First, as regards the hand control. The steering wheel must provide for 76° of movement of the front wheels of the car; that is to say, 38° of lock from the normal position on either side. In reaching the maximum lock, two complete turns of the steering wheel must be made. Thus, a driver who is used to getting a certain effect by turning his wheel through a certain distance, will find if he is put on to a subsidy car of another make that the same effect is still produced by the same amount of movement. This, of course, helps to make him immediately a safe driver in traffic or at sharp corners. The four-speed change-speed gear is operated by means of a lever in a gate. This gate must be formed of two slots and two selectors, the reverse being a continuation of the first speed slot. The hand-brake lever must be arranged to push on, and must be well away from the change-speed lever and to the right of it. Furthermore, the brake lever must be 6 inches longer, and must have a plain cylindrical handle, whereas the change-speed lever is finished off with a circular knob. Thus, any confusion between these two levers in sudden emergency, or in the dark, is completely prevented. The throttle and ignition levers must be placed underneath and to the right of the steering wheel, their movement being independent of any movement of the steering column. Increased engine speed must in each case be produced by moving the levers forward. The total movement must be 90°, and the handles must be at right angles to the main axis of the vehicle when in the centre of their travel. This, again, means that a driver who is accustomed to producing a given effect upon his engine by a given movement of the ignition or throttle is in no way confused by being put on to a different car. The only point in which any variation in driving control is permitted is in regard to the accelerator pedal, the presence of which is optional. However, if a foot accelerator is provided, it must be so combined with the hand throttle that on releasing the accelerator, the throttle valve returns to the position set by the hand lever. The clutch- and foot-brake pedals are marked C. and B. respectively, and the clutch pedal must be on the left, the brake pedal on the right, the travel in each case being about 3-1/2 inches. From these details it will be seen how carefully every item in the driving control has been considered, with a view to facilitating the work of drivers who may have to be moved frequently from one machine to another. As to whether the arrangement adopted is a good one, we have strong evidence of a favourable character in the statement of Mr. J. E. Thornycroft, to the effect that his firm has adopted the War Office system of control as a standard for all their vehicles whether of subsidy model or not.