ABRAHAM, Charles John

by Maurice Russell Pirani, formerly Minor Canon of St. Paul's Cathedral Church, Wellington.

Bridging

The story of road engineering in a country such as New Zealand would be incomplete without reference to the bridge engineers. Recent advances in this field have been quite as outstanding as in those of roadway design. Like many of the early roads, some of the first bridges built in the colony are still open to traffic or have just been replaced, as, for example, the Kawarau Bridge (1962) on the Cromwell-Queenstown route. The old bridge (1880) was a suspension one with a 300-ft span. The Wanganui Bridge, which originally had lift spans, was erected in 1869 and still serves the city. Bridges of standardised design in steel and pre-stressed concrete speed up construction by pre-fabrication methods, and decrease the work to be done on the site. Again, new concepts and construction techniques, such as the use of steel piling in various forms, prestressed concrete piles, or bored piles, have enabled structures to be built where timber or ordinary concrete piles would have been inadequate. Construction by cantilevering out from piers has been recently used on a number of major bridges in New Zealand. This is a procedure which can be used on difficult sites.

As in road engineering, bridge design must be related to traffic requirements. In the early days the approaches to a bridge were of minor importance and every effort was made to secure the shortest and cheapest site. Moreover, bridges were designed for smaller loads than those required by modern traffic. Today a bridge is considered part of a highway and must be constructed in conformity with the curves and alignment of the road. But bridge construction is also designed for other purposes, equally important. The extension of overhead motorways into the heart of Wellington and of Auckland will require many major structures over land and rail.

The Future

Highway engineering is one of those branches of engineering which has been associated step by step with the progress of New Zealand. Today much has been achieved, but there remains just as much to be done. The engineer will be required to provide surfaces to carry heavier loads on more and more routes; at the same time manufacturers will be producing more and faster vehicles, which will require more road space.

by Harry Lancelot Hume, B.E., B.SC.(N.Z.), M.E.(YALE), M.I.C.E. Chief Civil Engineer, Ministry of Works, Wellington.

ROAD SAFETY

There are over 400 deaths and 16,000 injuries from some 9,000 reported traffic accidents on New Zealand roads each year. There are also a large number of accidents which result in considerable damage to vehicles but which are not reported. By comparison with the records of some overseas countries where “damage only” accidents must be reported by law, it is estimated that there are 20,000 to 40,000 damage accidents a year with an average of more than £30 worth of damage to a vehicle.

The number of deaths and injuries increased by 84 per cent and 157 per cent respectively between 1950 and 1964. In the same period the number of motor vehicles has increased and the accident rate (injuries and deaths per 10,000 vehicles registered) has remained almost constant, except in 1964 when there was a sharp increase. The death rate per 10,000 vehicles in 1964 was considerably lower than in 1950.

The following table shows the trend of traffic accidents over the past 15 years.

Year Persons Killed Persons Injured Killed and Injured per 10,000 Vehicles
1950 232 6,319 170
1951 292 6,938 172
1952 272 7,448 163
1953 313 7,686 158
1954 360 7,875 155
1955 333 8,976 162
1956 329 9,758 163
1957 384 11,053 175
1958 379 11,408 171
1959 349 11,703 168
1960 374 12,443 172
1961 393 12,796 168
1962 398 13,776 171
1963 394 14,477 170
1964 428 16,268 179

Unfortunately, the road-accident figures for the half-year, January-June 1965, are disturbing, with 292 dead and 9,000–10,000 drivers, passengers, and cyclists injured. The fatalities for this period show a high increase in relation to that in traffic volume.

It is difficult to compare accident rates in New Zealand with those of other countries, because the reporting of accidents, the number of vehicles, the average milage run, the population, and the density of pedestrians all vary from country to country. Precise measures of these variables are often not available.

The following table compares New Zealand with three other countries and shows that on this basis New Zealand has a low accident rate.

