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The Prevalence of Avoidable Accidents

16th October 1936
Page 37
Page 38
Page 37, 16th October 1936 — The Prevalence of Avoidable Accidents
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Which of the following most accurately describes the problem?

rtURING the past few days details of many L./ accidents which cannot be classed as of am unavoidable nature have been bronght to our notice, and it does not require many hours on the roadto see numerous examples of foolish actions which might have most serious results.

There appears to be a prevalence of head-on collisions, sometimes caused by injudicious overtaking on narrow roads when vehicles are running so closely together that eren the risky habits of cutting-.in cannot be indulged in ; at other times, by endeavouring to overtake at blind spots, apparently in the hope that. nothing will be approaching from the opposite direction. Nowadays this is a very foolish optimism, and when the erring driver faces the emergency he far too often tries to rush the situation, thereby making matters even worse-; instead of braking and doing his best to draw behind the line of traffic.

. In several cases thoughtless or callous drivers B3 have escaped all responsibility and have disappeared, leaving vehicles which have been ditched by other drivers to avoid more dangerous consequences.

Another dangerous habit is that of parking vehicles at the off side of the road in darkness or in fog. In the latter circumstance the risk is particularly grave. We ourselves experienced this. Driving around a bend in fairly thick fog, we came across a lorry and trailer parked on the off side of the road opposite a café. It was difficult to see the sides of the road, and our inclination was, naturally, to keep to the left of what appeared to be approaching lights. Eventually we had to swerve out suddenly to avoid running into the near side of the ditch and, probably, hitting the lorry.

It appears, too, that in many cases drivers pay little or no attention to the silent advice given by white lines. It should be obvious that they exist for a purpose and are mute indications that it is advisable for drivers to keep within them. We do not suggest that it should be made an offence to cross such markings, because sometimes this is essential where a stationary vehicle has to be passed, but, in the ordinary way, other users of the road should, where possible. remonstrate with any driver who is deliberately ignoring these warnings.

Signalling also is sadly 'neglected, and drivers far too frequently turn out to overtake—and sometimes for no apparent reason—without the slightest warning.

Another bad habit is that of turning too abruptly from one road to another, thereby ca using oncoming vehicles to brake suddenly or to swerve out to avoid collision. Vehicles which can accelerate rapidly are safer in this respect, but a slow-moving vehicle forces all other traffic to give way. We have had occasion to rernon strate with several bus drivers for adopting this practice, whilst taxicab drivers cannot altogether be exonerated, for some seem to enjoy diving across the front of traffic to get into their ranks, or of making remarkably quick turns to pick up fares on the other side of the road.

How Road Transport Helps in Emergencies

AGOOD example of the great value of road transport to the public is afforded by the situation which is now occurring in connection with the strike of railway loaders and others at the important Bricklayers Arms section of the Southern Railway.

Here, the actual railway services are unaffected, the trains running to schedule, but it has been found impossible to load or unload many of them. Consequently, consignors are frantically appealing to road-transport concerns to carry out • this work and enable them to circulate their goods.

It requires but little imagination to formulate . an idea as to the terrible dislocation of traffic which would occur if the railways won their battle against the independent operators of road transport, took them under their wing, and then experienced a paralysing strike.

It is of vital importance to the nation that an efficient and effective rival means for transport should exist, and the more our road-transport services are repressed or, curtailed the larger looms the danger of our traffic arteries being cut at the most critical moment. Britain prides itself upon being independent, and it must retain that independence as a national characteristic. It is an unfortunate fact that, as things are at present; State control virtually means railway control, and that must be avoided at all cost.

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