Document G7r02yzgw80zmDd9VzpNrKQm

Commercial Vehicle Section Officers 1937-193$ General Chairman--R. C. Haven, Safety Engineer, Continental Baking Company,-630 Fifth Avenue, New York City, N. Y. . . ^y\naai report - W*.l Cohwwfire i<t( vehicle Vice-Chairmen--. W. R Burk, Traffic' Manager, The Canton Repository, 508 Market Avenue South, Canton, O. J. W. .Lord, Safety'Engineer, Atlantic Refining Co., 3144 Passyunk Avenue. Philadel phia, Pa. J. R. Steele, Superintendent of Safety, Oklahoma Gas & Electric Co., 321 No. Harvey Street, Oklahoma City, Okla. Secretary; -Engineering, Committee Chairman-^Dmwr M. McCracken, Assistant Chief Engineer, Liberty Mutual Insurance Company, 1100. Park Square Bldg., Boston, Mass. Membership Committee Chairman--Earl .D. Porter^ Director of Safety. & Personnel, Hayes Freight Lines, Inc., 119 N. 15th Street, Mattoon, III. Program Committee Chairman--P. D. Shingleton, Director of Safety &. Personnel, At lantic Greyhound Corporation, 1100 Kanawha Valley Bldg., Charleston, W. Va. Executive Committee-at-Larger- Marcus A. Dow, Manager, Dept, of Safety &. Personnel, Greyhound Management Co., 920 E. Superior, Cleveland, Ohio. T. B. Johnson,- Manager, Delivery Division, Marshall Field & Company, 601 W. Polk St., Chicago, 111. H. J. Jones, Director of Safety, Automobile Shippers, Inc., Ryan Road at Nevada Avenue, Detroit, Mich. ' H. H. Kelly, Section of Safety, Bureau of Motor Carriers, Interstate Commerce Commission,- Washington, D. C. A. E..Lundsteadt? Claim Adjuster, Bowman Dairy Company, 140-158' West Ontario -Street, Chicago, 111. rt A. W. Meinke, Engineer, Travelers'Insurance Company, Insurance Exchange Bldg., .175 W. Jackson Blvd., .Chicago, 111. Charles G.-Morgan, Jr., Manage?, Safety Division, American Trucking Associations, Inc., Investment Building, Washington, D. C. * H. D. Scheffer, Safety ^Director, Automobile Owners Insurance Company, Lansing, . Mich. .' . H. B. Vaughan, Jr., Major, Corps of Engineers, Munitions Bldg., Washington, D. C. Officers 1938-1939 General Chairman--T. B. Johnson, Manager, Delivery Division, Marshall Field & Com- , pany, Chicago. -- . . - ' Vice-Chairman--J.. Wo Lord, Safety Engineer, Atlantic Refining Co., Philadelphia. Vice-Chairman--Dwight M. - McCracken, Assistant Chief Engineer, Liberty Mutual In surance Co., Boston. Vice-Chairman--H. H. Kelly, Section" of Safety, Bureau of Motor Carriers, Interstate . Commerce Commission, Washington, D. C- - , Secretary--H. J. Jones, Director of Safety, Automobile Shippers, Inc., Detroit, Mich. : 41 " : -' 42 Silver Jubilee Safety Congress Membership Committee Chairman--K. W. Meinke, Engineer, Marsh & McLennan, New York City. Program Committee Chairman--Earl D. Porter, Director of Safety and Personnel, Hayes Freight Lines, Inc., Mattoon, 111. Executive Committee-at-Large-- R. C Haven, Safety Engineer, Continental Baking Co., New York City. J. R. Steele, Superintendent of Safety, Oklahoma Gas & Electric Co., Oklahoma City, Okla. A. E. Lundsteadt, Claim Adjuster, Bowman Dairy Co., Chicago. Charles G. Morgan, Jr., Manager, Division, of Operations, American Trucking Asso I? i ciations, Inc, Washington, D. C. H. D. Scheffer, Safety Director, Auto-Owners Insurance Co., Lansing, Midi. H. B. Vaughan, Jr., Major, Corps of Engineers, Washington, D. C. H. S. Cole, Ass't Superintendent, The Evening Star, Washington, D. C. Bryant C. Skeen, Director of Safety & Personnel, Pacific Freight Lines, Los Angeles. . Hillis A. Kindt, Freight Operations Manager, Consolidated Freight Lines, Portland, Ore! W. F. Brown, Safety Engineer, Consolidated Edison of New York, New York City. D. F. McMurchy, Director of Safety, Tennessee Valley Authority, Chattanooga, Tenn. TUESDAY MORNING SESSION October 11, 1938 Vehicle Safety Fundamentals Presiding, R. C. Haven, General Chairman, Commercial Vehicle Section. How to Organize for the Handling of Vehicle Accidents By WM. F. BROWN Automobile Safety Engineer, Consolidated Edison. Company of New York, Inc. It is a well known fact that considerably fleet, owners and operators who have learned more progress has been made in commerda! .. that safety pays dividends. An alert execu-' vehicle safety than in the private owner, tive ..can readily see the connection between class. We can point to the truck driver to accident costs and red ink. day as the "gentleman of the highway" when only a few years ago he was considered almost a public enemy. There are two : \ reasons why this has been accomplished: v (1), the profit motive on the part of insur ; Some concerns are still not conviiifeed of . the value of:safety. They are having a temporary respite from accidents, which re sults from the increased safety mindedness of all the other fleet operatdrs. This is a ance companies and fleet owners has been a serious problem, for as long as their drivers powerful stimulus; and, (2), industrial and commercial leaders have organized to co are on the Highways our drivers will be ex posed to them. ordinate and cooperate to a degree that has not been approached by groups of private Safety Starts at the Top individuals. In every business organization there is Organizations such as the Commercial Ve- some one who decides the policies of the- liicle Section of the National Safety Coun concern. He has the responsibility for set cil, the Greater New York Safety Council ting up the safety program.. This man is and many others with identical purposes, responsible w&en the program succeeds and have done a fine job. Backing up these he is responsible if it fails. Show me a con safety councils are thousands of commercial cern where executive interest hi safety is i the .to be the ing or Commercial Vehicle Section 43 keen and active and 1 will show you a sue-' a serious mistake. The safety engineer must cessful safety record. Therefore, the first have the respect .and confidence of the em and most important step uforganizing for ployee and executive alike. Therefore the the handling of vehicle'accidents is to get - safety department is neither a resting place a clear definition of your company's policy on. the road to retirement nor a sinecure with regard to accident prevention. Almost for dependent relatives. He should have every, person is against accidents, but unless unquestioned ability as a speaker and a there is a definite policy we cannot hope to teacher, and, while it is not essential that prevent them. My company's safety policy he be a mechanic it is highly important that is simple. We provide a continuous program, he be a good driver. The fleet man Who of accident reduction--through engineering, sits in his swivel chair -on an icy wintry education of employees,, and-enforcement of day simply cannot effectively deal with safe'operating rules., It provides the neces- rough weather drivers. ; sary men, materials and money to do. the job effectively and. gives executive moral support and encouragement to ..the safety program. The safety department functions best -when it is-operated in full cooperation with the insurance- department. Certainly- the safety-department should- be in a. position Ask your executive officer if he will de-` to get things done. The safety engineer oc vote some part of his time to the safety cupies a position in the industrial field sim program. If he is willing, we can be sure" ilar to that of a staff officer in the military that he.is- sincerely interested in accident field. How can he carry out the company reduction and is not giving it .merely ,"iip policy? service." We humans are natural imitators... If the executive sets a good example his subordinates will follow "and so it; goes, right down, the line to the foreman .and to the individual driver. They Will not.take safety instructions seriously if they detect. We have divided our vehicular accident control program into three . separate and distinct phases .