that diesel engines have made any inroads into the taxi fleet, and indeed the 55T was not offered with a diesel engine at all until 2007. Arransia does not have the British distinction between “hackney” and “private hire” vehicles, but taxis do have to be licensed by local councils, and there are complaints of numbers being kept down to ensure a good living for the drivers, who are almost without exception owner-drivers. The diminutive AMC 35 “Ladybird” car was produced in Arransia from 1953 to 1992, originating from a Brunswickian design. For many years in the 1950s and 1960s, and again for a while in the mid-70s following the oil price shock, it was Arransia’s best-selling model, often enjoying a market share well above 50%. Total production just exceeded two million and it still accounts for almost one in five of all cars ever sold in Arransia. It was built in two- and four-door saloon, two-door estate and convertible versions, and also spawned a car-derived van. Initially it had a 29 bhp 918cc sidevalve engine, offering very leisurely performance, but by the end of its life had graduated to a 57 bhp 1.3 OHV, giving a maximum speed just above 80 mph and acceleration from 0-60 mph in 19 seconds. In appearance it resembled a cross between a Morris Minor and a 1950s Standard 10, with a distinctive rounded roof. Although only 12’6” long, it could seat four adults in reasonable comfort, and the boot would hold two large suitcases, which is more than can be said for some outwardly larger modern cars. It was also economical, robust, reliable and easy to repair, and had predictable, forgiving handling. In its day, with independent front suspension and rack-and-pinion steering, it represented up-to-the-minute engineering. It gave many Arransian families their first experience of motoring and is regarded with great affection in the country, being seen almost as a national icon. Over 150,000 are still running on Arransia’s roads, and almost half of the 17,000 cars in the Terrapin Islands are 35s. In the early 1960s, when a middle-class Brunswickian family would aspire to a gas-guzzling, tailfinned 3-litre V6 saloon, the dumpy little Ladybird was the butt of many jokes, but the oil crisis rather wiped that particular smile away, and it now has a cult following in Brunswick too. Independent Motor Manufacturers As mentioned above, Arransia has a number of small independent manufacturers who together produce about 8,000 cars a year. Probably the best-known is the Maitland Car Company based at Alford in Bucklow. They make a distinctive, imposing limousine still using a straight-8 engine whose origins date back to the 1930s. The car uses a separate chassis and coachbuilt bodywork. About half the annual production of 400 is exported, with the vehicle proving particularly popular with foreign dictators. Within Arransia they are used by government ministers and the royal family, and by the more up-market funeral directors. They also appeal to a particular type of Arransian businessman for whom the top-of-the-range products of AMC are not grand enough, but who would not be seen dead in a foreign vehicle. In recent years a “Sport” version has been offered, with twin superchargers taking the output of the venerable 6.2-litre engine to over 350 bhp, although it has been said of this car that, while it undoubtedly goes very well, its ability to turn corners or stop is limited. The cheapest Maitland can be obtained for $45,000 plus purchase tax, but depending on bodywork and options the price can rise to over $150,000. While Arransia indulges in little public pomp and ceremony, the major government ministers are transported in armour-plated Maitlands, no doubt remembering the assassination of the Brunswickian President in 1976. In 2007, Maitland introduced a smaller model with a 3.7 litre straight-six engine, cut down from the traditional straight-eight, which was developed with extensive Colmarine input and had an elegantly styled body that still preserved the traditional diginity of the marque. With a starting price of $34,995, this proved surprisingly successful and by Christmas 2007 there was a lengthy waiting list. There was also a supercharged two-door coupé variant that rapidly proved popular with professional sportsmen. This has led to a substantial expansion of the Alford factory. In 2008 total production was 450 full-size limousines and 2,500 "Sixes". Another distinctive home-produced vehicle is the Stirling, largely hand-built in Stratton north-east of Petersburgh. This is the only non-luxury family car still sold in Sabrantia using a separate chassis, and has progressed through numerous minor upgrades since the early 1940s without ever having been redesigned from the ground up. It is available in saloon and estate versions, the latter accounting for 80% of the annual 1,750 production. The car utilises an old 1.8 litre OHV engine long since discontinued in AMC models, which produces either 68 or 81 bhp depending on the state of tune. Stirlings are not cheap – starting at $11,500 before purchase tax (about £17,000 in UK terms) – but they are regarded as very durable and easy to repair. Their high ground clearance makes them popular with farmers. Even in Arransia, Stirling drivers are widely ridiculed for their stately progress at 35 mph with pipe in mouth, but the model retains a surprisingly strong following, and the fact that virtually everything can be repaired or replaced gives them environmentally sustainable credentials. The staff and official cars used during the Great War were made by the Stirling company, and are often seen in historical films and TV shows. Similarly hand-built, but otherwise offering a total contrast, is the MacNabb sports car, which is produced at Fleetby on Verne Island. This is an uncompromising, brutal machine with notoriously tricky handling, using V8 engines of 4.6 and 5.8 litres developing up to 450 bhp. Only about 250 are sold each year, but not surprisingly, the Road Safety League would like to see them banned. As they are noisy, uncomfortable and challenging to drive they tend to appeal to genuine enthusiasts rather than sports and entertainment stars, and the entry-level price of $19,000 plus purchase tax for the 285 bhp 4.6 is surprisingly affordable. There is a two-year waiting list for delivery. The second-generation owner of the company, Roger MacNabb, is well-known for his strong views on motoring issues which make the Arransian Motorists' Association look like faint-hearted defeatists. Vehicle Registration Marks Vehicles carry a white rear registration plate, but no front plate. Since 1995, all new plates have displayed the Arransian flag and international identification letters AA to the left. The numbering scheme, introduced in 1908, was initially a single letter corresponding to the 13 counties, with a sequential number following. The identification letters are as follows:
By the 1930s, the more populous counties such as Danby and Pentmark had reached 6-digit numbers, and some concern was expressed that these were not particularly memorable. Nevertheless, the system continued into the 1960s, by which time some counties had reached a point where they would run out of numbers in a few years. The government wanted to implement a year letter, but a consultation revealed strong opposition to this as it would make the age of vehicles too obvious. So the system that was adopted merely added a random letter to the county identifier, together with a five-digit number. This was adopted by most counties, but Verne, which was still well within its original five-digit number range, and Hanwold, which was nowhere near exhausting six, continued with the original system, as they still do today. Thus a typical number for a vehicle registered in Stainland would be SB 45234. Once the larger counties exhaust this system, which is still many years off, the order of the numbers and letters will be reversed.
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