Motors and Motoring
Wrrn the steadily increasing number of motor vehicles using the roads throughout the country safety assumes more and more importance. Much has been done during the last two years or so in attempts to minimize road accidents, not only in warning and guiding the motor driver, but also ii road construction. At the same time it is most necessary for the welfare of the road movement as a whole and for all the great benefits which it confers in better health, greater freedom, and a more intimate knowledge of one's own country, that the standard of safety on the road attained should at least keep pace with the progress of the motor itself even if it cannot be in advance. Actual road construction has made wonderful strides in the last few years and in many ways is a good example how leeway can be made up. At one time, after the War, it looked as though the development of the motor Vehicle would so outstrip the advance in road constructic n and maintenance methods that a serious setback to the move- ment would result. Traffic on the road to-day, congested as it may seem, is but small and infrequent in most places com- pared to what it will be in a few years' time, and for this reason it is imperative to adopt, as far as possible, sound and standardized systems of control before matters get too bad.
The question of main and side roads is controversial, but is, I consider, one of those which call most urgently for a definite settlement. Almost innumerable suggestions have been set forward at various times with the purpose of minimizing the danger at junctures and cross-roads. These may roughly he put into two classes, one being that in which the ideas may be described as positive action and the other in which the motor driver is guided towards adopting a right and safe method of control. Dealing with the first category, the recopimendations are in most cases based upon some forth of obstruction or roughness of the road surface in order to persuade motorists to reduce their speed when approaching it crossing or juncture. A system which is in use in several parts of the world is that
variously described by such terms as " the silent cop," " the apple cart," " the poached egg," " the road -wart," and so forth. It consists, in some places, of a wooden or concrete knob, about a foot in.diameter and two inches in height, placed in the centre of .the Ooss-roads. The obstacle can, „. of course, be driven over, but It is an effective reminder to a driver to keep to his proper side. In Germany the knob is of thick,yellow,glass which is illuminated at, night ; a plan which has. certain obvious advantages. Soine people favour the laying of stone setts which are arranged roughly and alternate in colour in order to give a certain visibility at night. _ Others advocate a small ditch across the road which, when taken at slow speed, would not be detrimental to the car, but which if overrun at medium or high speed might well cause some -damage. Sometimes at the approaches to villages the road surface is left in a rough state. It has also been urged that the provision of a white line drawn across the side road about fifty yards from the juncture would tend to reduce the number of accidents at cross roads. There is something to be said for this scheme, but I should imagine that the cost of maintenance would hardly balance its usefulness.
In my opinion the crux of the whole matter lies in certainty of knowledge coupled with adequate warning. It is absolutely essential that there should be no room for doubt in the mind of either the man on the main road or the man on the side road.. If the most serious forms of road accident are to be substantially reduced or even kept at a level with the increase in traffic it is clearly necessary that nothing should be left to choice, courtesy, or alterable conditions. There should be definite rights laid down for road users in this matter, and motorists ,should be able to ,know with the least observation exactly where they are. The primary move which shoUld be taken, and one which has been-urged ona number of occasions by.the' writer, is that main and side roaditshOuld be definitely marked as such. It is of little real impcirtance from the motorist's point of view or from the standpoint of safety which is a main and which is a subsidiary road. It is the indication which counts, especially in this country, where there are many converging routes which it is well-nigh impossible for the traveller to catalogue at sight. Route numbers help, but they do not strike the eye sufficiently nor, of course, are they set in positions which serve the safety end. The essential factor, then, is that roads should be definitely marked one way or the other, and the first step which shmild be taken by the authorities is to decide which are subsidiary routes and indicate them accordingly near cross-roads and junctions. The second matter is that of signs. As to the two classes of ihggestions mentioned above I believe that the second is the best, provided it is adequately evolved and put into execution. In this signs rather than definite obStruetiOns are needed and here it is paramount first that multipheitY of signs, from which we have suffered badly in the past and which undoubtedly have led to abuse and disregard, should be avoided. If it is not, the last state will be worse than the first. Secondly, signs should be placed sufficiently in advance of the juncture or crossing, and here the problem should not be difficult of solution, for there is a distance which is too short for sufficient control bearing in mind the necessary delay which must always occur between the resultant transference of mental action into that of the phisietil, while there is a distance which is too great and which in consequence tends to lose force in psychological effect. Indication boards or signs should be standardized throughout the country.
This matter will be referred to again in a subsequent article, * * The importanCe of the part which the British rigid frame six-wheeler is now definitely capable of playing in the develop- ment and trade expansion of the Empire overseas cannot be too strongly emphasized,. and it is satisfactory to note that already considerable use of this tyk Of motor, which is capable of economic travel upon rOads as well i.i haulage across country, is being made in the Dominions, Colonies, and Protectorates. Here we are ahead of the American, and it is a golden oppor- tunity of which our Manufactureri ihMild take full advantage. Recently, Karrier Motors, Ltd., of London and .Huddersfield, have received a large repeat order from the Indian Govern- ment for rigid-frame six-wheeled goods vehicles with a carrying capacity of three tons. . In spite- of hostile propaganda that the British car is un- suitable for conditions abroad, " records " are continually being made by, home productions. Recently .Mr._ C. H. Mayers, of Niwani, t.ought a new -20-60 1411 Vauxhall and made a 6,000-Mile journey through Kenya, Tanganyika Territory, Rhodesia, the Transvaal, and Natal. The severity of the conditions of such a journey can hardly be--realized without experience. There are, for:example, 180 miles of dry country between King William's Town and Port Elizabeth. Although he took a day, owing to the rains, to traverse the fifty miles of dirt track after leaving Nairobi, it is stated that the journey was done at an average of over 260 miles a day.
* * * * A New Zealand motorist who was in England last summer bought a 25 h.p. Sunbeam, and after covering 15,000 miles, including a 5,000-mile tour in Italy, France, and Spain, over many roads which were anything but suitable for fast touring, the owner took it back to New Zealand, being perfectly satis- fied that it was suitable for Colonial use.
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Not long ago, Bean Cars, Ltd., received an order for over a hundred vehicles, including the new 14-45 h.p. car, the 18-50 h.p. 6-cylinder saloon, and the 30 .cwt. commercial vehicle, amounting in value to some 140,000. The satisfactory part of this order was that it came from South America, which clearly is and must always be a difficult market for the British motor manufacturer.
Mr. Francis Birtles, the •Anstralian explorer, arrived in his 14 h.p. Bean car at Rangoon. on April 10th last after an adventurous journey through tiger-infested jungle. The journey from Calcutta, which has never been accom- plished before, took just under three months. For many miles there was no road, and at one point it is stated that Mr. Birtles had to cut his way throUgh virgin jungle at a rate of little more than a mile a day. The car was stated to be on its original tyres, with the treads good, but the walls badly cut by roads and rocks. After a rest at Rangoon, Mr.- Birtles continued his journey to Australia via the Malay- Peninsula, and according to a cable received in Londonfrom Sir Reginald Ford, managing director of the Dunlop Conipany in India, has arrived at Tanunu, Upper Burma.
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YOUR MOTORING CORRESPONDENT.
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