* (1.) Educational; (2.) Field .Supervision; (3.) Accident'investigation and discipline. \ a single note of insincerity on. the part of We . believe, all three are necessary- to-a /their supervisors. well balanced-fleet program, and while ed Some concerns insist upon strict observ.. ance of safety rules when business is slack, but the minute there appears to\be a 'little rush--there's a'tendency to overlook little intersection fender "smacks"--broken bump ucation- is probably the most effective means of- contrpl over the majority of drivers, there are some drivers who. need constant supervision,.also some who need to be dis-, ciplined. .' ers and headlights, and the like, oh the One -of the first steps to be taken is to grounds that they are a natural 'by-prod set up an adequate and accurate system uct of an active organization and "after all \ of keeping accident records. You cannot that's what insurance is-fo'r.'' ,, put over a safety program by guesswork-- Another important thing to be done is to make sure your executives are willing to provide adequate financial support.- This' is to be based upon a fair analysis of the you must have facts and there, is no better. method of obtaining the facts than by a careful -analysis of each accident immedi ately after it happens. cost of accidents including the hidden or . To set up a statistical division it will first non-insurable costs. The old bromide, "you be necessary to review your present report can't get something for nothing"' is certainly forms... If you are using an insurance .com true in a commercial vehicle safety pro pany form you probably will find that claims gram.. '; mid .related subjects will be outstanding Personnel .. items. The State and city poiice forms are' based on law or traffic, codes.' It may be After you have-decided the questions of , necessary to use these forms but-if may be- the-safety policy, what`about the personnel advisable to provide, your own form based to carry it out? -What kind of-man should .strictly*on.accident causation^We use the be assigned to handle the job?,.In the-past ' . Findex system which provides^ different, there have been, many instances of assign classifications, giving - pertinetrtlnipts con ing the work to a man who has failed once cerning the driver, the efir and^the streets or more in some other occupation. This is ' or highway involved inr the. accident. In 44 Silver JubUee Safety Congress addition the responsibility and specific cause of operation: (1.) Passing moving vehicle of the accident are shown. too,closely; (2.) Passing stationary vehicle There are three general, types of auto to<|closely; (3.) Following too closely; (4.) mobile accidents: Traveling too fast for conditions; (S.) Care 1. One automobile running into another less, backing; (6.) Failure to grant right of... automobile. way; (7.) Cutting in, sudden turning out; 2. An automobile running into.an object (8.) Inattentive driving; (9.) Traffic regula other than a motor vehicle or upsetting. tions violated. ,, 3. An automobile running into a person. These facts are of no' value whatever to safety engineers. Our job is to find the The other 10 per cent is caused by defec tive equipment-improper loading, pedestrian and miscellaneous. . basic or fundamental cause and throw the Road Test spotlight of education directly on that cause until the trouble is corrected. -. Every driver is given a road -test by the, transportation department before he is al Defining the Accident lowed to < drive. This test may. -limit the Some may ask what is a vehicle acci driver to operate a specific type of vehicle dent? What degree of contact with another or all vehicles depending upon the inspec vehicle or person or thing constitutes a re tor's rating. These! tests rule out the pos portable accident? That is something that sibility of accidents caused by lack of famil- will have to be settled once and for all. . iarity with the manipulation of mechanical If it is not settled there will be plenty controls.. ... of headaches for everybody but particu Medical Examination larly the safety man. We define a vehicular accident as follows: (1.) Any physical contact between: (a). A company owned or hired vehicle, or part or contents thereof; and (b). Any other vehicle or type of property, company owned or otherwise; or (c). Any person. Our medical department examines all drivers on a three, two and one year basis: In the three-year class are all normal driv ers under 40 years of age. In the-two year class are all normal drivers between 40 and 50 years of age. In the one year, class are drivers over 50 and those with (2.) Any circumstance not amounting to physical contact but which the primary or initial cause was the operation or mainte nance of company-owned or hired vehicles. That definition covers'Hbout everything that could happen--and results in many trivial accidents being reported. For ex ample, 40 per cent of the accidents last year occurred while the vehicle was standing still. We prefer that definition. As a large public utility we are . natural targets for previous physical defects. This is an important part of any success ful fleet safety program. A sick- driver can not be a safe driver. In 1937 approximately 2,500 drivers were examined and more than 300 received visual correction. If'the de fect can be corrected, well and good. If not, he is.given another job where driving is hot required. Field Inspection: ambulance chasers and accident racketeers, and therefore we simply cannot afford to ignore potential claims. Field inspections form an important, part . of our program. As-a matter of .fact last year we'made over 2,000 observations of Accident Responsibility . 