Evening star. [volume] (Washington, D.C.) 1854-1972, 1929-03-24
GRADE CROSSINGS
CONTINUE TO GAIN
440 Death Traps Are Elm.
mated, but 3,O22 New
Ones Are Built.

From January /, 1926, to January !,
1928. 440 highway grade crossings with
railways were eliminated In this same
period the total number of highway
grade crossings increased from 233. FOL
to 236.283. This means that In this
two-year period 3,022 new grade cross
tngs were constructed. or that high
way authorities are building new grade
crossings about seven times as fast as
previously existing crossings are being
eliminated.
The net increase in the number of
grade crossings" states report SUBJ
mitted last week in Chicago at the
thirtieth annual convention of the
American Railway Engineering AsSocia-
ton, lis disturbing In view Of the num-
Der that should be eliminated through
highway relocation and grade separa-
ton work. Creation of new grade cross
ings should be avoided by highway
officials.
In the construction and improve
ment of highways and railroads. pro-
vision should be made for the elinina
ton Of existing highway grade cross
ings, including closing of local roads
where the road traffic can be diverted
to the main highways. Plans and
agreements for highway grade cross
abandonment and closing OF existing
grade crossings when the new facilities
are completed.
THE demand for grade crossing i'm
provementS arises il general. not from
any change in railway operation, but
from the change in character and IN
crease in volume of traffic on the high
WAYS. AS 1t is found impossible TO
eliminate all grade crossings, the grow
ing importance Of highway traffic is
resulting in an increasing demand for
grade crossing protection.
THAT the railroads should contribute
to the cost of grade crossing protection
Is so generally admitted as to need no
development, but, except in lew
States. the practice has been to require
the railways to pay the entire cost OF
such protection. To throw the entire
burden of expense upon the railways
is neither fair nor in the best interests
Of either the railways or the public.
with the increasing competition be-
tween transportation agencies, the best
interests of the public as well as OF the
railways demand that those costs wnich
properly belong to 1t be charged against
erch agency of transportation, whether
by air. by water, by highway or by rail.
Grade crossing elimination has not
kept pace with the other phases OF
highway development, largely because
the methods used for financing grade
crossing improvements have been based
in the past on conditions existing be-
fore the development OF motor vehlcles
had so tremendously increased the i'm
portance Of travel on the highways.
The idea that the railways ought
70 pay 100 per cent Of the cost OF grade
crossing elimination has now been dis
carded by all who have given Intelligent
thought to the problem. The building
Of the main highways of the United
states is now generally accepted as .
State and Federal responsibility.
The elimination or protection OF
highway grade crossings is of such I'M
portance and involves the public safety
to such an extent that primary con-
Sideration should be given TO such i'm.
movements, not only in the expenditure
Of capital by the railroads for safety
measures designed to protect the pub
Lie. but also in the expenditure OF
funds"