Evening star., 1929-12-15
ATEST statistics from the
Census Bureau disclose that
the National Canital again

Census Bureau disclose that
the National Capital agair
- leads all other large cities ir
proportion in traffic fatality low
records. This means that Wash
ington again has wrestled first
place away from Boston. The
Capital and the Hub have been
making a See-Saw game of it all
year.
Washington's figure per 100000
is 1874. This is the lowest for
many months. In the number of
deaths Washington at the present
time is reporting about eight less
than this time last year. From
this enviable record it would ap-
pear that no drastic change is
needed in the management of
traffic affairs of this city.
Nation Behind d. C.
Unfortunately, such is not the
state of affairs throughout the
Nation. Traffic tolls are mounting
month by month. A large factor
in the case is the grade crossing
peril. Commenting upon this the
street traffic committee of the Ma
tional Automobile Chamber of
Commerce reports that cure for
this evil would reduce traffic
deaths by 10 per cent in a very
short time.
This opinion is probably true,
and therefore excerpts from the
committees report, which follows,
is of interest:
Effective reduction of these
crossings is a practical possibility
by selecting first those which in
volve heavy traffic, the report OF
the committee states.
Railway and motor tranSporta-
tion leaders are equally interested
in this problem, says the report,
and will work on it jointly under
the auspices of the National Con-
ference on Street and Highway
Safety.
The last accident report of the
California Railroad Commission
shows that a great number of dis
asters occur at obstructed and un-
protected crossings. These facts
bear out the earlier findings de-
veloped two years ago by the Bu-
reau Of Public Roads from Inter
state Commerce Commission fig
ureS.
Dismiss Blame.
The first step in our approach
to reduction of grade crossings is
to forget the subject of blame, the
report suggests. The railroads
can prove a large number OF accl-
dents where motor cars have run
into trains, with the trains not
even in motion.
On the other hand the motorist
can point to the great number
of unprotected crossings and cross
1ngs obscured from view a short
distance in either direction.
While such facts are indeed
pertinent in the study of the sub
ject, progress can be made only
by considering them, not in the
spirit of censure of either party,
but simply as facts to be dealt
with in the situation.
A program recommended for
discussion seeking the elimination
of grade accidents Sug-
gestS the following points:
|. Do away first with those
grade crossings which have the
heaviest traffic.
2. Place warning signs not less
than 500 feet back from the rail-
road tracks.
5. Take down all signs from
obsolete trackage.
4. Use traffic-light signals in
stead of signs if there are fewer
than five trains per day.
S. Consider the possibility OF
scrapping all railroad signs in ia
vor of signals for use only when
train is approaching.
- The last two points merit con-
sideration first, because, though
they are new doctrines they seem
the least expensive and most
practical of application.
Too Many Signs.
One reason why the motoring
public pays too little attention to
railroad warning signs IS tnat
such signs are used with 1ar TOO
great frequency.
The motorist knows that only
on rare occasions is there any
danger at railroad track: The
result is that he gets so IN the
habit of not fearing danger that
he fails to be on the alert when
the need arises.
There are thousands of railroad
signs throughout the country at
crossings where there is not more
than a train or two per day.
Rather than hold up or slow down
all motor traffic crossing this un-
used road it would be better to
have a signal light which would
go on when there was a train ap--
preaching, but with no sign at all
when the road was clear.
Possibly the worst abuse OF rail-
way warnings are those put at fac
tory sidings where there is little
activity. The freight loading on
such sidingS is usually active only
during special hours, and the
movement of trains crossing and
adjacent highways could and
should be protected by a man
with flag rather than by per-
manent sign.
Another abuse of the warning
sign, especially in New England: is
the use of it to protect trolley
tracks which cross from one side
of the road to the other. In these
cases the trolley at all times has
a clear view of the highway and
should be able to traverse its
course without the aid of extra
signs asking the public to slow
down before a rail crossing.
1e r-rn ,.nr,n QUO from the hiOhWaV