1' Our records show that four people are responsible for 93 per cent of all vehicular accidents: company driver, other driver, third driver and the pedestrian. The other 7 per cent is spread over a miscellaneous group, such as maliciousness, weather con ditions and other, circumstances not readily controlled. . which 1,800 were complimentary to the driver. We have found that almost in variably'the unsafe , observation matches with an unfavorable record. The super intendent of department head attaches al most as' much importance to a violation report as to an accident report. He knows that a violation such as "passing blind inter sections wjthout due caution", will mean a ' serious intersection accident sooner of later Approximately 90 per . cent of all our ve (In my company intersection accidents are hicular accidents are caused-by nine faults inexcusable). We realize that many of you Commercial Vehicle Section 45 do not use field'observation or road super ical department for a re-examination. vision. However, * we believje this is the -If all of these steps prove ineffective the most effective means .of learnings which' committee may recommend that he be as drivers are responding to our safety educa-' signed to duty where driving is not required.; tional program and,' what is. more' impor We do not order the department head to tant, which drivers are not. 'relieve him from driving. We merely in . Of course, The matter of trailing is seer form . the supervisor that the driver in ondary to education and sinc'e the safe - question has a poor record, that he .does not drivers have nothing to fear I see no good respond to education and that' due. to his reason why wd should not continue to.throw anti-social attitude it might be well if he the. spotlight on the'unsafe drivers. We do 5 were given other- employment- This method not. attempt to observe every vehicle, or usually gets , results, although we -seldom driver. Naturally we' concentrate on those have occasion to go to such extremes. Most division's that, are' causing the most trouble.' drivers respond to kind treatment. By the The company lias an investment of .from same token everybody resents the "big one to five thousand- dollars in the vehicle' stick." We believe our, drivers are, on the and we are taking no. chances on the driver . wK31e^hetter than the average citizen driver using'it as a means of'expressing., an in and^M^auentiy.^ve expect' them to, meet- feriority complex? Some day perhaps, yve hnd Overcome all Occident producing situa ' may find .a better way of learning what our . tions. They are safei\drivers.because they. drivers are doing with our vehicles, before ' have learned to be courteous. Courtesy the "'accident.. In the, meantime prevention . costs nothing but pays, enormous dividends is preferable to.post-mortems. in .safety and consumer good will. Accident Investigation. We have set a high standard for drivers' - by making. the job of driving attractive. Every vehicle- accident. Is .carefully in-. -. Some years ago it was considered -good - vestigated by the safety, engineer who is ,, policy to penalize, an unsatisfactory em . also chairmandf the Vehicular. Accident Investigating- Committee. :This is not a kanga- - ployee', but all that has been changed. If a . vote-could be taken today among our 4,200 ;rop. court, but ah official-' investigating drivers; I doubt if a single one' would re- board composed of officials of the transpor-1 . quest `a transfer to other duty. tation, claim, 'safety and various operating departments involved in Occidents which are > '' Educational Program being investigated, , Our'educational program includes , a semi ' It is primarily, a fact finding body Prgan- annual series, of--instruction classes which ized for the purposes of- expediting the all authorized drivers must attend. The handling of accident cases. The matter'of classes are held at convenient times in our settlements and claims is toot allowed to'be service buildings throughout New York discussed. -Witnesses are sometimes heard-if City and Westchester County. The classes the-'driver's story , seems to require., sub-" ' are limited to- between 20 and 25 drivers stantiation or corroboration; .. as, smaller groups seem to be more con At least two people ate responsible for ducive tp free and open .discussion. The more than 8 per cent- of the- accidents; the ' discussion phase is - important and should company driver and..the other driver, and - bp included in every educational program', since we cannot possibly control, the actions because'it affords an excellent opportunity of,the other.driver- we attempt' to [re-enact" for the drivers- to get things pff-Their the part our' driver had in the accident chests. This also gives us a fine, opportunity After a careful1 study-of all.the factirTwie' to get to the bottom; of the -problem and at driver is .told immediately7 the decision of the same time win the driver's cooperation.' ' the'.committee. If. he has committed one We try to teach him how important safety of the nine faults of. operation-he-is in is to him and.how important he is to safety. structed, .in the matter. If' his previous ac In the teaching process- we have confined cident record and field observation record ourselves to practical subjects,"fundamental indicate he is,a chronic repeater he may,be to the.business-pf driving a motor vehicle. =-sent to the transportation department for a For. example, nothing is more important to road test. If his accident indicates some the driver, than a thorough knowledge of physical defect he may.be sent to the.med the state and city, traffic codes. Therefore 46 Silver Jubilee Safety Congress . . - Q .> we have drilled them in the salient features of both. We have taught them how to stop on slippery surfaces without skidding. Every driver in our system understands perfectly that, while the brakes stop the wheels the tires stop the truck. They are cautioned about certain streets and conditions which are considered hazard ous. They are instructed in stopping dis tances, turning radius, angles of vision, judgment of time and distance as weli as' speed of other vehicles and their own reac tion time. We make them pedestrian conscious by showing them pictures of careless, men, women and children. We try to make them liability conscious as well as safety con scious by explaining the apparent and hidden costs of accidents. We make our own film strips for lecture purposes and we have found this method to be more effective than the combination projector and record or canned speech method. We use an inexpensive camera and projection machine which fits into a briefcase. This equipment, including a light meter and the necessary lighting fixtures,, costs, less than $100 per set A film strip of 40 frames costs less than three dollars. We use miniature .traffic sets whenever pos sible in making pictures for reasons of economy. We promote competition between depart ments and with their own previous year's experience. We . keep them posted as , to their progress and give recognition when merited in our own "Safety News & Com ments" publication and in our company mag azine "Around The System." We confer with each and every department'head monthly. This is a very impor tant part of our educational program. We are fortunate in having an arrangement whereby we keep him. posted regarding settlements and reserves set up by the in surance company. Any. superintendent will. sit up and take notice when you tell him that one of his accidents will be settled for $10,000. V. . The transportation department carries on. an excellent program of preventive mainte nance wherein every vehicle is safety tested periodically. We sincerely believe that this has contributed materially to our accident prevention program. What Good Are Accident Records? By DWIGHT D. GARDNER Personnel Director, Commercial M otor Freight, Inc., Columbus, Ohio First, let us see how the State Industrial We believe that good accident records Commission looks at our personnel and how and the intelligent use of those records will. it classes them for risk. This will tell us' result in definitely lower industrial insur how many kinds of accidents to consider.' ance rates, particularly if the industry will In our company we group employees as. go after this problem as a group.. follows: clerical office, traveling salesmen As an illustration.of the use that can-be and motor salesmen. 