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Regulations for Fast and Slow Road Traffic.'

28th August 1913, Page 15
28th August 1913
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Page 15, 28th August 1913 — Regulations for Fast and Slow Road Traffic.'
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Which of the following most accurately describes the problem?

America.

The paper contributed to this section by our American colleague begins by stating that various attempts Move beeu made to introduce street traffic regulations in the larger towns of the United States, but that legal barriers have intervened, and though much improvement has occurred of late, the reform has been spasmodic owing to changes in the personnel

of the authority in charge. This is interesting as showing that any authority or manager selected for the regulation of

traffic should be independent of change of office and government, and outside political influence. The paper written for this Congress deals meetly with the regulations approved of last. July for the conduct of traffic, and these are divided into two head, general and special.

As in other papers, the education of drivers of all classes, reel of the police, in certain simple rules is recommended,

and printed regulations are stated to have been distributed in America, both as folders and placards. Thu writer deems it advisable that the fundamental regulations of traffic should be uniform all the world over, with certain modifications to apply to local conditions, and suggests that a universal rule

as to the side on which vehicles should proceed should be agreed to by all civilized nations. This point has already been considered by various governments, and there is some idea that a universal rule of keeping to the Left should be adopted. There is of course the inherent difficulty of danger arising from a change after other customs have been in vogue for many years. Any new rules might he fairly easy to work in a short. time in cities where the police regulate the traffic,

but on country roads frequented by country people any change would be slow in coming into operation and various difficulties and dangers would naturally arise. On the other hand, as the Austrian writer on this question points out, there is now much confusion arising from the change of the proper side on which to drive, especially near frontiers where the custom alters from one side to the other.

The specially appointed traffic squads now in control of the traffic in the larger American towns have been found to be

very useful in reeulating traffic. Men on horse-back, bicycles

and motorcycles at various points can naturally not only see the cause of congestion, but can move more quickly than men

on foot to eommand or relieve. Highly-trained men are of

course necessary for this duty. Where the streets of cities are straight, such a duty is easier to perform than in the

narrow and tortuous streets, such as exist. in London and the older parts of Paris. The traffic squad has been found to be specially beneficial in managing the flow of traffic, and in arranging for the setting down of the public at meeting places, theatres. etc., and in generally undertaking the duties

en ably performed by the gendarmes of Paris and in a high degree by the police constables of London. American traffic

regulation though only recently attempted in a proper form of operation is on the whole well and adequately done. But America has not the problems to Meet which the less wellplanned cities of older countries have to solve.

In the part of this paper devoted to special regulations will be found a description and plans of the gyratory system. As before mentioned, though entailing the covering of increased distance by most vehicles, the system might well be tried in vat ious applicable places in our larger cities, and a careful watch kept upon the result.

On the subject of repairs the American writer recommends thin repaits should he carried out on main city roads only at night, and that they should always be put into a usable condition by the next morning. This recommendation is scarcely feasible in some cases, for the traffic in the daytime %%mild in many instances undo and damage the work of the preceding night., and thus tend to prolong the obstruction rather than mitigate it. The practice of leaving broken stone

unrolled after repair is not customary in nor larger towns, and would not be long tolerated by the public road users of Europe.

The caution giver to American drivers not to run in the ruts on the roadway which have been caused when the surface

was in a soft condition, it a wise one, and applies to all countries. This caution is constantly being preached to English and French motorcar drivers, and tracking is always dczniunced by intelligent motorists.

fin the larger cities and towns this cannot occur on account of the rnaurenvring through the congested stmets.—En.

Austria.

