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Image 36 of Mountain eagle (Whitesburg, Ky.), October 28, 1965

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to the crosswalk in front of you. What should you do? Wait for him. The pedestrian has the right of way at all marked crosswalks and at all intersections. (Never pass any vehicle which has stopped to permit a pedestrian to cross the roadway.) SNEER AT CITY SNARL 1 Left Turn Only Urban Driving Is No Dream But Don't Make It A Nightmare You approach Kentucky is largely a rural state, and because of this very fact, city driving can be a big problem to Kentucky drivers. To the non-cit- y resident, driving in a metropolis can be a nightmare ... often because city folks make it that way. Here are some "dreamed up" city driving situations to help both urban and drivers sleep more soundly the night before they tangle with the city snarl. non-urb- Worries Wrong-Lan- e one-wa- y You are driving on a three-lan- e street. You want to turn right, but there is a long lineof traffic in the right lane -- - and you are in it. What should you do? Keep driving until you can safely get into the right lane and turn at the next opportunity (make y sure you're not turning into a street going the wrong way). Do not turn from the center or left lane. Ideally, you should be in the right lane at least a block before you plan to turn. If heavy traffic or your unfamiliarity with the streets prevents you from doing so", don't panic driving a few extra blocks is less than a one-wa- smash-u- an intersection in a lane marked and you want to go straight. What should you do? You must turn left, unless you see the sign far enough ahead of time to get into a center lanesafely. (Greater traffic regulation is necesif you break the rules you sary in the cities will soon see why.) A general rule to follow is "Stay in a center lane unless you plan to turn." "Left Turn Only" p. Wait for Walker You want to turn right. The light is green and you begin the turn -- - but a pedestrian steps on - Stop Four-Wa- y You stop at a four-wa- y stop. So does a car on a street at a right angle to you at the same time. You sit and look at each other. Who has the right-of-way- ? He does, since he is on your right. However, If you were there before he was, you may go first. (Don't zoom into the intersection too rapidly, though - he may not know you were -- there first.) Lane Lights You two-wa- y driving down a four-lan- e and there are red, green, street. You look up and amber lights dangling in front of you, right ?n the middle of the block, "What do they mean," you wonder. Lane lights' are used in cities to regulate the flow of traffic during rush hours. For example, in the morning, cars going in the direction of town can travel on the two right lanes, which are marked with green arrow lights. The third are - lane, marked with an amber light, is for passing and turning and can be used by cars going in lane has the left either direction. The fourth traffic it is red light facing the town-boun- d a of cars going away from town. for the use During the afternoon rush hours, the situation is reversed, with two lanes available for the use of cars leaving town, and one for town-boun- d - traffic. the directions of the lights: "go" in the green lanos, "pass" or turn in the amber lanes (but watch out for cars coming from the opposite direction passing in that lane, and "stop" in the red lane that is, stop driving in crash. it before you have a head-oFollow n Parking Problems You have finally found a parking place on the right side of a city street. You get ready to back into it, and discover the front bumper of the car behind you is two inches away from your bumper. "Why?" you groan to yourself. You either neglected to give a right turn signal in time, or the car behind you did not see it. If he can back up and let you park, he should do so. If too many cars have accumulated behind you, you will just have to look for another parking space. (Remember that you should give the appropriate signal before you pull out of a parking place, as well as before you stop to park.) Green Arrows You are stopped at a red light; a green arrow pointing in the direction in which you wish to but the other light is still red. turn comes on What should you do? Proceed cautiously in the direction indicated by the arrow, giving right of way to pedestrians and other vehicles within the intersection. THE ECONOMIC COST OF TRAFFIC ACCIDENTS Russell I. Brown, President Insurance Institute for Highway Safety Washington, D. C. Partial Reprint from THE POLICE CHIEF, Official Publication, International Association of Chiefs of Police, Inc. July 1965 By A NATURALLY enough, we usually think of traffic accidents in terms of their human costs: Death. Suffering. Grief. Certainly these factors, alone, are sufficient to require our best efforts to prevent accidents and the stepping up of those efforts. There's also another factor that's not reviewed often enough: the economic burden. To cite a couple of examples Leaders of the Florida Traffic Safety Council wanted to show business and industry what the state was paying for street and highway ac-den- ts. In a widely distributed folder, they pointed to the heavy and growing death and injury toll. They also noted: The economic