'made of dock. accident records let me Office employees and salesmen are in such quote from our accident summary for the generally recognized, and .accepted groups year 1937: as to present a negligible problem. How ever, the third class, including garage men, dock men and drivers, carries a compara tively high rate for insurance. Decreasing this rate is our problem and we must work, it out by eliminating accidents. - "Thirty-six per cent of our accidents are traceable directly to handling material. Such accidents consist of back strains, cuts, bruises and fractures of the hands, legs and feet. Fourteen per cent of our accidents were due to people falling down and 22 per . Garage and djjck workers come under cent to material, either improperly piled or ordinary industrial practice . where condi improperly handled- which Tell upon vari- tions may be closely regulated. Drivers, -ous . workers. AH'of these causes can. read however, form a more specialized group ily be eliminated by better housekeeping operating under varying conditions. on our docks and by realization among our 'V'? Commercial Vehtcle Section 47 men that, safety. has a. definite part in their, 5. Enters, accident on individual job. -0nly'T7 per cent of our accidents :in- . ..driver's record. volved industrial compensation.' Foot ;in- . juries:have been cut'-from nearly 40 per cent in 1936, to less than 10 per cent in-193.7. This has been accomplished to a large de gree by the use of safety shoes." '6. Follows up this particular accident '"until the case is dosed (Uses the ; report in court where necessary), (e). At the end of the month the safety department makes a summary to : " - Here are the results of our analysis, all show totals and from this summary based.on accident records. These are' all' the following analysis:' number, of on freight handling .accidents. . acddents' by transportation district, Highway. Accidents number by type (a, b or c), number " for road and for dty work The .other important -group is the - high way accidents, those, involving the motor . vehicle. Let us consider the necessary steps in the.handling of a highway acident In some instances it may be desirable to set-up a personal driver's record on which will be., entered the cause of acddent, out right damage and additional -costs to in . The -plan followed by our company in the. clude the loss of. use of equipment and handling of- a highway accident is,as fol driver's-time if personal injury is sustained lows-: - . . Also, a vehicle charge record may be. set (a) The Driver: ..up "for each vehicle involved to indicate the l'. Obtains medical aid for injured cause of it can be traced to any failure on persons. the part of such vehicle, the damage that 2. Properly marks: the torches and flags. scene with. might indicate a future weakness in the vehide and comments on the type and construction' of the vehide to determine if it . 3. Sends .word of accident and con- ditioiis to Kis dispatching, terminal.., was suited to the operation in which it was being used. . 4. Clears highway and protects equip- . To summarize, we have our acddent re . , . ment and cargo. port grouping highway acddents into 4 5. Makes accident reports. classes, for cause: driver, vehide, manage (b) The Dispatching Terminal: 1. Sends aid. 2. Notifies safety inspector. (c) The Safety Inspector: 1. Notifies safety department- ment (loading and other' conditions known to management but beyond the driver's control) and other causes (those in which the first three classes are not involved). There are four steps in handling the ac ddent report: a survey of. existing condi 2; Visits scene of accident at once. tions, the. analysis of these existing'condi- .. 3. Checks accident report tions, the plan for betterment and the in- 4. Checks police report ,. stallation'of the plan. 5. Checks hospital report. ,6. Makes observation report. Four steps, all equally important. How ever, the truth in - the last three depends upon the accuracy of the first In the case 7.. Classifies accident into one of of highway,acddents the.survey of exist three-groups: (a) .Driver not re-, ing conditions depends upon the acddent sponsible, . (b). Driver partly 're- .record. ' . - - ' .. c ' spons.ible, (c) Driver entirely re sponsible.; Selection.of Workers. (d) The Safety.Department: 1. Notifies state regulatory commis' . sion by telegram. :2. Notifies Interstate' Commerce ' Commission.' 3.'Receive? acddent reports and otj, . serration report.. - Based - on acddent records we have - evolved our present - accident prevention program which functions as follows. We carefully investigate all applicants for dock work before employment All drivers are selected from the dock men in our employ. This'selection is made on the man's past record. However, .this prospective driver 41 Notifies, insurance company^ - is required - to complete a definite training i . .51 48 Silver Jubilee Safety Congress course before transfer is made. The first equipment and we are proud of the fact item in this training course is a special and . that in ' some cases our company recom-. thorough medical examination. In the past mendations have resulted in the correction, we have examined drivers for reaction of road hazards. time and glare vision response. We are now investigating the advisability of insti. luting a more thorough glare* vision exam ination through the use of the bio-photometer with a possibility of treatment where necessary with pro-vitamin A. Now let us consider accident reports in their value to the industry. The purpose of the I.C.C. 10-hour regula tion is to promote safety.' We in this in-, dustry largely feel that the order as: now drawn will not prompte. safety but instead Drivers are required to learn and 'carry will speed schedules' beyond the present on their persons our company book-of rules. safe practice.' If we are to prove our point Our safety inspector continually checks we must have facts.- The only place we can ' drivers on the highway and their familiar get .those facts is from the accident records. ity with these rules is one of the things we emphasize. We also check speed, loading, condition of emergency equipment, etc. In various states.at various times, legislators.wiil often introduce bills, hastily and incorrectly drawn that vitally affect our in All of our drivers are entered in the dustry.'