Agriculture and the Lorry-speed Restrictions.
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THERE is no doubt that the speed-limit pro-1posals for commercial vehicles, if put into • practice, will affect agriculture very badly. During the past year several articles have appeared in this journal dealing with lorries and agriculture, and pointing out the value of speed in some branches. Two sections of the industry in .tvhich speed is of the utmost importance are milk production and market gardening. It has been mentioned many times that in the transport of produce from market gardens the speedy pneumatic-tyred vehicle is the type that has been found most useful, because it can be taken directly on to the field and off again and can quickly cover 20 miles to 50 miles.
All vegetables, to -be at their best and to realize the highest prices, must be offirst-class quality and this is quite impossible unless the produce can be delivered to the shops early enough in the morning to be -Ised on the table the same day. A big business has been built up by market gardeners who use their own lorries for speedy direct delivery. In many cases the loads have to start at three in the morning and any restriction on speed will at once mean that no such early-morning deliveries can be made except in the cases of comparatively short distances; other deliveries will have to be made the day before.
This early-morning delivery is very important during the season of the soft fruits—cherries, strawberries, currants, etc. The longer these fruits are kept in the packages after picking the more freshness and quality are lost, whilst the longer they are on the road the worse becomes their condition.
Then as regards milk the position is of even more importance. Milk must be delivered fresh and these proposed restrictions will deprive the public, to a considerable extent, of the very elaborate system that has been built up for delivering milk quickly and in a fresh condition. There are other branches of the industry that will suffer and generally it can be accepted that the proposed restrictions will mean an economic blow for the whole industry.
The Farmers' Union has taken the matter up, but not, in the opinion of some, sufficiently wholeheartedly. The resolution passed at the c17
meeting which was held in London a week or two ago merely asked that as the clause in the Bill for fixing a minimum rate to ensure a profit on the traffic and eliminate competition would increase the costs of agriculture, the Government should, in the same manner, fix the price of farm produce at a profitable level to put farmers on an equal footing.
Nothing was said by resolution regarding the question of speed fixing in regard to lorries, although this matter is of much more economic importance to the industry than the fixing either of transport rates or of the prices of farm produce. Indeed, one wonders whether the N.F.U. realizes the blow that the rigid application of a speed limit of 20 m.p.h. means to the industry.
Further Protection for the London Bus Driver.
IN the past, and particularly during recent months, we have paid considerable attention to the matter of protection for the London bus driver against inclement weather conditions. We have stressed the importance of caring for the health of this large body of men, quite apart from the obvious desirability of considering the question of comfort.
Mainly as a result of our drawing attention to the subject, the licensing authorities at Scotland Yard permitted some London buses to he equipped with front windscreens and narrow glass side wings, but it was found from experience that these were not effective, the men themselves preferring to be without them because the wind and rain eddied around them, causing chilly draughts about the head and shoulders which were worse than the straightdriving head wind.
Again we explained the position to our many readers, pointing out that the matter should not be left thus, but that further experiments should be made. We are glad to be able to state now that Scotland Yard is permitting the trial of a front screen to which is fitted, on the left or near side, a full-width glass panel, preferably made in two sections, one of which may be made to slide.
This should do much to prevent the objectionable eddies around the driver's head, even though the off side must not yet be completely enclosed. A small glass wing on the off side is permissible and a half-depth door, instead of a doorway, may be included.
Roads Over the Railways—Their Practicability.
TN the early months of last year we published details of a comprehensive scheme for building roads above the railways. This aroused enormous interest, extracts, often accompanied by illustrations, being reproduced In some 30 papers throughout the country, whilst the article gave rise to considerable comment overseas.
Our main suggestion was to overcome the increasing congestion on the main exits from the Metropolis by carrying relief roads for a few miles over the railways, when they could rejoin existing trunk roads, or, later on, might be extended to become important routes.
We pointed out,tha t we were quite aware of the many difficulties, but that these were not insuperable, and that we looked upon the matter of relieving congestion as being one which required drastic treatment if semi-paralysis is not to occur in the near future.
The seeds which we have sown may have fallen on barren ground in this country, but, apparently, not so in America, for the Grand Trunk Western Co. has just announced a plan to build an elevated motor road above its right of way from Detroit to Pontiac, Michigan, subject to the approval of the City Council of Detroit and the Public Utilities Commission of Michigan.
The elevated road will be designed to accommodate four lines of motor traffic, the inner ones for cars travelling at high speed, and those at the outside for vehicles moving comparatively slowly. It is intended to charge a toll to users to amortize the cost of construction and maintenance.
The importance of this move can be realized when consideration is given to the distance between the terminal points, this being 22 miles, which is greater than the total length required over our four great railways to alleviate traffic conditions in the Metropolitan area.