cost of last year's traffic accidents was more than $200 million a cost equal to $40 for every man, woman and child in Florida. The North Carolina Traffic Safety Council published a booklet for the same purpose "In North Carolina," 'the booklet reported, "the estimable direct loss from traffic accidents every year almost equals the state's annual investment in the public school system for one million students." Both publications give evidence of the growing awareness of the huge economic losses that accidents are imposing. Both of them also give recognition to a basic fact: to save dollars, you have to spend dollars. Everybody engaged in traffic accident prevention has one thing in common: money. The lack of money, that is. It's true whether he's a police administrator or other public official, asking for an adequate appropriation; or a private safety organization representative, seeking enough financing. One reason, of course, is the growing competition among all agencies public and private-f- or a greater share of the pot. The other reason that the pot isn't big enough. is Can it be that a new approach is needed -aspect of that emphasis on the g getting through to the accidents is not holders? Maybe people are becoming tone g reports of deaf or shockproof to the tragedy and suffering - involving other people. People are simply getting callous to death re death-and-inju- ported on the highway., There's need to hit harder on the pocketbook angle. What are accidents and congestion costing in terms of cash, and in terms of threatening our entire system of moving people v and goods? In these terms, the impact may be enough to jolt the hardest-headebusinessman and the tightest-fiste- d member of a city council's or state legislature's appropriations committee. In these terms, the police chief and his traffic division are engaged in more than a hazy something called "accident prevention." They're trying to save people money; trying to help them to get a better return on the tax dollars they've put into streets and highways and the dollars they put into owning and operating a business and their own motor vehicles. A National Safety Council formula indicates that it costs an employer an average of $600 for each employee injured in traffic; and that average time lost from the job is 112 That adds up to a lot of money -- a lot of lost productivity. National traffic safety authorities have noted the close relationship between prosperity, motor vehicle travel and traffic accidents. There's been abundant supporting evidence in the last several years: good times, bad safety record. What does this mean to the police chief, trying to control accidents, and their drain on human and economic resources? It means more people will have more money to go more places, do more things. More people on the road. More liquor being consumed. More drunks driving away from parties. How can the police administrator, and others with traffic safety responsibilities, be expected any more to cope with this situation? He can't unless there are than he can cope with it now some changes. hard-earn- ed d . man-hour- - s. - MORE MONEY NEEDED: PUBLIC AND PRIVATE ry purse-strin- never-endin- Last year, the National Safety Council estimated the U. S. is spending about $700 million in public funds on police, courts, licensing, driver education and other official management services affecting safe and efficient highway transportation. By NSC figures, about $9 million in private funds is being spent. . . by national traffic safety service organizations that provide technical guidance to public officials; by state and local citizen safety organizations; naand, by several privately-finance- d tional organizations (such as the Insurance Institute for Highway Safety and the Autoe motive Safety Foundation) that conduct continuous programs. Total public and private funds: $709 million woefully inadequate for satisfactory management of a $186 billion highway transportation system in which nearly $82 billion is reinvested annually. The Action Program covers education, traffic courts, engineering, motor vehicle administration and other functions related to safer, more orderly traffic movement. Safety authorities agree that it's the best guide to traffic accident prevention. The National Safety Council has estimated that application of this Program at the level required by today's traffic would cost. . . $500 million MORE annually in state and local public funds. $13.5 million MORE annually in private funds. These additional expenditures are needed, not only to save lives and prevent injuries, but, to preserve our system of moving people and goods. There's an alternative: We can keep on killing more people, crippling more people, and pouring more billions down the drain until the public gets a bellyful I, and demands that Uncle Sam take over. It's up to business leaders to: Contribute to the larger budgets required by the national traffic service organizations. Contribute to their local and state citizen safety organizations and give leadership in improving these programs. We must sell traffic safety to our citizen leaders and to the general walking and driving public. When we do this, we'll get the funds we need. .. .. .. large-scal- - -

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