Evening star. [volume] (Washington, D.C.) 1854-1972, 1930-10-26
BY w. r. COLE,

President, Louisville & Nashville Railway.
story BY M. W. r. Cole. president Of the
Louisville d Nashville Rail,oav, at Louis-
S ee" on Street Gne HeS
Day SAFETY: deals NTH the acute problem
S 81 Gs'S az 9aa s'f aaeas ass S
1912: NTH 2,1ss deaths and t.s s,so4 in in
dent problems ouer the country as
whole and speaks from an intimate con-
tact NTH it.
Years before the National Conference
on Street and Highway Safety was
dreamed of, the railroads were faced
with the necessity of putting into effect
measures and safeguards to give pro-
lection against accidents and fatalities
at grade crossings. They were the first
to have thrust upon them the serious
aspects of that which since has become
the traffic problem.
The number of deaths at these cross
ings has remained relatively stationary
for the last seven years, from 1928 to
1929 both, although in that time there
has been an increase Of more than 76
per cent in the motor vehicle registra-
ton of the country, and an increase
from 1920 to 1929 Of 149 per cent In
motor venice QeaCLS.
This indicates progress by the rail-
roads in dealing with the grade crossing
problem, but 1t Is not sufficient progress
to meet the requirements of the exist
ing condition. For that reason I want
to carry a message to those people Of
this country who cross and recroSs
railroad tracks in their automobiles.
The National Conference on Street
and Highway Safety at Washington has
made detailed recommendations for the
protection of railway grade crossings
and their elimination" For q great
many years the railroads have been
engaged in putting into effect these
measures of safety that have since be-
national conference.
Were this not so, the number OF
grade-crossing fatalities would not have
remained relatively constant for the last
seven years. Neither would the ratio
Of Embarrassing fatalities to all traflc
fatalities have shown q general down.
ward tendency, from los per cent In
1920 to rs per cent in 1929.
The railroads in this period were
especially busy, because Of the increase
in the number of motor vehicles, with
Of grade crossings. These efforts In
cluded leveling and smoothing the road
surfaces at grade crossings; reductions
in so far as was feasible of the grade;
of approaches to crossings; the widen
ing of roadway approaches that had
proven dangerously narrow; working
with the State highway departments tc
prevent wherever possible the building
of sharp turns and functions near grade
crossings; the issuance of instructions
to railway employees about placing cars
on sidings near crossings; relocating
buildings that INSTRUCTED the view Of
vehicle drivers and the continual trim
ming away of shrubbery that tended
to obstruct the view Of motorists anc
drivers.
Nor did the effort stop there Spe.
cial protective devices were installed
and are continuing to be put into place
Ninety-seven per cent Of the grade
crossings of the country now have some
form of protection or warning. More
than IL per cent of them, which art
the most dangerous, are protected
either by gates or by signals that are
audible. visible or both.
| Fixed signs and markings have beer