The Paris Road Congress.
Page 13
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An Unfortunate Disproportion in Representation and Voting.
(Continued from page 132.)
The first International Road Congress is over, and tu the sual observer the only results have been the passing el a mber of conclusions and amendments which were already cepted axioms to the modern road builder. A careful coaIeration of the whole proceedings, however, shows clearly at, although members of the Congress had on this occam restricted themselves to a number of more or less locuous (from the point of view of the automobile) resoluins, there are distinct signs that in the very near future is the intention of local road authorities and their ad \ isers
seriously attempt to restrict the hitherto free use ut the blic highways which has been enjoyed by motor vehicles. One great and apparent drawback, under which the Coness laboured, was the unequal representation of the road ers and the road makers. Whereas the surveyors and road gineers numbered some fourteen hundred, the various itomobile Clubs, and Unions, together with the•manu(ac rers' societies and trade motor users, could not bring into e field four hundred representatives, and, in the case of a vision, the motor was invariably outvoted. This is a mac :which it is most important should be borne in mind, both manufacturers and users, when the next Congress (which to take place at Brussels in 1910) assembles; otherwise, is extremely probable that what is coming to be one of the ost important businesses of modern times, from the point view of the capital invested in it, the numbers of hands mloyed, or its great commercial value to the world at rge, will be most seriously hampered by restrictions ',rooted by effete local authorities fearful of the exposure of eir want of public spirit.
The points of discussion for the Congress were submitted a carefully-drawn-up series of eight questions, the first of sich was " The present highway—bed, choice of coating,
et-hod of carrying out the work, cost price, etc." Six relotions were passed on this subject. [See previous section Our report.—ED.]
" General methods of maintenance " was the subject of the cond question, and among other resolutions, those deal g with the following may be noted : (2a) the absolute mortance of uniformity in the size of the broken stone and ; freedom from chips ; (2d) the necessity for the repairing all hollows and depressions so as to have as smooth a rface as possible ; (2e) the advantage of repairing the -tole width of the roadway at once, as compared with the stem of repairing half the width only at one time; (3) the cessitv carefully to note the expense in various localities of
ad tarringand other similar dust preventives—firstly as re
irds initial cost, secondly as regards upkeep; (4) that orough repair of the roadway should immediately fake ace, in the case of block-paved roads, wherever the depress ms become numerous ; (5) that special conduits for gas, iter, etc., should be gradually laid beneath the roads, licit in time would prevent the present necessity of so Ire.entiv re-opening the road surface. These recommendains were considered and passed unanimously.
The last of the above-named resolutions would in time use a saying of many thousands of pounds in London ane, if it were carried out thoroughly.
The third question " The prevention of wear and tear .d dust " gave rise to a long and interesting discussion. was even I uallv decided to advise : (1) that macadamised ads should cease to he laid in large towns and their burbs; (2) that frequent sweepings followed by light water-, are beneficial ; (3) that mere tarring of the surface of a ad is at the best a temporary palliative ; (4) that the various Dresses for incorporating tar with the road-topping tea ial should be carefully studied.
The proposal to use chloride of calcium wits objected to some speakers, as, when in an impure state, it is likely
injure both clothes and the hoofs of animals. The action water, afti-r its draining off tarred roads was reported to noxious to fish and living organisms, and discussed ; it was mentioned that a series of experiments is at present being carried out by the Paris Municipal Council, with a view to the settling of this matter.
in considering the fourth question, '' The road of the future," the principal points ot importance to motorists were the resolutions that hedges and walls at corners should either be kept low, or stood well back, so as to allow a free view, and that no further level crossings be allowed.
The fifth question, "The effect of new means of locomotion on roads--wear and tear due to speed and weight—effects of non-skid covers, etc.," drew the largest audience of any (luring the Congress. The resolutions were drawn up under three heads : A, speed ; B, covers, non-skids, etc.; and C, the effect of weight. [The resolutions have already been quoted by us.— ED.] The use of disc clutches, on the HeleShaw principle, was strongly advocated, and agreed as a remedy, in respect of road damage by sudden tire skidding through the too rapid application of the power.
The sixth question was upon the " Effect of the roadway upon the vehicle," and, after a short discussion, it was decided that this effect was entirely proportionate to the effect of the vehicles on the roads.
" Signals along the road," the seventh question, was mainly upon the checking and replacing of mile-stones and direction-posts. With regard to danger signals, it was eventually decided, after a long discussion, to propose that the number be limited to four, viz. : (1) obstacles which might mean a gully, hump, etc. ; (2) turnings which might mean either a turn to the right or left, a sudden dip, or a rise ; (3) level crossings; and (4) dangerous cross roads. A number of speakers upheld the single danger signal, to be represented by a red disc, on the principle that, this being the accepted danger signal throughout all railways of the world, it should be used also on roads. Although supported by the International League of Touring Associations, this did not meet with favour in the eyes of the representatives of the Automobile Clubs. It was further resolved that these signal posts should be put up only with the sanction of the local authorities, who would then keep them in repair.
The last question—" The road and mechanical transport " —was considered at length, and it was resolved that the use of mechanical transport on the highway was not injurious to the road surface, on condition that the speed did not exceed 25 kilometres per hour (15.5 miles per hour) when the load on the heaviest-weighted axle does not exceed three tons. If the weight was between three and four tolls, the speed must not exceed 15 kilometres. The Congress decided that, owing to the short time that had elapsed since the appearance of the motor lorry on the highway, sufficient data were not yet available to lay down definite rules for guidance.
This closed the business of the Congress, for the present year, hut it was decided to establish a Standing International -Committee, which will issue an annual report and prepare data and collect evidence for the next congress.