Danger Points in Motorway Code
Page 74
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THERE appear to be two clauses in the motorway code of conduct for drivers where full allowance has not been made for possible errors of human judgment, or a lower standard of driving skill. Both relate to entering and leaving the motorway at the slip roads.
The code states: "When joining a motorway at an intermediate access point, you will approach it from the slip road on the left Watch for a safe gap between vehicles in the near-side traffic lane, and increase your speed in the acceleration lane to the speed of the traffic in the near-side lane before joining it."
This procedure of entering the motorway seems to be extremely hazardous. Where the driver on the motorway has the right of way, it places the onus on him of keeping a sharp look-out for infiltrating traffic—one of the many objects the roads were designed to prevent. It is assumed that the approach road will be in the form of a wide arc, with unimpeded vision, where the last part will be at a narrow angle to the near-side lane.
The entering driver will have quickly to assess the probable speed of oncoming traffic, which is not easy in the ease of fast vehicles, and adjust his own speed accordingly. For his final sight 'of oncoming traffic he will have to turn his head back over his shoulder. I doubt whether the average non-professional driver has the ability to synchronize all the required movements at speed—the right speed. There will be periods, such as a succession of vehicles in the near-side lane, when fast entry is not possible from the approach road. It may well have to be made from a standing start, or in one of the lower gears.
A similar, if lesser, potential evil appears to exist on leaving the motorway at the intermediate slip points. The code says: "The first sign will be one mile in advance of the slip road to your left, the second half a mile in advance, and a third at the exit. To leave a motorway at one of the intermediate exit points, get into the left-hand lane, stay in it, and give a left-turn signal well before reaching the slip-road."
The success of this manceuvre on the part of the fast driver presupposes that he knows the whereabouts of the slip-off point well in advance of the mile sign. A car coming up in the centre or outside lane at 80 m.p.h. has, on reaching the mile sign, just three-quarters of a minute to decelerate and cross into the near-side lane among the .slower-moving traffic before arriving at the exit. I foresee cars climbing up the backs of lorries or cutting their noses off.
Earlier in The Commercial Motor I put forward the plea that the area on the motorway covering-the entry and exit of the slip roads and service points should have a speed limit. Experience may prove this to be necessary, even on a three-lane road.
Glasgow. ARTHUR R. WILSON, M.I.R.T.E.
Converting Railways to Roads
I N the footnote to my letter under the heading "Why Not Convert Railways to Roads?" in your issue dated November 7, you referred to one difficulty as being the low and long tunnels, insufficiently wide to accommodate the type of road which would be required.
Whilst this may be true so far as single-track tunnels with a width of 14 ft. are concerned, except for one-way traffic, I would like to point out that in the latest information
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sheet issued by the Railway Conversion League, Ltd., it is estimated that the road surface could be 1 ft. 4 in. lower. than the rails, which would automatically increase the height of the tunnels to approximately 15 ft., whilst those carrying overhead electric gear would provide 17 ft. compared with 16 ft. 6 in. for tunnels on the new motorways.
Double-track tunnels have a normal width of 26 ft. 6 in., whilst the new DartfordRurfleet road tunnel would be only 21 ft. wide. On the 10,351 miles of double railway track the cuttings and embankments are seldom less than 28 ft. wide and often over 33 ft. which would be ample for road vehicles 8 ft. wide on a 24 ft. road.
In the event of embankments being too expensive to widen owing to their height, they could be provided with a specially designed kerb similar to that used on the urban road viaduct in Brussels. Even greater possibilities exist in converting 447 miles of three-line track, which could accommodate four-lane highways 40 ft. wide. There are also 1,507 miles of track with four or moresets of lines, which would make dual carriageways far supetior to those of the motorways, particularly from the points of view of easy gradients and access to city centres.
Hovingharn, York. A. I. WATKINSON.
• .Rolls-Royce Converted to Six-wheeler -wE would like to correct the statement made by J. Ellis " in his letter published in your issue dated November 14. The Rolls-Royce bus to which he referred was a conversion carried out by Messrs. ShergoId and White, directors of Silver Star Motor Services, Ltd., Porton Down, Salisbury, and operated by that company, not by Charlie's Cars. We still have a copy of The Commercial Motor dated February 26, 1929, in which this vehicle was illustrated and described.
Salisbury. Silver. Star Motor Services, Ltd.
[Reference to the issue mentioned by " G.T." shows that the Rolls-Royce chassis had been converted into a six-wheeler by the fitting of a third axle. The springs of this axle were unclerslung, the front end of each being attached to a common shackle to which the rear end of the corresponding spring for the forward axle was also attached. The body was quite modem looking for its time and was built by Wray's Motor and Body Co., Ltd. It was panelled in polished aluminium and had a raked windscreen. The vehicle was said to have covered 30,000 miles during the summer of 028.—Eo.]
A Knock for the Stonleigh Brownies
wax regard to the short article "Anti Litter for Upper
deckers" referred to under "Passing Comments" your issue dated November 7, it would seem that the Fourth Stonleigh Brownies of Ewell have been well and truly forestalled, as Bournemouth Corporation have been employing three used-ticket boxes on their doublel;deckers for over 18 years. One is situated at each doorway and the third above, by the front staircase.
Incidentally, Hants and Dorset Motor Services have a number of Bristol Lodekkas in service with a used-ticket box fitted as an extension to the rear destination-blind box. This is available to passengers descending the stairs.
Southampton. M. CROSSGROVE, Sainsbury Staff Association.