The first portion of this paper deals with road signals, and its writer advocates the adoption of additiotiat international signs to those authorized at the Road Congress held in Paris in 1910. Universal international signals for " Stop " and "Caution " are certainly required in some cases. Examples of such signs in Auetria, are referred to, and are recommended to be used. either for stopping for octroi purposes, or for serious road obstructions. The caution signals would denote necessity for a reduction of speed on a dangerous road, over wooden bridges, and for other valid reasons. The Miuister of Public. Works in Austria has already introduced certain signals for the purpose of warning travellers, and sense of these are similar to those in use in France. It should not be difficult therefore for the principal European nations to adopt some standard patterns and colours, as recommended, so that -they can be universally understood by all road users. In cases of complete closure of the road, in consequence of flood, trees or rocks across the road, or a subsidence of the highway, an international sign capable of being understood by all, is certainly advisable, and also some international form of signal for caution might well be adopted. The sign, colour and method of fixing could easily he arranged by co-operation between the leading road authorities of each country. Ass to the material to be used for such plates, the writer recommends strong steel plates, fixed in such a way as to withstand all weathers. The signals for stopping would, in the majority of cases, be of a temporary nature, and could therefore be mounted on strong portable bases. In the cases of wait-mai roads, where such exist, the expense of such signs—not a large item—would be borne by the national exchequers. In the case of a communal or departmental road it eotild be borne by the local authorities. In addition to the signal itself —either a sign or universal word—the writer urges that the shape and colour as well as the colour of the lamp, when used, should be of a uniform pattern easily recognizable by natives and foreigners alike.

In the 'second portion of the paper, it is rightly remarked that public safety on the open road of the country can be best safeguarded by strict observance of the common law of the land. It is remarked that in Austria, and one might add, in all other countries also—the majority of vehicles, particularly -horse drawn, either take the middle of the road, or are found on the wrong side. At night. this custom is a particularly dangerous one, on account of the almost universal neglect on the part of carters to carry lights. An international regulation as to the lighting of all vehicles by night is a point which should receive attention, and be impressed upon the authorities of all countries.

France.

Our French colleague, M. Chaix, observes that the increase

of traffic is not alone in connection with mechanical vehicles, but generally in all directions, owing to increased expansion of trade in the principal countries. Thus on account of the greater volume, and particularly on account of the changing character of traffic, the regulations of former days fere no longer adequate for the protection of travellers and public alike. In his plea for the protection of the public, and freedom for all road-users, M. Chaix appeals to the authorities of the various civilized countries to work in co-operation. With the growth of the use of the road, the varying national cusioms and regulations must necessarily tend to cause confusion. Certain difficulties naturally present themselves in the framing of any regulations for universal use, but cooperation and perseverance will undoubtedly achieve such an object in the near future. The brotherlmod of the road is an

undoubted factor for goodwill and peace between the nations.

Dealing with horse-drawn vehicles, it is quite rightly remarked that the present conditions of traffic will no longer permit of negligent and careless drivers. Attention to -the rules of the road and to the animals in his charge must be enforced on every driver. Particular stress is laid on the point of the driver keeping to the proper side of the road ; proceeding on the wrong side and turning out across the road to regain the proper side on the approach of another vehicle has led to many accidents. Excessive camber of the road undoubtedly has much to do with the inclination to take up a wrong position. The writer suggests that in the ease of heavily-loaded vehicles the driver should have the option of taking the middle of the road, thus minimieieg the extent of his turning operation to gain the proper side.

Regulations permitting the driving of several vehicles by sine C11

driver need consideration, and several suggestions are made for reducing the danger of this practice, notably one recommending that the mau in charge must always be at the head a the horses attached to the first vehicle.

It is also suggested that the danger of collision at forked roads should be dealt with by the laying down of rules, nonobservance of.which should be punishable. It has been found in all countries that warning signals appear to be insufficient, but here education and realization of the driver's responsihilitss will be of more benefit than the framing of regulations. The prineity of vehicles using a main highway over those emerging from a side street or road is in some instances already recognized, but to prevent ininfusiou on this point, some definite rule should be approved by the authorities. However, as the writer states, there will in some eases be difficulty as to the classification of inads which should enjoy this privilege. Even if such priority should be granted to mein -roade, the drivers thereon must still observe ordinary precaution when approaching, a turning or forked road, especially in the case of the crossing of two roads of equal importance, where strict adhercesee to the proper eide will do much to prevent trouble.

As regards pedestrian traffic, theoreporter does not agree that a pedestrian is not bound by any rules or regulations; a pedestrian has certain rights but only equal ones with other road users, and the obligation suggested—that he should give way to an approaching vehicle.—eertainly entails no particular hardship, and in fact for his own personal safety it is better that. the pedestrian should realize such an obligation. It is proposed that as a quid pro quo on this point the driver of a vehicle should be held responsible for giving proper warning of his approsch. In some countries this obligation is a legal one, but in all eases it is a duty which should be performed by every driver.

