What Clearance Below a Bus Axle Should be Given ?
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WHEREVER there is local option or local. control; there is bound to be lack of uniformity to a degree that • a reasonable thinker would never expect, and it is doubtful whether the closest student of human nature could give the reason , for the divergences of opinion that are disclosed in the exercise of such local control. Even in the simple matter of the lighting of vehicles on the highway at night it was found that lack of uniformity arose and .created endless trouble.
What we are concerned with at the moment is the question of under-chassis clearances for public service vehicles. The regulations on this particular matter laid dawn by the Commissioner of Police for the Metropolis some years ago have been found generally to he quite workable. A minimum clearance of 10 ins, between the ground and all the underparts of a vehicle inside the pivots of the front axle and steering arms, and carried back so far as 14 ft. 6 ins, from the ,front dumb-irons, is found to be attainable even with tyres worn to the point where they require to be renewed. In the regulations is included the phrase " as far hack at least as the rear axle, or not less than 14 ft. 6 ins, from the front dumb-irons," and this, whilst not clearly showing what is intended, has been read so as to mean "up to, but not necessarily including, the rear axle, and with 14 ft. 6 ins, as the minimum distance over which that clearance must be given," so that, with an under-. slung worm, the shaft must, not be nearer the ground than 10 ins. at 14 ft. 6 ins, from the front dumb-irons.
Manufacturers have been able to design and build to these requirements, and, whilst according therewith, to provide a' bus with a reasonably low floor level. The L-G.O.O., in fact, with the NS-type bus is able to design for a single step on to the platform and a further small step into the bus, thus cutting out one step altogether. But under the worm ca,sing there is a. clearance of only 71 ins., the clearance of 10 ins, extending back to 15 ft. from the dumb-irons.
Impractiee, the clearance is effective and sufficient, because no:,falltn,person or object passed over by the front axle of any bus has ever reached the rear axle. This is a curious circumstance, but it is nevertheless a true fact. . The control-of a London bus and the training, skill and watchfulness of the driver have brought this about, so that it has never been found necessary to give full 'clearance actually below the rear axle. And the fact remains that even a 10-in. clearance (which means lt ins. when-the tyres are new) would be altogether insufficient to clear an adnit person. In the provinces, however, we find that, whilst the regailations laid down in London have generally' been copied, the stipulation as to clearance is often taken to apply to the rear axle, and if this be done the manufacturer is given a task which is simply impossible, unless the floor line be raised from 24 ins, (which is a reasonable attainment) to 35 ins., which entails the use of three very deep steps and the use of a 38-in. by 7-in, pneumatic tyre, which in turn causes a big wheel arch. A low centre of gravity for safety's sake and a Jew floor level for the Convenience of passengers entering or leaving are absolute essentials in bus design, particularly in the country, where the roads ki re heavily cambered and trees overhang the line of route, and for this reason every encouragement must he given to manufacturers by the adoption of reasonable regulations. Whilst we do not say that London's example should necessarily be followed in the proyinces, it must be remembered that London has had a hundred times mOre experience with public service buses than the rest of the country put together, and What is found to he practicable there can surely be taken as a guide elsewhere.
Accommodation and Shelter on the Roads.
MANY comments have reached us upon a subject dealt with in a short article which recently appeared in our columns. It was therein #aserted that, with the rapidly growing use .ef the roads-for the transport of goods, there is an equally rapid development of the need for more tieeping accommodation for drivers and their mates and shelter for their vehicles.
1 Along a well-frequented highway, such as that Leetween London and Birmingham, or any one of the w old coaching roads, there is no lack of accom°dation, much of it quite suitable in so far as the men are concerned, although very few of the inns have the yard-room to accommodate the vehicles, which are nearly always from 4-tonners to 10-tonners, those being the types of vehicle which cover the long distances entailing more than a single day on the road. Such inns as have large yards are now styled " hotels," and cater for the motorist, their proprietors looking askance at the commercial vehicle driver, and really not haying space or entrances suitAble for a heavily laden wagon. But anywhere off ,a few of the main coaching routes the driver of a commercial motor is often hard put to it to find a place for him and his mate to lay their heads and (more pressing to them and their employers) a safe place for their vehicle and its precious load. This question of load safety is an extremely important one, for it is not sound practice to leave a loaded wagon or lorry by the roadside in front of an inn all night, and yet it has to be done. The time has come for an organization to get to work to obtain information concerning suitable shelter for vehicles and accommodation for drivers. If we remember rightly, the Commercial Motor Users Association at one time (it must have been over ten years ago!) compiled a list of shelters, for vehicles, but these were in towns and other populous places. It seems to us that the idea now requires to be taken in hand and to be carried out in a 'very thorough manner. It has been suggested that the work is of a kind that should be undertaken by a drivers' organization, and that the time is ripe for the formation of an association of commercial vehicle drivers, the association. to undertake the compiling of a list of places offering shelter and accommodation, the legal defence of its members and the provision of assistance on the road, such as by arrangement with the Automobile Association, so That members should be entitled to enjoy the advantages of the services of the A.A. scouts, telephone and other assistances. The idea is certainly worth considering, even, if it be put into practice by one of the existing organizations, which could form a special branch for drivers:
Dangerous. Driving.
NYONE who does much driving through the suburban districts of a large city, such as London, Glasgow or Manchester, cannot fail to be impressed by the really shocking driving exhibited by many road users. It is regrettable to have to record that, apart from the relatively few reckless private car owners, the driver of the light delivery van is principally to blame. Apart from the dangers of accident, the delivery van usually has the name of the firm prominently displayed, and there is no doubt that if Messrs. Blank's vans are conSistently driven in a reckless manner, Blank's business will suffer. Drivers do not seem to realize that practices such as driving up to corners at break-neck speed and slamming on the brakes at the last minute greatly Iedu.ce the period which a vehicle will run before a complete overhaul is required. In this connection, firms owning large fleets might well give more attention to the possibility of inaugurating bonus systems for the drivers, based on the amount of maintenance work expended on their vehicles. Brakes and transmission soon tell the tale of bad .driving.