TOLL OF THE ROAD

Nelson Evening Mail, Volume LXX, 26 March 1936, Page 12

TOLL OF THE ROAD

FIGURES FOR TWO YEARS ANALYSIS OF STATISTICS The Minister of Transport (the Hon. R. Semple) made available yesterday an analysis of statistics relating to latal motor accidents during the calendar years 1934 and 1935, a brief summary of which appeared in last night's issue of “The Mail.” The statement showed that in 1935 there were 168 fatal road accidents involving 178 deaths, compared with 171 accidents and 175 deaths in 1934. The following figures show a classification of the fatal accidents according to their nature: — 1934. 1935.

A classification of the time at which the accidents occurred shows that . approximately 30 per cent, of the fatal accidents continue to occur between the hours of 4 p.m. and 7 p.m. Too much stress cannot be laid on the necessity for the exercise of more than ordinary care on the part of motorists who travel in the heavy peaks of traffic that are experienced at these hours, says the Minister. The week-end peak of traffic is also prominent in the statistics, 36 per cent, of the fatal accidents being recorded for Saturdays and Sundays combined. There is undoubtedly much more traffic on the roads during the hours of daylight than at dusk or at night, but almost half the number of fatal accidents occur under the latter conditions. No fewer than 79 out oj the total 171 accidents recorded ill 1934 occurred at dusk or during the hours of darkness, while 85 of the total of 163 for 1935 occurred under the same conditions. These figures afford some indication of the importance of “seeing’ as a factor in reducing road accidents. Reports from overseas have established “that there is a definite relationship‘between highway lighting and highway accidents, and that in general where adequate lighting is provided there is a substantial reduction in night accidents.” Up to the present this problem has received little attention in this country, but the continued prevalence of night accidents indicates that it requires serious consideration. NATURE OF THOROUGHFARE The following table shows a classification of the accidents according to the nature of the thoroughfare where the accident occurred: — 1934. 1935.

MAJOR CAUSES The following figures are based on a classification of the major causes to

which the accidents were attributed. In instances where more than one cause was operative, each cause lias been counted separately (the figures for 1935 in parentheses):— Involving breaches of law:—Excessive speed in circumstances: (a) But not exceeding 20 miles per hour, 7 (5); (b) exceeding 20 but not exceeding 35 miies per hour, 26 (22); on wrong side of road, 18 (16); did not comply with “off-side" rule. 13 (12); breaches of laws relating to passing vehicles, 5 (3); failure of driver to signal (a) motor vehicles, 2 (2); (b) other vehicles, 3 ( —); breaches of law relating to railway intersections, 10 (2) ; vehicle without rear reflector or with inefficient one, 2 ( —); faulty brakes. 7 (3) ; no light or inefficient lights (including horse vehicles and bicycles), 12 (16) : glaring headlights, 6 (12): faulty steering gear, 3 (2); faulty tyres or wheels, 2 (1); driver’s mild intoxication a factor in accident, 14 (9); driver’s severe intoxication a factor in accident. 3 (3); driver unlicensed or inexperienced, 4 (2); straying stock, 2 (1) ; other breaches of law—causes involving breaches of law, 7 (4); totals, cases involving breaches of law, 163 (134). Rad weather conditions, 13 (19) ; vehicle being reversed, 5 (2); obstruction to view by parked motor vehicle. 1 (4) ; sun dazzle, a direct cause, 2 (1); totals, miscellaneous causes, 21 (27). Motorist at fault, 7 (12); pedestrian (not intoxicated) crossing or on road without care or becoming confused. .14 (14): pedestrian intoxicated. 6 (4) : children on streets, 7 (5); children (under six) not under proper control. 3 (5) ; other causes of pedestrian accidents, and pedestrians. 37 (42). Causes not included under the above headings, 14 (21); grand totals, 235 (224).

