Passing Comments D RAFT REGULATIONS regarding the conveyance by road of
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dangerous substances, such as acids in glass carboys, are in preparation by H.M. Inspectors of Explosives. Although we are not in favour of excessive restriction, there is an obvious need for proper precautions in this connection, because the carriage of such materials by road is steadily increasing. AN interesting development in the use of hightensile alloy-steel cylinders for the conveyance of coal-gas on vehicles is a proposal that this type of equipment should be utilized for taking gas to villages beyond the practicable range of gasworks, and there employing it fOr domestic purposes. Such a system is already in successful use in parts of the U.S.A. arid Denmark. THEpractice of distinguishing bus-stop signs which mark the beginning or end of a stage from those which simply indicate picking-up and .settingdown points is a good one, as it enables those unfamiliar with the service to use it to the best advantage. It might well be adopted more generally.
I N their annual report for 1933, H.M. Inspectors
of Explosives issue a warning in. respect of the use of gas for the propulsion of road vehicles. It is pointed out that the successes so far achieved have been the result of painstaking experimental work. It is hoped that the project will continue to develop on sound lines, but corporations and others wishing to adopt this fuel. must be prepared to provide skilled men for the supervision and upkeep of the compressors and vehicle equipment.
IT will be interesting to follow court cases where drivers who have been accused of "giving audible warning of their approach" during the silent periods put forward the plea that Such warnings were necessary to save pedeStrians from death or injury. It is absurd to say that a driver must proceed at a safe speed, because no speed is safe if a person steps suddenly into the road. Perhaps, in such cases, the pedestrians whose lives have not been considered "worth a hoot" May be willing to give evidence in favour of the drivers.
I T is not unusual for operators using tractors to ▪ increase the available tractive effort of the machines
by loading them with ballast to prevent wheelspin. When this is done it should be borne in mind that, for taxation purposes, the ,ballast is included in the unladen weight. There can be no ground for regarding it as a part of the allowance, from the weight in running trim, for fuel, oil, water, tools and spare wheel.
I N his interesting paper dealing with experiences ▪ with oil-engined buses read at the Berlin Congress'
of the International Union of Tramways, Light Railways and Public Motor Omnibuses, Mr. R. Stuart Pilcher, F.R.S.E., M.Inst.T., general manager of Manchester transport 'department, mentioned that the average distance between light overhauls is now 15,000 miles, and for complete overhauls 45,000 to 00,000. The view generally expressed is that the oilengined bus is no more costly for maintenance than its petrol-engined counterpart. The additional first cost was 50 per cent. in 1932, but the latest quotations show that it is now only ,17 per cent. In 1933 the oiler was capable of effecting a saving of 2.136d. per mile on each vehicle, the saving still being 1.784d., after allowing for the additional taxation in 1934, which amounts to .352d. per mile. Atomizers of direct-injection engines should be cleaned at from 2,000 to 3,000 miles, but those of the indirect-injection type will run 15,000 miles before requiring cleaning.