Public Transport Association Keeps Busy
Page 19
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AT the a.g.m. of the Public Transport Association, held on September 9, it was announced that up to that time the membership was 250, covering some 37,000 public-service vehicles, but at the Council meeting which followed the membership was raised to 318 and the number of vehicles now approaches 40,000.
Last Monday the secretary, Mr. Eric D. Croft, M.A., referred to some of the activities in which the Association is now engaged. For instance, there are two new committees—one on traffic signs and the other on the design 'and layout of roads in built-up areas. Each has submitted a memorandum to the M.0,W.T.
That dealing with signs says that those for the control of all forms of traffic should be standardized according to the form of indication given. This should also apply to height and location. An example would be placing an indication of a road junction always at the same distance from the junction. It is suggested also that place-names should be used instead of road numbers and that responsibility for the erection and maintenance of all signs should be that of one authority. Signs should be capable of being read easily frorn a moving vehicle by day and night. They should clearly indicate their purpose;
e.g., the difference between approaching a Y and a cross junction. Where there is a by-pass road there should be every possible invitation for through traffic to use it,
As regards roads, the memorandum on this matter says that the basic principle in the layout is that they should permit of the swiftest possible movement, having regard to the purpose to be served. People are entitled -to move freely between their homes, places of business, shops, and social centres. It is submitted that the bus (here used as a generic term covering all p.s. vehicles) is the most economical from the point of view of the mad user, and should
have first priority. If the system of precincts, for residences, shops or places of amusement is to be adopted, roads for buses should be provided at not more than 200 yds. from such centres and not be used as parking places for private cars. Buses must be allowed to set clown or pick up passengers at least as close to shopping centres, etc., as do private cars. If this course be not followed, the shopping centres concerned could not be prosperous.
All roads in built-up areas should be capable of accommodating doubledeckers; consequently, nothing should be allowed to overhang the highway so as to cause obstruction. Service roads or
recesses should be provided in built-up areas for all vehicles which haye to stand for more than, say, five minutes.
Cyclists should be compelled to use cycle tracks where these are provided and provision made for them wherever possible. In no case should the width of the highway or footpath be determined by the dimensions of bridge crossings.
Where pedestrian guard rails are provided they should be 'designed to prevent being climbed or passed through easily, but the provision of long stretches is unnecessary and undesirable.
Central lighting standards should be avoided, except at crossing places where proper refuges can be provided.
The question of the cruising cab should be considered, having regard to its wasteful use of the highway. Street markets should be removed to places where they will not be obstructions.
In the design of road systems regard should be had to roads used for processional purposes.
Wherever practicable, a minor road should be bell-mouthed at its connection with a major.
Traffic lights should all be of the vehicle-actuated type.
Suitable provision for the interconnectiOn of bus services sbotild be made
in towns. •