.We must be prepared to .uphold National Safety Council Safe Driver Con-. our rights with facts. test We believe in this contest and have Industrial Insurance at the present time received in return a magnificent response imposes high charges upon the carriers. As from the men who drive. In 1937 (the first. we improve our accident record we must", year of participation) 27 men qualified for establish the fact and prove our case for a awards. In 1938, we had S3 men qualify. lower rate. We believe that safety is a state of mind and continually encourage our men to do . their work the safe way. We believe dfcat .insurance companies pay too often where 'payment is not justified. They settle too many'.cases on their nuisance . The safety inspector continually- checks value. Accidents are based on facts. When on men, equipment and road conditions and recovery is justified, -payment should be the company requires immediate recording made. Howeveh,> where. recovery is not of hazards and demands quick action to justified, we should stand squarely behind . ward the elimination of hazards. the driver and if necessary take the case to The safety inspector analyzes each acci court.' A few cases won in court is the dent for cause in the following classes: best way to educate the public that the driver, equipment and road conditions. We basis of settlement is facts as supplied 6y are quick to correct faults found in men or the accident record. TUESDAY AFTERNOON SESSION October 11,1938 Presiding, H. D. Scheffer, Safety Director, Auto-Owners Insurance Co., Lansing,. Mich. What to Do With the Repeater By BRYANT C. SKEEN : Personnel Director and Safety Engineer, Pacific Freight Lines, Los Angeles, Calif. Before this subject can be discussed in- 2. Applicants' past Employment records . telligently we must reach a common under are Investigated to determine their ability, standing about the . working conditions sur veracity, sobriety, honesty and accident his-, rounding the repeater. Therefore, let us tory and they are required to qualify in assume the existence of the following con all these respects. ditions: 3. ;The motor equipment is maintained 1. All employees are required to pass a in'a safe and. satisfactory .state of repair. - rigid medical examination. 4. .:The employer is thoroughly sold on ga fo na cd fil an ,,wl be ire m to wl lit Pi! ba '-it Hr. be Ui ch -'wi fa or da wl th m be h> in ha sp th . of ot da th oi a ot or ;a an vi pa g< Cvnimefcial Vehicle Section 49 the value of" accident prevention and ear with no more hesitation than would be nestly supports such activities. ' " exercised in removing one who has been 5. All employees are- fully advised re found guilty of drinking on duty. garding company policies and safety .rules. There are cases where employees have 6. Reports of all accidents, road calls ; been involved in multiple minor property for break-downs, job deficiencies- of any damage accidents, all from the same con- nature, garnishments, etc., are carefully re ' tributing cause, where t{ie,degree of negli- corded and made a part of each employee's '.. gence is slight and where there is no evi- file. dericeof^willful violation^of' safety rules. We may turn now. to'a discussion of ..ways Backing trucks into congested docks re- and means of dealing with the repeater ; suits in many' scratched fenders and the ,,who may be defined, as .a driver who has damage of overhead doors. This is a case been involved-in more than'one accident, of an unhealthy plant that needs^ nourish regardless of similarity. ment. Drivers of this type are)possibly ' If we -are. to have a good garden we lacking in skill more than in cabtibn. must .pull, the .weeds, keeping in mind that . There are other types of accidents where 'too often'unhealthy'plants are'pulled along the contributing causes are the same and with^the weeds when the application of a where the penalty is: necessarily increased little" nourishment at the right time and accordingly.. An employee involved in two place might curejan ailing condition. . or more accidents resulting from following The severity of an Occident is not a fair basis for determining the penalty although '-ft is frequently .used as such.f The control ling. factor in deciding the penalty should v-v too- closely behind the vehicle ahead signlfies by his actions that he is not profiting by) bis previous' mistakes. This is a case of an'unhealthy, plant'that is apparently too be based upon the degree of negligence. Using the same deciding, factor,- a careful- check of, the- frequency of minor accidents weak to take nourishment and unless im mediate improvement is evident it should be "pulled"- along with the weeds. `will often bring to light some Surprising Tn bur organization we. use three meth- facts," . ods. in preventing accidents" and handling When ah employee is involved in two repeaters: ... or v more accidents ,, where ...little- property 1. Observation reports of traffic violations damage and no personal injury result, but are "posted'on a bulletin board-without any where the degree " of negligence, indicates identification of the offender under the that., much more- serious consequences . heading "Was it YOU?" A typical report might have resulted,-, the employee should reads like this: . be disciplined accordingly. Let us'take a' "At or about 4:15 p.m. on August 15 at hypothetical case. > 26th and Main Streets driver was observed -,. Suppose an .employee has been involved - -miking a left- hand turn' without giving in ah intersectional accident and the cause the' proper- signal" or "At or about 9:00 has.bten determined 'as either excessive a.m.-'bn August 16 on Washington Blvd. speed, hogging''the road, or failure to give ' near Hill Street driver was observed park the right of .way; .There is indication here ing double with sufficient space open* at of complete disregard of the rights of the curb for proper, parking." others -jeven though,the actual property - The offending employee realizes that his damage issmail,. Giving consideration to - truck number was secured by the observer .this driver's past -good record and length and that' the violation has been properly of service he is. returned to work with only ..recorded on his -record. These reports arc a .reprimand. Then, at a later date he is usually- a. week old before being posted. observed going through a' red light and Therefore, ^$ach'driycr operating in that only through^ the grace of his Guardian : district at that time'wonders if it were hi Angel is he able' to avoid , other vehicles or someone elseTTlie only way he can and emerge without an accident. \ sure of not .being observed violating these .. Such disregard-for'the safety of others, . rules is to 'form the habit of-complying violation of city ordinances, and! also com .' with.them. . . pany safety rules,* thake this drivata dan . 