It is proposed that when a road is suffering from effects of thaw or snow, no vehicles fitted with tires of less than 41 ins. shall be allowed to use it.

The question of level crossings is partieulnly impureant to France and some other Continental countries. 10 the ease of barriers it is of course imperative that these elunddibe vell lighted at night. Warning signals are, on the whole, well and adequately placed, but the writer considers that an increase in the number of signals is necessary for this particular purpese, and also considers that the expense of erection should be borne by the railway companies. Light railways running on the roads undoubtedly constitute a danger at night, and stringent precautions on the part of the proprietors are necessary to prevent accidents.

In connection with tramways it is urged that the dimen5iansof the tiramcar shall be seeds as to leave sufficient space for the passage of other vehicles on the road. Turntables certainly should be banned on public highways, this operation should take place off the roadway, in the private depots.

Germany.

This report deals only with the regulation of traffic in large listens, and though the other reports are not specifically devoted to this point, it will be observed that they all tend to discuss. urban as opposed to rural traffic regulations. This is natural, for the flow of traffic on the open road and through sparsely populated districts is automatic, and provided certain rules are observed, little inconvenience or danger may be looked for. It is therefore in connection with the cities that everyone desires to see improvements made and suggestions discussed.

Under the heading of fast traffic in towns are placed trams, motor vehicles and cycles, while the slew class includes horsedrawn vehicles, hand-carts, horsemen and pedestrians. The writers assume that the priority of protection should be aceon-led to pedestrians—on the ground that this class makes lice of the streets in the greatest number. Whatever the law may be in Germany, in England the pedestrian has no superior Legal claim to the road, but only an equal right with all other traffic. It is true that custom has more or less led pedestrians to believe that they have a prior right to the road, but the pedestrian has only the right to pass and re-pass an the highway so long as he does not obstruct.

The table as to street accidents in the city of Berlin S',000,000 population) shows that the greatest danger to life and limb on the streets arises from the tramcar, for out of a. total at 4233 accidents, this vehicle was responeible for 187E— hiring 1910 the latest. date of the return). The report classifies the cause of congestion and danger to the public under two headings: (1) Those resulting from connruetions of the roadway, and (2) those arising from the care c12 lessnees of the public. In the majority of large towns in all conntries when the roadway is under repair or any obstruction exists a warning signal is usually visible, though, of course, these warnings do not prevent congestion. It seems therefore that the second cause, viz., the carelessness of the public, must be taken to be the main cause of accidents and danger.

Firstly, a broad footway is recommended, and here one should mention that the rule applying to pedestrian traffic should be inculcated into the minds of the public, wherever possible—keep to the right. This rule is the same in Germany as in England.

In the section dealing with traffic ways (roads) separate tracks are advocated for the various forme of traffie, and undoubtedly wherever possible the authorities of large towns ehould endeavour tie build their highways on this plan. But speaking in a critical sense, it would seem that the German report is biassed in favour of the tramway, for it states that in a much frequented thoroughfare where vehicles other than trams run on the tramlines " the tramway traffic is considerably impeded by the overtaking vehicle," and goes on to suggest that the roadway in such cases must be widened. There is no doubt that the tramway system is a most popular and largely used one in Germany, but it would be rash to assert that the tramway system will be the final and permanent system of transportation. If the streets are not adequate for ordinary traffic and have to be widened at an immense cost, they must be widened for all traffic and not only for tramways. The excellent plan of dividing the re-ore recently conetructed principal streets in German temps into separate teacke, is to be commended. Towns and streets of older date, however, are not capable of the same expansion in many cases, and the expense of widening on such a vast scale in most of them is quite prohibitive. As in the newer boulevards of _New York and other American cities, the grass plots or strips in the middle of the roads in Germany are not only ornamental, but act as refuges for pedestrians and a means of division for the up and down line of traffic. Instances are given of roads iii Charlottenburg which are built on a three strip system, through the middle strip passing all the lighter and faster traffic. The report states that euch a plen has done much in promoting public safety. But, as the next paragraph shrews, this plan is not possible in older towns, therefore existing conditions must be considered and made the best of. Thu writer notes that in Germany much good work has been dune in pulling down, building and altering streets and endeavouring to meet modern traffic requirements., yet with the best intentions possible not every 'Government or local authority can follow the examples given.

