Speed and Safety on Motorways VOUR report of August 2
Page 64
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on the meeting between A officials of the Ministry of Transport and representatives of certain organizations affected, on aspects of the proposed motorways, shows that serious thought is now being given to a subject which should have been in the discussion stage 25 years ago. No doubt every phase will eventually be examined and all the experience collated will be built into the new motor roads.
One of the items high on the list for constructive criticism may well have been safety under conditions of much faster road speeds. In a previous letter I forecast that speeds for cars would be in the region of 80100 m.p.h., and for commercial vehicles 50-70 m.p.h. The suggested maximum of 70 m.p.h. with a possible reduction to 55 mph. during darkness for all classes of vehicle may also have been a 'talking point to be amended in either direction in the light of results obtained. The suggested maximum of 15 m.p.h. for indivisible load carriers of over 75 tons gross is presumably the lowest limit applicable.
There seems to be too wide a disparity between the permitted limits of 15 m.p.h. and 70 m.p.h. for a series of vehicles of all classes jumbled together, travelling and overtaking in the same direction, even if the hazard of meeting oncoming traffic is obviated by twin roads.
Most modern cars can sustain 70 m.p.h. with ease over undulating ground, whereas the all-out speed of commercial vehicles of varying tonnages comes into the 40-55-m.p.h. category on level ground, decreasing sharply according to load and gradient. It would therefore appear imperative to segregate cars and commercial vehicles, and, to achieve that, four-lane roads in each direction would be necessary; one each for normal usage and one each for overtaking. Two widely differing rates of traffic flow, consisting of light and heavy vehicles, would not then be intermixed.
Another requirement would appear to be a restricted limit, say 30 m.p.h., in the vicinity of all road intersections, with adequate distant signals to allow gentle deceleration before entering a restricted area.
That stopping on the motorways may be prohibited, except in case of breakdown, to avoid danger or on demand by the police, is an obvious proposal. Voluntary halts should be kept to an absolute minimum. The powers of the police to stop vehicles should be confined to the pursuit of crime or where an offence has been committed. Routine matters, such as examination of log sheets, licences, etc., should be done at the service points, where a vehicle is off the main track. The same applies to the snap vehicle examinations, etc.
Whilst a stationary vehicle on the roadside in reasonable visibility is merely a hindrance to overtaking, it becomes a menace during the hours of darkness—and more so if it is unlighted. It is assumed that the motorways will carry a large share of the heavy night• " trunkers." Higher speeds will make the obstruction
caused by a stationary vehicle doubly dangerous. It should not be outside the bounds of ingenuity to produce an emergency lighting kit, independent of the vehicle, which would function for several hours.
As yet there is no answer to the stationary vehicle in dense fog or poor visibility during the hours of darkness, or, for that matter, in thick fog during daylight. In terms of faster speeds it will become a still more c24 vulnerable target. There is, of course, the answer that a vehicle should be driven at a speed within the limits of vision, but there is always the " type " who goes bashing on in fog, and who, if unlucky, is stopped only by a near immovable object. The other extreme proceeds at a crawl, satisfied with forward safety, but he becomes a "sitting duck" from the rear. Yet a solution in the interests of safety should be pursued.
If the accident rate rises acutely on the motorways public opinion will intervene and higher road speeds will have gone for ever. A repercussion will be the stultification of commercial-vehicle design.
Other countries are also straining for improved roads and faster speeds. Britain's motorways could be a proving ground and a challenge to the manufacturers to produce vehicles to keep the lead in world markets.
Glasgow, W.4. ARTHUR R. WILSON, M.I.R.T.E.
Fewer Lorries on Farms
REFERENCE to the reduction in the use of larger types of lorry on farms and the fact that farmers are showing preference for tractor-trailers, was made in your issue dated August 16.
In Germany use is being made of the special feature in tractors called a "land-speed power take-off." This takes the form of a rotating shaft protruding at the rear and running at a speed proportional to that of the driving wheels of the tractor. Trailers hitched to such a tractor have a connecting or driving shaft fitted from the end of the take-off to a similar shaft coming from the front axle of the trailer, which is driven as the tractor moves forward, thus giving, in effect, drive on four wheels.
The first British tractor to be equipped with such a shaft is the latest Ferguson. At the moment, however, there are no trailers here of the type requiree, although experiments are being carried out. If this system becomes standard practice in Britain, it will further reduce sales of lorries to agriculturalists.
London, N.W.10. G. W. BLACKALL.
Looking for a Lead
REPLYING to the letter from A. J. Parris in your issue dated August 30, I would point out that my own object in writing to The Commercial Motor, which I have taken for 21 years, was to try to awaken interest in road safety, not to invite personalities.
I must say that I do feel on a different plane from that of my employer. This feeling goes back to 1935, when the only job I could obtain was to drive a 2-ton van some 900 miles weekly for 20s., minus is. 6d. for unemployment stamps. It seemed that he could not afford to pay higher wages, yet only a year after I left, the managing director was killed in a road accident while driving his new Rolls-Royce!
Today, thanks to the efforts of the Transport and General Workers Union, I am able to earn a wage upon which I can live, although I have a large family, and it is to this Union that I look for a lead in a drive towards an extensive road safety programme.
Rumney, Cardiff. E. C. REED.