2. Another method used to create inter gerous* repeater. He should'-bT weeabd out est and to minimize exaggerated reports is 50 Silver Jubilee Safety Congress - die posting of statements made by drivers A closer cooperation on the part of the as to how an accident occurred. For ex driver in accident prevention will result if ample : he is made to feel that he is an important Charles Jones says: "My foot slipped off the brake and before I could stop I had crashed into the car ahead." ' Such statements are posted on the bul letin board under the heading, "What do YOU think?" No doubt, accidents can and do occur under such circumstances, but who believes it? No one believes the story about a black eye.bring the result of run ning into a door in the dark. ,* (, factor in the operation of the business and is invited to discuss either personal or bus iness problems with the personnel director, and safety engineer. The reduction of accidents by creating a better relationship between employer ana employee together^with some incentive for the employee to achieve a no-accident! rec ord is far better* than by fear of the con sequences of an accident 3. .The most effective method used^ln One of the many advantages of member our organization in stopping repeaters is the writing of personal letters to the of fending employees, mailing them direct to their homes. These letters clearly set forth each accident in which, the employee has been involved. The cost of property dam age, payments by the company for personal injuries, loss of the use of equipment and ship in the Commercial Vehicle Section of the National Safety Council is theawarding of no-accident driver pins to member driv ers who have drive?i for one or 'more years without an accident These awards are na tionally known and, are accepted- generally by personnel directors and safety engineers as the highest type of recognition. subjects of a like-nature are discussed. The Last year we hachl06 drivers who qualified degree of .negligence on the part of the for these awards and the presentation was employee is emphasized along _with the made at a luncheon in the banquet room type of warning justified by the accidents of one of the finest hotels in Lbs Angeles. under discussion. These letters usually ar The participation of city, county and state rive at the driver's home when he is away. officials at a function of this land lends Any letter from the company for which he to its importance and their interest and works is invariably opened. at once. By remarks of praise and appreciation are al the time the driver reaches home the letter ways very impressive. will have been read and thoroughly digested Insurance actuaries are able to predict and he will be confronted with its con the number of accidents, that will happen tents. It is a very rare occasion where and their cost with-amazing accuracy. The wives and mothers do not labor under the proof of this statement is an indication of delusion that their husbands and sons are' the tendency for accidents to be repeated marvels of efficiency when it comes to get over and over again in' almost rhythmic ting around in a big truck or truck and sequence. Medical science has proven that trailer. The few accidents that they have . while the mortality table figures are prac heard about have been highly garbled sto- tically infallible they are only inevitable ries in which the other fellow has always where conditions remain the same. By con-: been at fault. The realization that he is trolling conditions in our company we have not as safe or efficient a driver as he has been able to fool the actuaries to such an always claimed conies as quite a shock" extent that we can hardly credit the figures. Court of Inquiry on Vehicle Accidents--a Demonstration By T. B. JOHNSON Manager Delivery Service Division, Marshall Field & Company, Chicago The Court of inquiry on .Vehicle Acci dents which we are about to present is com posed of drivers of the Delivery Service Division of Marshall Field and Company. This method of investigation was inaugu rated about two years , ago and as each man is fried for responsibility of-an acci dent, a new group of seyen men is chosen I Commercial Vehicle Section 51 for the 'hearing.. Our. reason for choosing different meneach time is so that ail of our drivers' may eventually participate in the `proceedings as the cases arise. ... We feel that byJ doing this, ` questions brought,, out relative to the accidents will 'impress" upon' the. minds of our men more , firmly thd- various things they may do to avoid future accidents. The Court of Inquiry The following questions were asked the Defendant by the Prosecutor- The answers are those of the Defendant . . Q. Will you please state your full name and address? A. Clarence Wilson, Chicago, Illinois. .Q. What;.is your age? A. 38. In the year of 1934 we had a total of 288 Q.. Are you married or single ? A. Mar accidents; in 1935 we had 199; in 1936 this . ried. . figure was reduced to 105; and in 1937 we had only fit), or a decrease of 79.1: per cent over 1934. Miles travelled per accident increased from 8,600;in 1934 to 29,221 in 1937, an in crease of 240 per cenjt. .Also,1 for the first" nine months of 1937 we had a total of 33 accidents as against 18. for the same period of 1938, or a reduction of 45.4 per cent. In miles travelled per accident we established Q. What is your length of service with Marshall Field & Company as a driver? A. 4JS years. - Q. Were you involved in-an accident on December 1? A.. I was. Q... Will you please give us a description of the type of truck you were driving at the.time.of this accident? A. Two-ton Fur niture truck. a figure of .36,680 for die first nine months Q. Kindly tell us in your own words of 1937, while this year during that 'Same just how this accident occurred. A. I was period we have averaged 61,083 miles , per going Southeastyon Milwaukee Avenue as accident, qr an "increase of 57.9 per cent it was-dinner time and I was looking for We have" not had' an " accident since the a place to park to have my lunch. I came 25th of June, .1938 and up until October to the intersection of Irving Park Boule . 8th we had covered a total of 402,371 miles. vard1 and I saw a parking space1 on the north )' This is, we believe, a hew record* for large side of the Boulevard west of Milwaukee department store fleets for continuous acci . Avenue. I made a sweeping right, hand dent free miles. The previous record; we. turn to get into this space. .When I got have been told, was 322,000 'miles, t . there I noticed my .truck was on an angle - We feel that by .constant plugging, hold ing these courts of inquiry,, pring the vari-: ous posters and'services furnished us by the National Safety Council and the.insur ance company, and by showing our drivers. how much Marshall Field & Company ap preciates .the job'"they are doing by holding a "banquet for them each year, and pre senting them .'with, gifts, and cash awards.' amounting in some cases to $100 each, that so in order to get parallel with the curb I informed my helper to get out and back me up. He went across in front of the truck . and when he was in position to .see the rear of the. truck, and me, he gave me the signal hot to move. He came over and said that apparently a car had run into the rear of my truck. We both went back and I talked to the driver Of the other car and examined his . car-,to find the extent of the damage. we have found a most effective way to re Q. How fast were you travelling south duce accidents to a minimum. : - east on Milwaukee Avenue? A. About 3 As a matter , of fact our insurance pre M.P.H. . mium in. 1937 was- approximately $1000 Q, Why did you stop on Irving Park lower than in 1934. We also know that we Boulevard? A. .Because the red light was have reduced the cost of" repairs to our against me. trucks due to- accidents by. more than. 75 Q. After making the turn into Irving ..per cent.,. ,r Park Boulevard how were you parked? Our Court of Inquiry is composed of. A. I was' parked on an angle with the right seven.men:-three jurymen, one defense at front wheel against the curb and the right torney, . one prosecuting attorney, the de rear wheel out. .about four feet. fendant and a, witness who is . usually- the. ' Q.