Section 2 deals with the construction of roadways, surfacing repairs, maintenance and removal of obstructions, temporary end permanent, as applied to public safety and the Free flow of traffic. Refuge islands are placed in Gerniany as elsewhere, in the centre of busy traffic routes to facilitate the pedestrian's crossing, and though they are not altogether sistiefactory, being an impediment to traffic, they are yet found to be essential. It will be observed that this report bears out the evidence of city authorities all over the world—that the erection of subways for pedestrians at busy crossings are but little used, the public apparently preferring to take their chance of danger to using the stairs, either underground or above ground. Until automatic staircases come into general use this will be so. Touching on the subject of mechanical vehicles, it is stated that these proceed at considerable speeds, but by reason of the relative length of body and comparatively email leek of the front. wheels, they do not "steer very well " —probably turn very well is meant. In view of the ever increasing growth of mechanical vehicles one must at this point compare this alleged defect with other forms of traffic. Exrept in rare instances, the average total length of the ordinary mechanical vehicle dues not exceed that of a vehiclo and horse. and their capability of steering and control compare favourably with horsed echielee. The suggestion of the writer that power vehicles should never turn in streefs seems to he impracticable.

As regards temporary displacements of the surface of the roadway for purposes of repair, fixing of pipes, water and gas, telegraph and telephone, etc., it is recommended that these should he placed under the fnotways as far as possible to obviate the constant destruction and obstruction of the roadway. Erection of fences around street works on a. large scale are advocated, as is usually done in the majority of cities.

On the point of scavenging, including watering, this point is debatahle one. Undoubtedly on some road surfaces watering tends to become a source of danger to traffic. The Trinklingof gravel material on the other hand lessens the danger of slipping, but is said to leave the surface in a worse condition. Experience in various cities has shown that sprinkling with too large a size of gravel or so-called sand is futile, as the small stones have either to be broken up into powder before they become useful, or they roll away into the gutters. Sharp, coarse-grained sea-sand should if possible be used, as is proved by practical experience.

Road surfacing and traffic regulations are perhaps not so closely bound together as appears to be thought by Gm writer of this report. Conditions of surfaces vary with climates and cities, but traffic is everywhere of the same nature. For instance, a too smooth surface is objected to as dangerous to horses and pedestrians, while it is suitable for motor-tired vehicles. As regards the height or the kerb, the writer suggests a happy medium, not too low to ullow of persons slipping easily into the roadway, and not too high to form an obstruction for those stepping on from the road. An efficient kerb should -guard pedestriaus against the chance of vehicles mounting by 'accident on the footway.

'Me system of special street overseer's referred to in this report may be art excellent one, and such a system might. wtll be tried in other countries, the officials working either nedev the local authority directly or under the traffic board of each town, when such authority is constituted. Emphasis is laid on the point that where danger exists in the form of obstruction threng,h street repairs, day and night signals should always be in evidence-. This point, it. may be mentioned, should apply also to country roads, where at times heaps of road metal are left in dangerous proximity to, if not. in the actual path of, passing traffic. General lighting by standards is deprecated in any but the widest streets ; cross wires from standards arc suggested as a means of meeting this difficulty. Signposts, trees. lamp-posts, etc., at corners should never be placed too near the. edge of the kerb, for they are liable to be run into by vehicles taking ton Ouse a turn or in eases of skidding.

Means of Regulating and Safeguarding Traffic in Streets.

The writer emincistes some useful suggretinns on traffic enestions, given under the headings of instruction, training and Instruction in traffic regulations and roles of the road should be given, he thinks, to children in the schools This point is being strongly urged both hi England and France —in seine other eoutitries such as Belgium and America much is being done in this direetion. A few simple maxims embodying the rules of the road, and the proper method of never crossing the. streets till the traffic has been observed, will do much to lessen traffic accidents in all countries. With the co-operation of the educational authorities, and assistaece from the Press, these rules might easily be made to form part of the '.egitlar curriculum in every elementary school.

