The Guardian And Evening Star, with which is incorporated the West Coast Times. FRIDAY, APRIL 11, 1930

Hokitika Guardian, 11 April 1930, Page 4

The Guardian And Evening Star, with which is incorporated the West Coast Times. FRIDAY, APRIL 11, 1930

LEVEL CROSSINGS

The shocking tragedy in the north on a level crossing on the main highway between Whangarei and Hikurangi directs attention once more to a problem which, always with unfortunate attendant circumstances, is brought into painful prominence at intervals that are all too brief. The crossing on the WTiangarei-Opua line which was the scene of the deplorable accident on Saturday evening, when a motor bus containing seven occupants was run down by a race train, is spoken of as one of several crossings on the same line which have been looked upon as distinctly dangerous. The existence of a menace to the safety of the public in that particular case will hardly now he open to question though the potential danger of every level crossing has •to be always considered. The difficulty of the level crossing problem, always recognised, lias increased considerably with the augmentation of road traffic in which motor vehicles play so large a part. Over a number of years there has been a sad sacrifice in life in New Zealand in consequence of collisions between trains and road vehicles, and the question of providing more effective means for ensuring safety lias had much consideration. The ideal solution of the problem. says the “Otago Times,” would consist, of course, in the abolition of level crossings, and that remedy has been urged from time to time. Tt has been pointed out, however, that the cost of substituting either an overbridge or a subway for every such crossing in the country would bo so great as to place I lie idea quite beyond the bounds of practical realisation. The Railways Department claims, no douhl fairlv enough, to he pursuing a policy of “progressing development”

in the protection of level crossings

Official figures presented last year snowed a total expenditure in this direction approximating £1195,(XX), of which amount the Highways Board spent £13,L00 and the local .bodies £24,1,00. fhe expenditure on the elimination of crossings by the provision of bridges or subways is set down at £150,000. The annual cost to the department of the upkeep of warning devkes and the wages bill of crossing keepeis is estimated at £i{),o'„o. Part of the clinically of the problem arises, of course, out of the fact that the intersections of road and rail are so numerous— runitipig probably into thousands—and the institution of warning hells at halt a hundred crossings, “wig-wag” signals at nearly as- many, and flashlighting signals at a few more—to cite the work carried out last year—is not sufficient to make any very marked impression on the 'general position. •‘During the year” observed the General Manager of the Railways in ha last annual report, “consideration was given to the state of the law governing the use of level crossings. The position as it existed prior to the 1928 Session of Parliament was that every person driving a motor vehicle was required Wstop before driving over a level crossing, no matter how good the view might he thereat. It was felt that this was an unnecessary restriction of tli6 freedom of actio, of motor drivers, and that it tended to bring the law into disuse. Aftei consultation with representatives of motor interests it was decided to promote all alteration- in the law ill the direction of classifying level crossings into those at which' it should be compulsory to stop before going on to the crossing and those at which it was unnecessary to do this. This amendment was passed by Parliament and came into operation on June Ist 1929.” This classification of crossings may have been appreciated by the motorists, but it would be interesting to know to what extent either under the old conditions, as regards the law, or under the new, the injunction to driv■rs of road vehicles to stop at level Tossings was or is observed. "When all is said, the fact remains that the onus of exercising vigilance in crossing

intersections of road and railway rests upon the drivers of road vehicles. They can slow down or stop readily enough, and the railway train, whh h is not’ so circumstanced, has naturally the right of way. So far as motorists persist in ignoring regulations that are designed for their protection they must he held mainly responsible for the accidents 'hat occur. Over-confidence on the road has unfortunately brought about regrettable results, and will continue to do so. But it would be a sorry reflection, were it justifiable, that the degree of danger attaching to any particular railway crossing should become recognised only after a serious accident has drawn painful attention to it. The tragedy in the north, by reason of the toll of killed and injured, is probably the worst of its kind in the record of level crossing disasters in this country. It is to he hoped that its awful lesson may not ho without effect as a. warning to the users of the roads. It is to he hoped also that it will serve to stimulate still greater etfort on the part of the authorities concerned to reduce level crossing risks by every practical means within their capacity. • ,