Motor Accident Death and Injury Rates, 1964
New Zealand Australia Britain United States
Persons killed 428 2,823 7,820 47,800
Persons injured 16,268 70,483 377,679 1,700,000
Killed per 10,000 vehicles 4.6 8.0 6.3 5.5
Killed per 100,000 16.5 21.0 14.9 25.0
population Injured per 10,000 vehicles 174.5 256.0 306.9 195.4
Injured per 100,000 population 627.9 639.0 717.9 888.5

Causes of Accidents

Traffic accidents which result in injury to any person must be reported to the police, and a report on each of these accidents is forwarded to the Transport Department. From these reports statistics of accidents are compiled, and the table below sets out the main causes of accidents reported.

Factors Stated as Main Causes of Accident

Causes Number of Accidents
Drivers' faults:
Failure to yield right of way at an 1,698
intersection
Inattention or attention diverted 1,211
Excessive speed 976
Failure to keep left 612
Overtaking faults 432
Failure to comply with traffic signs and signals 364
Following too closely 323
Intoxicated 304
Turning suddenly 237
Other drivers' faults 2,073
Faults of pedal cyclist 615
Faults of pedestrians 1,105
Mechanical faults in motor vehicles 475
Mechanical faults in pedal cycles 49
Road conditions 342
Weather conditions 102
Miscellaneous and unknown 418
11,336

Detailed research into traffic accidents both in New Zealand and overseas has shown that rarely can an accident be attributed to a single cause. Most accidents are the product of a number of factors operating together – for instance, a tired driver, smooth tyres, a slightly slippery road surface, light rain, and dazzling headlights might all be causes of one accident. If one of these factors had been corrected, then the accident would have been avoided. The natural tendency is to look for a driving fault when investigating an accident, but it is likely (and studies have confirmed) that factors such as road conditions, weather, and mechanical faults are considerably more important than the statistics given above would show.

Accident Prevention

Because most traffic accidents are the product of several factors, the probability of accidents can be reduced in a number of different ways. There is no doubt that the following activities have prevented the increase in accidents that would normally result from increases in traffic density. There are three main approaches to preventing accidents:

  1. Education and training of (a) children in school by road-traffic instructors and school teachers; and of (b) adolescents in the principles of safe driving and in good driving attitudes; by (c) refresher courses for older drivers to bring home safe-driving principles and to refresh their knowledge of traffic law; and by means of (d) newspaper, radio television, and other publicity, to draw the attention of all road users both to dangers and to safe practices on the road.

  2. Enforcement by (a) adopting reasonable and enforceable traffic laws which, at the same time, are best designed to prevent accidents; (b) concentrating the time and energy of traffic officers on the offences, locations, and times that feature frequently in accidents; and (c) thoroughly testing new drivers to ensure they will not be liable to cause accidents.

  3. Engineering of vehicles and roads: Vehicle engineering, comprising (a) regular inspection for a “warrant of fitness” to ensure that the main components of the vehicle are safe; (b) improving the design of the vehicle to give ease of vision and control to the driver and so reduce the likelihood of injury in an accident; (c) fitting safety equipment, such as seat belts.

Road or traffic engineering comprises (a) the design of new roads which are inherently safe (separating opposing traffic flows, eliminating cross traffic, and providing wide shoulders and traffic lanes and good visibility); (b) Improving existing roads by realignment, improving vision, and resurfacing slippery surfaces; (c) Regulating traffic movement by installing traffic signals, traffic islands, road markings, and regulatory signs such as “stop” and “give way” signs; and (d) assisting the driver with warning and destination signs to avoid danger and confusion.

M.R.Pr.

ROAD SAFETY

There are over 400 deaths and 16,000 injuries from some 9,000 reported traffic accidents on New Zealand roads each year. There are also a large number of accidents which result in considerable damage to vehicles but which are not reported. By comparison with the records of some overseas countries where “damage only” accidents must be reported by law, it is estimated that there are 20,000 to 40,000 damage accidents a year with an average of more than £30 worth of damage to a vehicle.

The number of deaths and injuries increased by 84 per cent and 157 per cent respectively between 1950 and 1964. In the same period the number of motor vehicles has increased and the accident rate (injuries and deaths per 10,000 vehicles registered) has remained almost constant, except in 1964 when there was a sharp increase. The death rate per 10,000 vehicles in 1964 was considerably lower than in 1950.

The following table shows the trend of traffic accidents over the past 15 years.