For the drivers themselves special but simple training is reivised. Education in the roles of the road is specially oveded by drivers of horse vehicles, and it is recommended that a certificate of competency should be gained before anyone is allowed to handle vehicles of any kind in public streets. In the paper written by the delegates of Great Britain this matter is also referred to, and the reporter suggests that steps s h n nhi he taken by all countries to formulate seine method of training for the drivers of vehicles. At the same time he would point out that the possession of a certificate of competency to drive—either horse or motor vehicle, does not necessarily eliminate danger. Good judgment and consideration for others on the road cannot be implaeted in a man by the mere granting of a certificate. It would, however. materiall:, assist the traffic authorities hi their task of keeping order and also lessen obstruction and danger, if drivers were prohibited from driving till they knew how to control their horses arid motor vehicles, and had learnt by heart same „simple rules of the rand. The German method of taking the driving permit an ay from drivers of mechanical vehicles alter a proved ease of negligence might. well he applied to drivers of all forms of traffic. In London the police authorities already do this in the case of public-service vehicles. It is interesting to note that this report states :—" Of all vehicles the horse-drawn ones are just those that cause the most danger to street traffic." This may be contrary to preconceived opinion in most eountries, bet investigation will hoar out this statement,. It therefore follows (hat with the decrease or horse-drawn traffic we shall probablysec a less.reling of street accidents.

The police regulations for the control of traffic in Germany seem to cover the ground fairly well, though it is stated they do not claim to be complete. Length, breadth, lightine, brakee, loads of the vehicles and behaviour or the drivers are however included in the regulations. In certain thoroughfares where the footways are very narrow the publie arc only allowed to use them in one direction, though this resgel et inn naturally tends to make the. pedestrian cross the road more then he would otherwise do. The one-way street, in the case of nar roW thoroughfares, is also adviicated. This system is mow being tried lay the Westminster City Council in London. Dealing with the signalling of drivers to traffic behind them, itis mentioned that efforts are being made to provide for signals in the ease of motor vehicles where the driver's arm cannot be seen. Such artificial methods, however, are hardly necessary, for the driver's right arm can by some pre-arranged signal be made to denote the direction in which he is turning. Police sentries at busy street centres have been instituted, similar to the London eonstable on point duty, and this is stated to add considerably to the zafety of the public.

Great Britain.

The paper by Colonel Hellard (Chairman of the London

Traffic Branch ef the Board_ of Trade), Mr. Lyon Thompson, 'Arr. Carpenter; and Mr. Middleton, points out that cene,estion in laro cities is not caused solely by modern methods of locomotion, for coligestion in a very marked degree existed before the motor vehicle became so general as a means of conveyance. Congestion of our streets has, however, assumed more importance of late, in view of the more speedy means of locomotion, which 'emphasizes the waste of time caused by a blocked condition c f traffic. The fact that the road is being used to a far greater extent than formerly—both by private individuals and business concerns—el preference to rail— tends to cause congestion and obstruction. It will be seen at a. glance that the majority of the streets of large cities, !sender: for instance, must become more and more -hi-hash-vette in width for the traffic which must pass along them in future, niid it will also he observed that the widening of these streets is in nearly every ease grieving more difficult. Much may be done, and undoubtedly will he clene, to widen narrow necks in certain places, but to deal with existing conditions, this report points out that the appointment of a Traffic Beard foe London is desirable in order to provide for the proper seenlation and conduct of the flow of traffic. The writers have recommended that such an authority or traffic manager be indeperdently appointed by the government, though naturally such a manager er body must be responsible eventually to seine department, such as the Home Office, as in the present ease to the Chief Commissioner of the Metropolitan

The official selected should certainly be an expertstudent of traffic, unbiassed by local -or commercial considerations. The character of traffic, its nature and requirements dilTeis materially in vavious cities, though probably the conditious applying to the lasger towns are more or less the same. The reporter would suggest that such a traffic manager should generally be appointed a member of the comity or borough oilmen within whose jurisdiction his work is done. The breaking up of the roadway, one of the worst and most

constant factors in congestion, is referred to in this paper, and the reporter desires to endorse the recommendation of the writers that such work should be completed as rapidly as possible. Olt an important thoroughfare for instance, there should be no cessation of work and shifts of HNIl should be employed until it is completed, working ii necessary both night and day ; and also whenever it is possible only ono-half of the eoadway clrould be dealt with at a time.