SPEED MAJOR CAUSE “One of the principal points disclosed by the above figures is that speed under varying circumstances was again the biggest single cause of accidents,” slates the Minister. “It is, of course, extremely difficult to obtain reliable evidence as to speed, but the available evidence, for what it is worth, showed that excessive speed, under the particular circumstances surrounding the accident, was a major cause in no less than 46 fatal accidents.” The above table covers rather too much detail (o bring out any outstanding points. It is necessary to adopt a more general classication to show the salient features. Tin's has been done in the following summary:— 1934. 1935. Breaches of traffic laws 165 134 Miscellaneous causes 28 39 Pedestrians at Mult 30 30 Undefined 14 21 Totals 235 224 “The most striking prima facie conclusion emerging from these figures is that just over 60 per cent, of the major causes of fatal accidents involve breaches of the traffic Laws,” says the Minister. “Had the laws been observed it is reasonable to assume that the fatal accidents caused by these breaches would not have happened. The question then arises as to the method to be followed in securing a better observance of the laws. “While educative propaganda would, no doubt, be valuable, it is difficult to escape the conclusion that this method alone would be quite inadequate. To secure better observance of the traffic laws, it appears essential that there should be efficient machinery for their enforcement. In other words, those who break the law, whether motorist or pedestrian, must be made to realise that they are creatin'* a public danger and must expe.t appropriate penalties. PENALTIES FOR OFFENCES “The question of penalties for breaches of the traffic laws Inis been under discussion for some time. The Courts operate under the principle that each case must be considered in the light of tlie particular circumstances surrounding it, and therefore, what might appear "to be inconsistencies, so far as the Press reports regarding the penalties imposed are concerned, are not in fact so, when the full circumstances are considered.

“It is possible, however, that there are inconsistencies in the presentation of cases to the Courts by traffic officers and that the, relative seriousness of the different classes of offence under the traffic laws as causes of accidents, is Hot brought under the notice of the Courts. It is proposed, therefore, to circularise all local authorities and tho police setting out the number of deaths resulting from accidents caused by the various breaches, and to ask them to arrange for their traffic officers to bring these facts before the Courts in appropriate eases. AGES AT DEATH The ages at which persons were killed is as follows -

A survey of a detailed analysis of the above figures reveals that in both years over 30 per cent, of the deaths (31.5 per cent, in 1934 and 34.5 per cent, in 1935) are of persons between the .ages of 15 and 29. This percentage is higher than the ratio of this age group to the total population, 26 per cent. The larger proportion is no doubt due to the fact that the younger people travel more extensively than the older, and are therefore more exposed to the risks of the road. The locations of persons killed, on vehicle or pedestrian, is as follows:

The fatalities of drivers and passengers of motor-driven vehicles accounts for 62 per cent, of the total deaths in 1935, but the comparatively large proportion of deaths of pedestrians and drivers and passengers of other vehicles cannot bo overlooked, the Minister adds. It is worthy of mention that under the last-mentioned head 20 bicyclists are included.

BRAKE AND LIGHT TESTS In August last year the Transport Department arrange a Dominion-wide inspection of brakes and lights. This inspection revealed, on the assumption that the 55,000 vehicles which were stopped were reasonably representative of all vehicles in the Dominion, that at tile time it was taken there were approximately 14,000 vehicles with defective brake's and 8000 with defective lights using tho roans. “These are big figures, and as they represent potential causes of accidents, they give some indication of the magnitude of the risks that are constantly abroad on the roads,” says Mr Semple. “They also indicate the magnitude of the problems involved in any efforts to ensure that all vehicles are reasonably roadworthy; and yet no serious effort to combat road accidents would be com-

pleto unless it included provision for ensuring that motor-vehicles are not operated in an unsafe condition. Perhaps the outstanding point demonstrated by the tests is that, in many hundreds of cases the maintenance of vehicles in a reasonably safe condition cannot be left to the individual motorist. Some form of periodic inspection seems to be necessary. The community cannot afford to allow individuals the economy of running vehicles that are mechanically unsafe,”

Motor vehicle with pedestrian 40 49 Motor vehicle with motor vehicle 37 44 Motor vehicle with train ... 10 2 Motor vehicle with tram 2 2 Motor vehicle with bicycle 26 22 Motor vehicle with horse vehicle or horse under control 3 1 Motor vehicle with fixed object 6 5 Motor vehicle with straying stock 2 Where No Collision: Went over bank 24 19 Otherwise 21 21 Total accidents 171 168

Intersection 28 24 Railway crossing 10 2 Condition of road (bad surface or bend contributed to accident) •••• 43 43 Road condition not a principal cause 20 99 Total 171 168 It is significant that 50 per cent, of the total accidents recorded for the period in 1933 were attributed to causes in which the roads did not figure. The following table shows a classification according to types of vehicles involved in the accidents under review 1934. 1935, Motor-cycle £4 88 Private motor-car 90 do Taxi-cab 8 7 Service car 8 ~ Motor omnibus “ " Motor-lorry or van 58 53 Bicycle 26 22 Horse-drawn vehicle 3 1 10 2 Other vehicles 1 1 Total 250 242

1934. 1935. 0 to 14 years 15 to 24 years 22 37 25 45 25 to 54 years 71 66 55 years and over .... 31 34 Unspecified 14 a Total deaths 175 178

1934. 1935. Pedestrians 42 46On motor vehicles •• 42 55 On motor-cycles 62 56 On other vehicles or horses 29 21 Total deaths 175 178