Year Persons Killed Persons Injured Killed and Injured per 10,000 Vehicles
1950 232 6,319 170
1951 292 6,938 172
1952 272 7,448 163
1953 313 7,686 158
1954 360 7,875 155
1955 333 8,976 162
1956 329 9,758 163
1957 384 11,053 175
1958 379 11,408 171
1959 349 11,703 168
1960 374 12,443 172
1961 393 12,796 168
1962 398 13,776 171
1963 394 14,477 170
1964 428 16,268 179

Unfortunately, the road-accident figures for the half-year, January-June 1965, are disturbing, with 292 dead and 9,000–10,000 drivers, passengers, and cyclists injured. The fatalities for this period show a high increase in relation to that in traffic volume.

It is difficult to compare accident rates in New Zealand with those of other countries, because the reporting of accidents, the number of vehicles, the average milage run, the population, and the density of pedestrians all vary from country to country. Precise measures of these variables are often not available.

The following table compares New Zealand with three other countries and shows that on this basis New Zealand has a low accident rate.

Motor Accident Death and Injury Rates, 1964
New Zealand Australia Britain United States
Persons killed 428 2,823 7,820 47,800
Persons injured 16,268 70,483 377,679 1,700,000
Killed per 10,000 vehicles 4.6 8.0 6.3 5.5
Killed per 100,000 16.5 21.0 14.9 25.0
population Injured per 10,000 vehicles 174.5 256.0 306.9 195.4
Injured per 100,000 population 627.9 639.0 717.9 888.5

Causes of Accidents

Traffic accidents which result in injury to any person must be reported to the police, and a report on each of these accidents is forwarded to the Transport Department. From these reports statistics of accidents are compiled, and the table below sets out the main causes of accidents reported.

Factors Stated as Main Causes of Accident

Causes Number of Accidents
Drivers' faults:
Failure to yield right of way at an 1,698
intersection
Inattention or attention diverted 1,211
Excessive speed 976
Failure to keep left 612
Overtaking faults 432
Failure to comply with traffic signs and signals 364
Following too closely 323
Intoxicated 304
Turning suddenly 237
Other drivers' faults 2,073
Faults of pedal cyclist 615
Faults of pedestrians 1,105
Mechanical faults in motor vehicles 475
Mechanical faults in pedal cycles 49
Road conditions 342
Weather conditions 102
Miscellaneous and unknown 418
11,336

Detailed research into traffic accidents both in New Zealand and overseas has shown that rarely can an accident be attributed to a single cause. Most accidents are the product of a number of factors operating together – for instance, a tired driver, smooth tyres, a slightly slippery road surface, light rain, and dazzling headlights might all be causes of one accident. If one of these factors had been corrected, then the accident would have been avoided. The natural tendency is to look for a driving fault when investigating an accident, but it is likely (and studies have confirmed) that factors such as road conditions, weather, and mechanical faults are considerably more important than the statistics given above would show.

Accident Prevention

Because most traffic accidents are the product of several factors, the probability of accidents can be reduced in a number of different ways. There is no doubt that the following activities have prevented the increase in accidents that would normally result from increases in traffic density. There are three main approaches to preventing accidents:

  1. Education and training of (a) children in school by road-traffic instructors and school teachers; and of (b) adolescents in the principles of safe driving and in good driving attitudes; by (c) refresher courses for older drivers to bring home safe-driving principles and to refresh their knowledge of traffic law; and by means of (d) newspaper, radio television, and other publicity, to draw the attention of all road users both to dangers and to safe practices on the road.

  2. Enforcement by (a) adopting reasonable and enforceable traffic laws which, at the same time, are best designed to prevent accidents; (b) concentrating the time and energy of traffic officers on the offences, locations, and times that feature frequently in accidents; and (c) thoroughly testing new drivers to ensure they will not be liable to cause accidents.

  3. Engineering of vehicles and roads: Vehicle engineering, comprising (a) regular inspection for a “warrant of fitness” to ensure that the main components of the vehicle are safe; (b) improving the design of the vehicle to give ease of vision and control to the driver and so reduce the likelihood of injury in an accident; (c) fitting safety equipment, such as seat belts.