Delay caused thteugh crossing lines of traffic is already receiving attention, and the reservation of certain streets for one-way traffic is being tried in several countries, and by the Westminster City Council in London_ In the -squares and circuses some form of gyratory regulation might well be initiated for esq:,erimental purposes, and this has beets advo• cated by the American writer in this section, who accompanies his seggestices with some interesting diagrams. In Paris the gyratory s,ystien is in evidence in many places, notably at the Arc de Triumph°. Further on this report deals with the attention to regula tions, and conduct on the part of drivers, also the advisability of educating all conductors of traffic by simple rules. It points out that the flow of traffic is generally facilitated by the ready accpsieseence of the drivers in the rules of the road arid police control, and it is thought tls:at it would be desirable in nattily of our larger towns that the police should more strictly cameo, the frugal powers given thorn in this direction. Slow traffic should be kept rigidly' to the near side of the road, allowilig the more speedy vehicles an uninterrupted course in the centre of the highway. With regard to the remade on the incompetence of some drivers in handling their vehicles, the writers of this report allege that in almost every case investigated as to the cause of accident the drivers have been found to be perfectly qualified_ This may be true as regards mechanical vehicles, but with horse vehielese especially of the heavy vans type, it is not always true. lit fact in ntsny instances complete ignorance of ordinary traffic replations has been found to be at the bottom of the specific trouble. If the large commercial depots, railway companies, etc., could be induced to take the pains to give their drivers some instruction in simple traffic rules it would materially help the police in their endeavours to control the traffic.

Another portion of this paper deals with stationary vehicles —always a serious cause of obstruction. As regards delivery and trade carts, it is doubtful whether much can be done, es they might have a right by law to deliver goods and wait while so doing. But the suggestion in this report is that all new business premises which are involved in much parcel traffic should be planned with internal arrangements--such as a courtyard—for loading and unloading. This is certainly worthy of consideration by town-planning authorities and architects. As it is now, the pavement is used as a loading dock, and in a well-known instance in London—Piccadilly Circus—railway vans use and block up the street daily for a considerable time. The suggestion is also made that the carrying capacity of streets might be enlarged by extending working hours for certain classes of work—i.e., into the night hours. In the main streets of London, Manchester, Liverpool or Birmingham this might be feasible, but in most provincial towns, especially in Continental cities, the residential and trading districts are too eloselye5allied to allow of much constant night. work, at any rate after midnight.

Cab ranks in important and busy thoroughfares are also undoubtedly a serious cause of obstruction. It is urged that the bulk of waiting cabs should be kept to side streets, leaving one or two vehicles on a main road, to be replaced from the file in the side street as the cabs are called. This plan might well be tried in our cities. Cabs are not the only offenders in this direction, for outside various large shops, galleries and shopping centres a file of waiting private carriages often create congestion, and these also shoul&-be moved into adjoining side streets after setting down their occupants. In some cases, as in theatres, this is already done. The danger and delay also caused by central standards is beginning to be realized by various authorities, and it is doubtful whether the local bodies of any of the larger towns will continue this practice.

As it is only natural in a report dealing with Great Britain, the more serious traffic problems most occur in the Metropolis, and London there/01e figures largely in the points under discussion. The question of the number of public service vehicles licensed in London is one of great difficulty, for theta is no legal limit to the number which have to be ncensed by the police, so long as each vehicle passes the required test. lii some large towns monopolies are granted or the municipalities work the means of transportation themselves. The reporter is inclined to think that unlimited licensing is not a really serious point, for the public will naturally select the system best suited to their requirements, and those vehichs not meeting the public demand will tend to disappear. The demand for public service vehicles over certain routes is greater at some hours than others—i.e., at " peak load" times, from 8-10 in the morning and 5-7.50 in the evening, when those engaged in various trades and professions go to and from their work. It is advisable that too. many empty, or half-empty vehicles should not run on the streets during the. less busy hours.