`What was the condition of the weather helper on the truck'at the. time of the acci at that time? A. . It was snowing and the dent '.>. streets were slippery. 52 Silver Jubilee,Safety Congress ^ i Q. What time of day did this accident ^When I -got myself into position I . saw occur? A. 12:00 Noon. w there was something the matter at the rear Q. Where was your helper riding before the accident happened? A. In the front seat. Q. Why was he riding in the cab? A. Due to weather conditions the rear curtain was lowered. Q. At the time of the accident was the tailgate in a lowered or closed position? A. The tailgate was down. of the truck and told the driver not to move. I then went', over to the front of the truck and told the driver that there was some trouble in the rear and we both went back to . investigate. Q. Were you in. a position to see the driver of the truck? A. Yes. Q. That is all. Q. Is this a very busy intersection ? A. (Remarks of Prosecutor to the Judge and It is. Jurymen.) Q. Why did you choose this particular Mr. Johnson and Jurymen: It is my opin place to stop? A. I have already stated that ion that Driver Clarence Wilson is unques wc stopped to have lunch and I like the tionably responsible for this accident You food in this cafe. will also agree that. Mr. Wilson, being an Q. After the helper got out of the cab experienced driver, should have known bet where did he go? A. He went, around the ter than to choose the location' he did to front of the truck to the left hand side' park, in view of the traffic situation at this to a position where he could see the rear of intersection. This is revealed by his de the truck as well as myself. cision to move the truck to a safe parking Q. What kind of signal did. the helper place after'the occurrence of the accident. give you? A. He gave me a signal not to After listening to the. evidence in this move. case and to the facts brought out, I am Q. Why did you back up at this time ? A. (Objection by Defending Attorney) (Sus tained by Judge.) Q. What did you do after the accident occurred? A. I pulled away from this corner and parked on Cicero Avenue. Q. Why did you pull away? A. At this particular time and in. the excitement I pulled away in order to avoid another acci dent. sure you will, in all fairness to our other drivers, and in the interest of furthering our fine accident record, find this driver, Clarence Wilson, responsible. (The following are the questions asked by the Attorney for the Defense and answered by the Defendant.) Q. Will you please state your full name and address? A. Clarence Wilson, Chicago, Illinois. (Prosecutor then questioned the witness.) Q. What is your age? A. 38. (A second witness was called.) Q. Will you please state your full name and address. A, Arthur Martin, Chicago, Illinois. Q. What is your age? A. 22. Q. What is your length of service with Marshall Field & Company? A. Five years. Q. What is your occupation? A. Helper on furniture truck. Q. Were you working with driver Wilson at the time the accident occurred on De cember 1? A. I was. Q. Are you married or single? A. Mar ried. Q. What is your length of Service with Marshall Field & Company, as a Driver? A. 4Yt years. Q. Were you involved in the accident in question on December 1 ? A. I was.. Q. Please give us a description of the type truck you were driving? A. A 2-ton furniture truck. I was going Southeast on Milwaukee Avenue and as it was lunch time I was looking for a place to. park and have lunch. I came to the intersection Q. Tell the court in your own words of Irving Park Boulevard and I saw a park what you know of this accident. A. I got ing place on . the north side of the Boule out of the cab of the truck and went around vard, west of Milwaukee Avenue. I made a the front of it to get myself in a position sweeping right hand turn to get into this where I could see Driver Wilson and see space. When I got there I noticed my truck the rear of the truck. As I was going was on an angle, so in order to get parallel around I noticed a street car passing. with the curb I informed my helper to get ;. . ; \ .........,- _.", ; V '* ; \ v-' r *: , /. ' v' .: " ' >.. ' -j> ". ... ; " - "V .- M Commercial Vehicle Section 53 out and back me up.- He went across in (Questions of .Defending Attorney to the front of the truck/and1 when he. was-in -Defendant's witness and his answers.) a position to' see.'the rear of the truck and the. he gave me the signal not to move. He came over and said" that apparently a car had run into the'rear of my truck. We both went back-and I talked to the driver of 'the other car and examined his car to find out the ext&it of the damage done. Q. Tell the court in' your own words what.you know of this accident. A. . I got .out of the cab of the truck-and went around the front of it to' get myself .in a position where I- could see Driver Wilson and see the rear of the truck as . well. As I was going around I noticed- a street car passing. * 0* Why did you stop at Irving; Park When L got myself into position I saw- Boulevard ? A. Because the red., light was there was something the matter at the rear against me. ' ... : of the truck, and. told the driver'Tnpt to Q.. As I understand it- you were going move. I then went over to the trade and ,S. E. on Milwaukee Avenue ? A. Yes sir.- told the driver that there was some trouble in the rear and we both went back to in Q. And you were going to turn off Mil-. vestigate. waukee Avenue to go West on Irving Park Boulevard. ` Is. that right?. A.-1 was. * e- . Q. What was the extent of the damage done* to this rar? A. The right front fender Q. When you got the lights to. go did was dented and the right.front door handle you give any kind of a warning signal that broken. 