Road or traffic engineering comprises (a) the design of new roads which are inherently safe (separating opposing traffic flows, eliminating cross traffic, and providing wide shoulders and traffic lanes and good visibility); (b) Improving existing roads by realignment, improving vision, and resurfacing slippery surfaces; (c) Regulating traffic movement by installing traffic signals, traffic islands, road markings, and regulatory signs such as “stop” and “give way” signs; and (d) assisting the driver with warning and destination signs to avoid danger and confusion.

M.R.Pr.

ROAD SAFETY

There are over 400 deaths and 16,000 injuries from some 9,000 reported traffic accidents on New Zealand roads each year. There are also a large number of accidents which result in considerable damage to vehicles but which are not reported. By comparison with the records of some overseas countries where “damage only” accidents must be reported by law, it is estimated that there are 20,000 to 40,000 damage accidents a year with an average of more than £30 worth of damage to a vehicle.

The number of deaths and injuries increased by 84 per cent and 157 per cent respectively between 1950 and 1964. In the same period the number of motor vehicles has increased and the accident rate (injuries and deaths per 10,000 vehicles registered) has remained almost constant, except in 1964 when there was a sharp increase. The death rate per 10,000 vehicles in 1964 was considerably lower than in 1950.

The following table shows the trend of traffic accidents over the past 15 years.

Year Persons Killed Persons Injured Killed and Injured per 10,000 Vehicles
1950 232 6,319 170
1951 292 6,938 172
1952 272 7,448 163
1953 313 7,686 158
1954 360 7,875 155
1955 333 8,976 162
1956 329 9,758 163
1957 384 11,053 175
1958 379 11,408 171
1959 349 11,703 168
1960 374 12,443 172
1961 393 12,796 168
1962 398 13,776 171
1963 394 14,477 170
1964 428 16,268 179

Unfortunately, the road-accident figures for the half-year, January-June 1965, are disturbing, with 292 dead and 9,000–10,000 drivers, passengers, and cyclists injured. The fatalities for this period show a high increase in relation to that in traffic volume.

It is difficult to compare accident rates in New Zealand with those of other countries, because the reporting of accidents, the number of vehicles, the average milage run, the population, and the density of pedestrians all vary from country to country. Precise measures of these variables are often not available.

The following table compares New Zealand with three other countries and shows that on this basis New Zealand has a low accident rate.

Motor Accident Death and Injury Rates, 1964
New Zealand Australia Britain United States
Persons killed 428 2,823 7,820 47,800
Persons injured 16,268 70,483 377,679 1,700,000
Killed per 10,000 vehicles 4.6 8.0 6.3 5.5
Killed per 100,000 16.5 21.0 14.9 25.0
population Injured per 10,000 vehicles 174.5 256.0 306.9 195.4
Injured per 100,000 population 627.9 639.0 717.9 888.5

Causes of Accidents

Traffic accidents which result in injury to any person must be reported to the police, and a report on each of these accidents is forwarded to the Transport Department. From these reports statistics of accidents are compiled, and the table below sets out the main causes of accidents reported.

Factors Stated as Main Causes of Accident

Causes Number of Accidents
Drivers' faults:
Failure to yield right of way at an 1,698
intersection
Inattention or attention diverted 1,211
Excessive speed 976
Failure to keep left 612
Overtaking faults 432
Failure to comply with traffic signs and signals 364
Following too closely 323
Intoxicated 304
Turning suddenly 237
Other drivers' faults 2,073
Faults of pedal cyclist 615
Faults of pedestrians 1,105
Mechanical faults in motor vehicles 475
Mechanical faults in pedal cycles 49
Road conditions 342
Weather conditions 102
Miscellaneous and unknown 418
11,336

Detailed research into traffic accidents both in New Zealand and overseas has shown that rarely can an accident be attributed to a single cause. Most accidents are the product of a number of factors operating together – for instance, a tired driver, smooth tyres, a slightly slippery road surface, light rain, and dazzling headlights might all be causes of one accident. If one of these factors had been corrected, then the accident would have been avoided. The natural tendency is to look for a driving fault when investigating an accident, but it is likely (and studies have confirmed) that factors such as road conditions, weather, and mechanical faults are considerably more important than the statistics given above would show.

Pages

ABRAHAM, Charles John 22-Apr-09 Maurice Russell Pirani, formerly Minor Canon of St. Paul's Cathedral Church, Wellington.