The Driver's Conduct as a Traffic Lubricant.
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TT is doubtful how far an employer of motor -I-vehicle drivers can go in an effort to secure careful and considerate driving on the part Of those to whom he entrusts the steering wheels of his vehicles. He can, and generally does, insist upon the measure of care which shall safeguard his own interests, in the avoidance, so far as is practicable and reasonable, of those mishaps which would put the vehicle out of action or delay the collection or delivery of the goods 'upon which it was engaged, or, in the ease of the passenger vehicle, injure, distress or annoy the passengers, but the question is : Can he go farther than this? Can he lay down such rules of conduct and behaviour as will ensure that his employees shall drive with full consideration for other road users, and be courteous at all times or, at the least, avoid giving cause for complaint?
One has in mind, in asking these questions, the extraordinary example set by the Combineemployed drivers of London buses. Those who move about London and drive vehicles there have become so accustomed to the careful and considerate driving of these men that they, nowadays, accept it without comment and even without thought, but it always impresses visitors from the provinces and from overseas, so it is apparent that it comes as something new to them and as calling for remarks of approbation.
The London General Omnibus Co. is, of course, in an exceptional position in this regard and, with so large a road staff, is not only able to lay down a standard of conduct, but to maintain a school in which bus driving (by no means the same thing as the driving of lighter types of vehicle) is taught and in which there is inculcated in the men carefulness and consideration, courtesy and a kindly spirit. The company is in a position to employ inspectors and supervisors whose way of dealing with the men, again, is such that it brings out their best work and encourages them always to do the right thing. The smaller concerns could only attain the same ends in the same way by extensive cc-operation, but there is this to be said, that the L.G.O.C, drivers and conductors set an example which drivers of other road vehicles feel compelled to heed and, in a large measure, to follow. Owners of commercial vehicles of all kind should ask their own drivers, conductors or drivers' mates to adopt as a standard of road conduct that to which London bus drivers adhere, with a view to the lubrication of traffic—making it easy and trouble-free in its flow, thus tending to the avoidance of restrictive legislation and hampering local regulations.
British versus Foreign Products.
THERE is a considerable amount of misconception regarding, and even wilful misuse of, the•term British as applied to commercial chassis, and it has even been suggested that a component built vehicle constructed entirely of parts produced in foreign countries could be termed British be cause it has been assembled here; but this, in our opinion, is obviously wrong, for it gives an entirely false impression to the buyer. On the other hand, there are many stages between the all-foreign vehicle and the all-British vehicle, and it is sometimes an extremely difficult matter properly to differentiate between them.
Nominally, a British vehicle should not be termed so unless it is British throughout, but in these days, when components obtained from vari ous sources are entering more and more into the construction of chassis, some little latitude should be allowed, and, in our opinion, it would be fair to apply the term British to a chassis which is constituted of 75 per cent. or more of British parts.
We would suggest that, as a method of gauging the percentage, the frame and its details should be counted as a unit, forming a total of four with the engine, gearbox and back axle, and, as In practically all vehicles assembled in this coun try the frame is a home product, this means that the chassis can still be British if only one of the other three major units be a foreign product.
It is quite time that some definite ruling was laid down, as the present situation is unfair to both the British and the foreign manufacturer.
The Use of Portable Self-starters.
Nor yet have we reached the period when all heavy commercial vehicles for goods or passenger carrying can be equipped with self-starters, although this would prove a tremendous advan tage in many cases. Buses, for instance, have to be out very early in the morning, and often the greatest difficulty is experienced in starting obstinate engines. Electric starters embodied in the design would be too great a drain on the average bus battery, and it is doubtful whether they could be employed with success for the first starting of large engines in cold weather, which is often a difficult task for two, and sometimes even three, men.
In garages where this trouble is prevalent, it would seem that the use of portable self-starters would prove an inestimable boon. Such a starter could consist of a fairly powerful electric motor with a reducing gear and a suitable claw by which it could be connected to the starting handle.
Devices of this type have, we believe, been used in a few places, but not to any great extent. We understand, however, that they are being asked for in some quarters, and they would certainly facilitate what is now an almost back-breaking task.
Towing by another vehicle is-often resorted to, but not all garages lend themselves to this ex pedient, and a simple portable device which could run about on its own wheels would greatly facilitate the work and enable a bus fleet to be put on the road in much shorter time.
We shall be pleased to hear from manufacturers c18 who make, or contemplate making, portable starters of the type indicated, and, if desired, we will deal with their products in the columns of this journal. We would emphasize the need for efficiency and simplicity in the design, combined with a first cost which should not be excessive. Given these features, a considerable market should be found.
Pneumatic Tyres on Buses.
(INE of the difficulties which occurs when pneumatic tyres are employed on publicservice passenger vehicles is that, as these are constantly drawing in to the kerb when dropping or pickii.g up passengers, abrasion of the tyres at the kerbside often happens, particularly, of course, in the outer tyre of the near-side rear wheel.
Sometimes the _walls are actually torn, and, as was mentioned by a speaker at one of the conferences held during the Commercial Vehicle Exhibition, a comparatively large percentage of pneumatic tyres has to be abandoned long before the condition of the tread would have enforced this, simply through the damage done to the walls.
Much, of course, can be done to alleviate this difficulty by training the drivers not to pull quite so closely into the herb; but, especially in wet weather, there is a tendency for the vehicle to skid into the kerb just before its motion is entirely" arrested, and it is often then that the damage takes place.
The prevention of this form of deterioration might well receive the attention not only of the tyre manufacturers, but of commercial-vehicle designers. It might be possible so to design the outer rims that the tyres could in some way be protected ; possibly a thickening of the walls might be of some assistance and stave off the evil moment when replacement becomes essential.
The Creation of Road Dangers—An Absurd Instance.
ACURIOUS -example of avoidable sources of traffic danger was brought to the notice of the House of Commons the other day. From the statement of Mr. Lunn, the member for Bothwell, it seems that a post pillar-box was placed on the south side of the Leeds and Pontefract Road in the Bothwell urban district. It does not serve a single house on the south side, but there are hundreds of houses on the north side, the inhabitants of which are, therefore, compelled to cross the road twice whenever they desire to post letters. A great amount of traffic passes every hour of the day and several people have been killed on the road recently "by fast competing omnibuses." The position of the box constitutes a danger to life and limb, particularly of children, who are not to be expected always to stop and weigh up the risks before crossing the highway. A promise that the box would be removed on October 20th has not been carried out. The Assistant Postmaster-General (Lord Wohner), when the matter was raised in the House of Commons, replied that the box was fixed in the brickwork of a railway bridge and would be moved to the other side of the road as soon as the railway company intimated its consent. He promised that he would have the matter expedited so far as he could. There is no explanation of the reason for the original choice of position, and it is obvious that there is no excuse for such a pettifogging delay as has occurred in this ca6e. It should be considered the duty of every Government or Departmental official to reduce road risks and not t3 multiply them.