The suggestion that motorbuses should not be allowed to run over routes already served bv tramcars cannot be entertained without very serious consideration, for the motorbuses running much further into the outskirts of London than the tramway must obviously use to a large extent the same routes from the centres. To even a casual observer it will be apparent. that London's travelling millions ruquire every form of locomotion possible in their diurnal journeys, and that suggestions for the curtailing of their facilities seems to be unwise. From the point of the freer flow of traffic, however, it most be obvious to all students of this question, that freewheeled vehicles mast help a quicker and easier flow of the stream of traffic than vehicles on fixed rails. Blocks of long duration are occasioned by the stoppage of a single tramcar, whether operated by electricity, steam or compressed air The conseqnenta delay ,caused to vehicles of all descriptions, especially in narrow streets where the vehicles cannot easil3 pass the ObStrtleti011 is very great.

With regard to the erection of notice boards and signals it is true that a too lavish display of such leads to the regulations they advocate being ignored, for familiarity breeds contempt. The ten-mile speed limits for instance which are now in vogue in many English towns and villain's. and the Similar prohibitions announced at the entrance to Continental populated places have but little real effect, but they seem to

comfort the local inhabitants. The common law of England lays down that no vehicle shall be driven to the common danger of the public—and if this provision (included in the Motor Car Act of 1904) is stringently enforced by the authorities and strictly adhered to by the drivers—there should be no need for unduly restrictive speed limits or for a multiplicity of warning signs as regards speed.

Summing up this interesting report it appears that the main conclusion is that a guardian body and independent official should be put in control to watch and regulate the traffic in tile interests of the community, both from the point of all road users and in the interests of the road itself.

Holland.

The report from the Netherlands deals mainly with the treatment and care of roads under the effects of snow, frost and thaw. The weight of vehicles, width of tires and drainage of read surfaces form therefore the chief topics for discussion. But as these weather conditions do not apply to all other countries it will not be necessary to go into them in much detail, especially as the data given in this paper is so full and instructive, and concerns more the engineering aspect than administrative traffic regulations. As will be seen, the various provinces have carefully drawn up regulations for the reduction of tare weight while roads are soft from thawing, and have imposed certain other conditions, which should tend to lighten the cost of road maintenance. A heavy vehicle, fully laden, especially with too small a diameter of wheel, and too narrow a width of tire, can do an immense amount of damage to the road crust after thaw or soft snow. In some districts, such as Zeeland, the drivers have not only to pay a fine for driving vehicles of a heavy weight over soft roads, but have also to pay for the estimated extraordinary damage done to the road. In most countries this provision would be found very difficult to enforce, as unless a valuer is on the spot when the first vehicle happened to pass, it would be difficult to estimate the damage, for following vehicles would doubtless tend to run in the same track.

In all the Dutch provinces the drivers of the various forms of vehicles have to undergo an examination of competency to drive.

The width of tire is a point which naturally requires attention in those countries where much snow and frost soften the surface of the road. In any case heavy vehicles with too narrow tires, or too small wheel diameters will destroy a road otherwise adequate, in a very short time.

Conclusions.

1. That all regulations for the control of road traffic should be based on the principle of facilitating the maximum prac tivable speed for each different kind of Vf hicle consistent with public safety and general convenience, 2. That regulations for the conduct of fast and slow traffic should be as few and simple as passible and should be such as can and ought to be universally adhered to and enforced,

3. That in all large cities there should be a traffic authority on whom should be charged the duty of studying and dealing with street traffic problems, the powers of such authority and the co-ordination of such powers with those of other public authorities being matters of detail which must be settled by Government on consideration of the circumstances and conditions of each large city. 4. That there should be ample provision of traffic controllers (such as the police in London) with adequate powers to regulate the traffic, not only at congested points, but throughout the course of crowded streets.

5. That fast traffic should always be as far as practicable from the kerb so as to minimize the risk to pedestrians who may intentionally or thoughtlessly step from the footpath on to the carriageway. 6. That having regard to the increased danger which is necessarily created by the conditions of modern traffic it is important that drivers should he carefully and systematically trained and that children sh-anld he specially taught to provide against, the dangers of the road. 7. That, except where local circumstances render it absolutely necessary, no obstructions, such as lamp-posts, tramway standards, etc., should he placed in the centre of the road, escept necessary refuges for pedestrians crossing. 8. No obstruction of the public highway should be permitted either by vehicles standing unreasonably, or by things placed on the highway. Exception must, however, be made for depots required for the work of maintenance or repair of the road, or for work being carried out by duly authorized and competent authorities, lent in every case all necessary steps must be taken to ensure the safety of traffic.


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