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The War Office and the CloMng of an Arterial Road.

30th September 1924
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Page 1, 30th September 1924 — The War Office and the CloMng of an Arterial Road.
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A CCORDING to a notice issued by the War -LA-Office, under authority claimed to be granted in an Act of George III, the main road—an important arterial link in the communications of the southeastern district of the County of Sussex—between Winchelsea and Rye, being a stretch of two miles, will be closed on and after October 23rd next to all mechanically driven vehicles, except private cars, motorcycles and light vans with a total laden weight not exceeding two tons. In other words, motorbuses, coaches, and goods vehicles larger than Fords are to be prevented from using a road to which there is no practical alternative, for the route via Battle, Hurst Green and Northiam entails a 35-mile detour, in place of the 11 miles via the direct road.

A glance at the map will show that only awkward, narrow by-ways, through Cripps Corner and Udimore, unsuited and not made up for heavy traffic, are available, in place of the main road, so that virtually a definite break in an important highway may be made by a Government Department without consideration being given to the requirements of the public.

The two-mile stretch between Winchelsea and Rye is a military road, closed by toll-gates, a toll of 6d. per vehicle covering a return journey being charged for its use, and it has been allowed to get into so bad a condition that before Parliament adjourned questions were asked in the House of Commons, and some attempt was then made to fill up a few of the potholes. Complaints by users about its condition, however, cannot have been sufficient to incense the War Office to the extent of saying, "Well, you shan't use it at all." There is considered to be something more than this behind the decision to close it. There is probably a departmental quarrel as to the future maintenance of the road.

The roads leading to this militaty road at each end —one from Hastings and the other from Hythe—are Class A roads, maintained as to 50 per cent. at the cost of the Road Fund provided by motor taxation ; but, because the War Office has the power, or assumes it, to close a two-mile connecting link, all except the lightest traffic is prevented from using a goodly stretch of one of the main arteries of the country We trust that Sir Joseph Nall, who raised in Parliament the question of the condition of this military road, will at once ask for an explanation of the order closing the road and for the order to be rescinded. MUCH PUBLICITY is at preeent being given to the subject of reducing the fares charged for London's taxicabs. This appears to be a topic which recurs every time there is a drop in the price of fuel, and it may be of interest to outline the present situation and compare it with that, for inetance, which exists in Paris. London, with its many millions of inhabitants and its huge area, has some 8,000 cabs, many of which are of an age which renders their continued running somewhat remarkable, and which has given rise to so much comment that regulations have been brought into force with a view to eliminating those vehicles which have proved to be inefficient. There are also several thousands of new and completely up-to-date cabs, the majority of which have been bought, comparatively recently, on the hire-purchase system. Consequently, these vehicles have to be paid for out of the earnings, which also have to provide sufficient profit to enable the driver to live, and it is feared by many owners that if the fares be lowered, and the use of the cabs by the public does not increase proportionately, what at present is a hard method of earning a living will become even more difficult. In Paris, on the other hand, there are some 18,000 tabs in service, and, the number is steadily and rapidly growing, and although the fares charged are far more reasonable, the drivers appear to make a fairly satisfactory livelihood, for the taxicab habit is extremely popular; 'but then Paris is a city of wide boulevards and although the congestion is con, sidera.ble, it has not yet reached the pitch of that in London, where many persons who would, if it were a question of greater speed, take taxicabs, have found that the bus is almost as rapid. This factor of slow speed is partly due to the stipulation of Scotland Yard that taxicabs must take direct routes. If this were waived and taxicabs permitted to use other routes where less congestion exists, the speed of taxicab travel would probably he so increased as to render journeying by this type of conveyance more attractive to the man to whom time means money. Taxicab owners have actually complained that there are too many cabs on the London streets, and stated that this is proved by the fact that remuneration is received tor only one-third of the total mileage, but others amongst the owners themselves are coming to the conclusion that the numbpr employed is not the 'cause of reduced earnings, and that the only method to foster the popularity of the cab is to make the fares more reasonable, in which opinion we concur, and believe that a reduction would be to the ultimate benefit of the trage. We would welcome comments on this matter from those responsible for directing the policy of the cab owners.

The Foreign Development of a Britishdesigned Chassis.

THIS COUNTRY is often looked upon as the land of the conventional. Perhaps this is the reason why a iemarkably interesting chassis which embodied four-wheel drive, braking and steering did not receive so much attention, when details regarding it were published about a year ago, as its novelty deserved., but foreign countries have not been so backward in this respect, and those who are pushing the claims of the chassis to which we refer have received great encouragement in Italy and France. One well-known company, whose designers have produced the most successful racing car of recent years, are actually increasing their plant with a view to building chassis of the type to which we refer, both for private cars and light commercial vehicles, the latter being built of the subsidy type to meet the requirements of the Italian Army. There is also a probability that e-ton lorries incorporating four-wheel drive, braking and steering will be produced by another Italian concern. It was argued by some that the new features of this chassis, although, perhaps, of value for work in undeveloped countries, were not essential or even advisable here, but it would seem that in other parts of Europe this opinion is considered to be unjustified, and we certainly think that it would be advisable for our manufacturers to investigate claims such as these far more closely than appears to have been the case in this instance. It may be thought by some that a design which includes four-wheeldrive and steering would be excessively complicated. but that such is not the case ie proved by the enthusiasm with which one of the best-known Italian designers, who is responsible for several wellknown chassis at present on the market, is concentrating upon its production, which we shall follow with great interest.


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