MOTORING- NOTES

ROAD-CRAFT AND ITS VALUE

OUR roads are growing perceptibly more dangerous every day, and even the most expert drivers are occasionally faced with a combination of circumstances which spell a nasty accident unless—and this is the crux of the whole question—they possess that most desirable asset known variously as road- craft, road-sense or foresight. The main causes of the ever- increasing danger of road travel are the inexpert motorist, on the one hand, and the careless pedestrian, on the other. Motoring calls for something more to-day than being able to steer a car in traffic ; if the number of accidents is to decrease every driver must cultivate road-craft. The - majority of pedestrians, too, require teaching, as they are careless to a degree in the way in which they attempt to dodge traffic and the aimlessness with which they cross a congested street.

If all Motorists were equally skilful there would be little or no danger, as then each one would know exactly how-all others would behave in a given set of circumstances. With hundreds of new drivers appearing on the road every week, however, it is too much to hope, or even to expect, that all can be versed to the same extent. The following suggestions are offered not only to novices but to those who have been driving for years. One would expect that the motorist of several years would possess road-craft, but, unfortunately, this is not so. As a matter of fact, it is possessed as a natural instinct by only a small number.

The angle of vision varies considerably with different motorists. Some are only capable of seeing objects directly in front of them ; others appear to be able to observe all that is happening on both sides as' well as ahead. It is possible to cultivate a wide angle of vision by constant practice, and thin is essential, because vehicles and pedestrians on one's right and left are a source of greater danger than those directly in front. Without diverting the attention from the front it is still possible to be cognizant of all Movements at the sides.

Pedestrians frequently act as a good guide to the movement of vehicles. Their behaviour at corners shoUld be observed as this often indicates whether a vehicle is approaching from a blind turning. If they are seen to panic in their stride one may presume that something is coming along the road. But, more than this, the movements of all pedestrians within the line of vision should be regarded, even though only momen- tarily, for _every pedestrian is a potential source of danger, As an illustration of this point, take the case of motoring along a fairly busy street, with two or three vehicles 'approaching from the opposite direction. There are several pedestrians on the off-side path, and unconsciously you follow their actions. Suddenly one rushes across the road, dodging between two of the on-coming cars, so that he will cross your path just as you are passing the first car. If this action be unnoticed one more accident will be recorded, but seeing it you have ample time to slow down and allow the foot-passenger to cross in front of you.

The following experience will indicate the importance of small, seemingly unimportant details. I was motoring with a friend through a narrow street in one of the few large towns on the North Road. On the near-side was a large factory in an unbroken line of about two hundred yards; and on the off-side there were numerous side-turnings. Almost in the centre of the road there was a railway delivery lorry the driver of which held out his arm horizontally. The natural supposition was that he proposed to turn down the next street on the right, but my friend instead of maintaining his speed and pulling over to the near-side • with a view to passing, applied his brakes and pulled well over to the right. The lorry turned sharply to the left and entered the gate leading

to the works. The explanation of this exhibition of foresight was simple. My friend remembered that he had just passed a railway station ; he saw that the lorry was a railway van loaded with heavy packing cases, and he also noticed the gates leading into the works ; hence his presumption that this was the lorry's destination. It might have happened, of course, that the lorry was going to turn to the right, but our car was on the safe side and ready for all emergencies.

It is not enough to watch for the recognized driving signs, useful though these are, because these do not cover the whole range of possibilities. There are many other little points to be observed. One of the best guides, under certain conditions, is to note the movement of the front wheels of any vehicle in front. When driving along a road, for instance, if there be a 'bus standing at the side of the road the driver of which is getting ready to 'start, his actions can be determined by the position of the front wheels. If his path be obstructed. by a stationary vehicle, in which ease he must perforce pull out into the road, this will be seen at once, as he will prepare by moving the steering-wheels to the off-side. If there be a stationary tramcar fifty or sixty yards ahead probably your first thought is to overtake it, but the conductor should be watched, as before you reach him he may have given the signal to start, and it will only be by racing that you will be able to overtake the rapidly accelerating tram. The correct thing to do in this case is to slow down and allow the tram to take the lead.

The actions of drivers of on-coming vehicles should also be observed. Trams are a constant trouble to the motorist, as they arc able to gather speed so quickly and, of course, always keep to the same track. When one is driving along a road where a car is just'starting from rest on the near-side and a short distance in front, and there is a stationary tramcar eighty or a hundred yards ahead on the off-side track, there is ample space to overtake the car under ordinary conditions. But the actions of the tram driver shoUld be noticed. If he is just releasing his hand-brake and beginning to switch on the current, one knows that in a fraction of a minute the tram will be under way, implying that it will only be possible to squeeze between the car and the tram. Fortunately there is plenty of room and time to slow down and follow in the wake of the car in front.

GREAT INCREASE IN MOTOR VEHICLES.

On November 30th last there were 167,783 more motor vehicles in use in Great Britain than on the corresponding day of 1924, the totals being 1,428,293 on November 80th, 1925, and 1,255,530 in 1924. The amount paid in taxation during the twelve months ending November last was £16,592,188, as against £14,783,186 in 1924. These figures represent an increase of 18.85 per cent. of vehicles in use and 12.35 per cent. in the revenue. Of the motor vehicles in use on November 80th last there were approximately 588,000 cars ; 490,000 motor-cycles ; 332,000 commercial cars ; and 84,000 hackney vehicles.

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SPARE PARTS ABROAD.

To meet the convenience of the increasing number of motor- ing visitors to the Continent, the Royal Automobile Club has made special arrangements whereby any spare parts required for cars or motor-cycles belonging to members touring abroad may be forwarded with the greatest possible speed, and all Customs formalities arranged without the usual delays. The R.A.C. appreciates that spare parts may not often be required in such circumstances, but when they are it is usually a matter of extreme urgency, which only a scheme such as this can ensure.

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WHERE BRITAIN LEADS.

Great Britain is now the leading country of the world in the manufacture of motor-cycles. During the War America made a great effort to capture the overseas trade, and at the time of the Armistice was virtually master of the export trade. In 1919 she exported 24,481 machines of a value of £1,887,487 against our 8,330 machines of a value of £575,848. But since then we have steadily advanced, while American exports have decreased. During the first nine months of last year we exported 85,405 machines of a value of £1,431,206, as com- pared with America's 16,889 machines of a value of 1780,285. In the years 1920 to 1924 inclusive, the American manu- facturers produced less than 200,000 machines, while British makers during that period produced over 400,000 machines.

E. T. BROWN.