How Cyclists Injure Cyclists.
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We hope that drivers of motorcabs, in the course of the numerous Sunday and week-end hirings which fall to their lot, will not allow themselves to be unduly irritated by traffic-ignorant and obstinate cyclists who repeatedly cause unnecessary danger for themselves and motorists generally : we refer to incidents which occur during the frequently-recurring periods when a motorcab is between cy-clists who are travelling in opposite directions. Presentday cyclists, as a. general rule, apparently consider it to be their bounden duty to "hold their own " against motorcars of all kinds, 'tut a natural attitude of mind, which prompts self-defence against imaginary or real aggression, and which is laudable in itself, too often becomes exaggerated. A perverted idea. of duty now obsesses not a tow cyclists who regularly use main roads out of London. These hardy riders have, no doubt, at some time or other, been " cut out " by scorching motorists, or they may know of bad cases of the kind. We must, in common fairness, admit that not all motorists are considerate drivers. Many such original sins of commission, however, were certainly not unconnected with antecedent contributory provocation from the cyclists. Now, unfortunately, as all who drive may see, a considerable percentage of cyclists is deliberately waging what is no doubt believed to be a just " war " upon motorists, and the motorcab driver—possibly because he is in charge of a less-awesome vehicle than is controlled by the average private motorist —is suffering more than his share of the obstructive tactics about which we complain. We are not concerned with the rights, wrongs or supposed grievances of either party, but with highway facts, and motorvan drivel's should also note. The conjunction of circumstances about which we write has recently been brought under our direct observation, both upon the Bath and the Portsmouth roads. The conditions precedent are: two or more cyclists, proceeding in the same direction as the motorcab, who continue to ride eight or more clear feet out from the near-side limit of the carriageway, in spite of the facts that the motor is nearly parallel with them and that other cyclists—also eight or more feet out from their side—are approaching in the opposite direction; the selfish regard of each party of cyclists for its own convenience, and its extraordinary disregard for the convenience or safety of the other party of cyclists. The motorcab driver, with every right and title to do so, reckons that the cyclists to his left will give way, or that the approaching cyclists will do so, as each, by the rule of the road (Highways Act, 1835), is required to do. At the last instant, he is faced wiith. the choice between running " end on " into the approaching cyclist nearest to him and a. sudden swerving to the left. Over goes a cyclist on his left, into the eight-foot width of wasted road, and then there is trouble. It is at this point that we appeal to the motorcab driver not to show his irritation. The law is in his favour, and he should keep cool. The proper course is for him to point out to the cyclist that it, was clearly his own fault, or that of his brothers on wheels with the other eight-foot width of road to spare, and to ask his passengers to back him up. We hardly dare to hope that a motorcab driver will often be able to spare the time to secure the issuing of a richlydeserved summons against, the cyclist for wilful obstruction, but he can at least safeguard himself against any effective claim for damages.
Tramcar or Motorbus ?
Changing phases of the interesting controversy upon the subject of Tramcar or Motorbus, to the then-current instances of which we gave prominence in the first number of this journal, published on the 16th March, 1905, in the form of opposing articles front the pens of Mr. E. Manville and Colonel It. E. Crompton, C.B., for and against electric tramcars, respectively, and aspects of which were publicly debated at the Royal Automobile Club 12 months later, show that this important topic is by no means dead. There are encouraging indications, however, that the pendulum is swinging in favour of the motorbus. The trenchant criticisms, by Sir Herbert Jekyll, in last year's report of the London Traffic Department of the Board of Trade, came as a rude shock to tramcar enthusiasts, and also served the useful purpose of causing the general public to think a little better of the previously-abused motorbus. In view of the effects which any side-light in regard to the shameless way that certain tramcar undertakings are subsidized out of the general rates may have, we feel that we cannot do better than quote a paragraph from a report which was presented last week to the London County Council by its Improvements Committee. The italics are ours.
" We again desire to call attention to the serious extent to which impror(114ePt..1 for general traffic are being affected by the tramway policy of the Council. 'I'he Council has to accelerate certain improvements and undertake others in the interests of the tramways, and consequently to retard or postpone other improvements which may be regarded as more argent from the point of view of the general-traffic requirements of London. It is natural that the Council should wish to give every facility to the development of a revenue-producing undertaking, but it is not always realized how seriously the interests of particular localities and of the general traffic of the county are prejudiced by the delay or postponement of important improvements in order that other improvements may be accelerated in the interests of the tramways. It is essential that the tramways account should bear its full share of the ro4 of i,uelt lirerkra 1 f011 • in order that the rate revenue shall be free for the execution of improvements no less beneficial to the ordinary citizen in other parts of London." The extensions of motorbus enterprise in the Metropolis, and the improved financial prospects Mild' are now imminent, have been achieved without any comparable subventions, and in the teeth of apparently-overwhelming difficulties. Similarly, in the Provinces, we can point to the outstanding ease of Eastbourne, the progress of whose undertaking we have reported each year, in refotation of the 1900 prophecy by tranivar advocates that motorbus projects must give way to electric traction. It will be the writer's privilege, a few weeks hence, to present a CODS idered paper before. the Second International It iind Congress, at Brussels, and in that paper to show some of the flaws and miscalculations by which electric-traction undertakings in this country are beset. We hold that the day is coming when the motorbus manufacturer, working hand in hand with the wood-paving contractor, will enjoy the same ascendancy and activity that fell to the lot of the electric-car builder and permanent-way contractor some ten years ago, and we shall quote striking facts.