'o you were going to turn- west? A. My , helper extended his right, hand as a signal Q. Did this man give any reason at all and Lfumedon my right hand signal lights .why he had run into/ypur truck? A. No indicating a right turn. sir. ..." -v Q. After you made the turn' ontq Irving Park Boulevard how far^ wasr. the truck from the corner where you stopped and iii Q, You stated that it was snowiti Yes sir. . J"' Q. What was the condition of the wind . -r what position was your car ? A. It was on' shield..on this-man's car? A. It was com , an angle with the right front wheel, against pletely, covered with snows with the . excep the curb'"and the rjght rear -wheeT about tion of the place'cleaned by the windshield 4J4 feet from the curb' and about .15 "or wiper on the left hand side. The right side 20 feet west of crosswalk. . < was totally covered. ' Q. After noticing^ you were not parked Q. In your opinion why did this man run parallel with the curb what did you do? intq your truck?-A. Because he could not A. I told-thb helper to. get out of cab and see from the right side of his windshield go around the. left side of truck to a posi and because , he tried, to pass , between our tion where he: could see both' the.-rear of. truck and the street car. the truck and myself. Q. Did you overhear, any. conversation Q. After the helper, got out of the cab' and went around the left side of. your truck could you seehim? A.-Yes sir. . between the man- driving this car and the lady.passenger? A'.-Yes; She;said, "Why did you do it?" and he replied, "What else could Q.'What did the helper do when he "got I-do". 'o - (Defending Attorney f remarkfftiglhe Jury.) to his station? A. He motioned for ihe not to. move my truck. Gentlemen of the Jury: I believe that we have proved our case and that Driver Wil JS Q. Then what,.happened? A. The helper , son did' everything possible to avoid this came back to the truck and informed me accident. From the testimony presented I. that it looked. like someone had run into the rear of my. truck'by. trying- to pass between the rear bf my truck and a street car .; feel that this-/accident would not have oc curred if the windshield wiper on the other car had been, in working condition so that which was passing. - " . the windshield on the right side would have _ Q. When you found this car in this posi been' clean. As was proved, the wiper on tion what did you do? A. I went to. the the left side of the windshield, was working car with my helper, got the" gentleman's, and the one on. the; right side was not. name' and address and examined the damage Therefore, he could not see through that to his car. part of. the windshield and it was the 54 Silver Jubilee Safety Congress right side of his car which struck the rear of the truck of Driver Wilson. Driver Wilson's car was standing per fectly still and there is every indication that if this other man had not tried to pass be tween our truck and the street car the ac cident would not have happened..I therefore request that you find Driver* Wilson not responsible for this accident (Verdict--Read by one. of the Jurymen.) We feel that the defendant, Driver Wil son, is not responsible for this accident for the reason that even though his car was parked at an angle, if the driver of the other car had clear vision through the right side of his windshield he would have been able to avoid running into the rear of our truck. (Mr. Johnson's final remarks to the Court.) . Inasmuch as the jury has not unanimously agreed that the defendant was not respon sible for this accident I should like'to point out that the one fact, that of the position in which the truck was parked, and the nearness to such a busy corner, should be carefully considered in determining the re sponsibility for this accident. I believe it would have been avoided if the driver had chosen a place farther away from the corner to park. The truck was not properly parked at the curb which is still further evidence that our driver is responsible. Therefore, I am of the opinion that it is necessary to judge this a chargeable accident, both to our record and to the record, of the driver, Clarence Wilson. WEDNESDAY MORNING SESSION October 12, 1938 - O Vehicle Personnel Problems Presiding, H. J. Jones, Director, Safety & Personnel, Automobile Shippers, Inc., Detroit. Control of Drivers Away from Home Terminals , By M. B. SPEIR, JR, Director of Safety & Personnel, Horton Motor Lines, Inc., Charlotte, N. C. At a terminal, drivers arc'subject to the direction of the supervisory personnel, but having left the terminal personal contact ceases and the drivers demonstrate their individual characteristics and ability, as well as the attitude of management not only toward their employees but toward the pub lic. This means also that there must be an interest in the leisure activities of the.men, for their use of it determines whether they return to work rested, fit and able to per form their duties safely. In their leisure activities the men can also reflect the na ture of the management, and indiscretions by management are interpreted as sanction for indiscretions by the men. The safeguarding and supervision of drivers has as its purpose the conservation of life and property, the eflicient and eco nomical movement of freight and passengers and the building of public goodwill to per mit the continuation and growth pf motor transportation through the adoption of such reasonable regulations and practices as will foster favorable public relations, and thus prevent such prejudicial legisla tion as will ultimately result in its strangu lation. This must inevitably result' from the public, inflamed at the tremendous ac cident toll'on our highways, unless motor carriers realize that such a program must become an integral part of their operating policy. The time is not "far distant when motor carriers will realize that a program which conserves life and property must be an integral part of their operating policy and one which is necessary for their very existence. There are certain basic fundamentals in an effective accident prevention program. Definite policies must be maintained and modified only to bring about an improved cor est for of atti pre lie. 1 six cus pre ize I acc wil a. wb des mat ven loai do por spe hid eye thai mat say roa thei mo' oth< of 1 for \ the of 1 acts law to 1 no apP' It inat of dlin quit or : to t cciv will rigli tells cvei fier. . Commercial Vehicle Section 55 condition. These fundamentals are<r inter- mindedriess- -for accurate facts. and wh est and responsibility of management,-uni- they reveal. attitude toward safety regulations and ap- take ft? ]n ft w,`h-^e facts and the predation of our responsibility to the pub- trtotment given as was given to others jj under similar circumstances. Further, is an - honest attempt made to determine the com- There is nothing especially new in these . plete facts pertaining to'every accident? Or six points. They have been thoroughly dis- do we feel that we should thoroughly in-, cussed on numerous occasions and are. here vestigate those of. the' less desirable drivers presented in order that we may again real and pass lightly over those whom we con ize their importance. sider as satisfactory in* other ways than Does management have an interest in an ^3rriiving? That policy is disastrous because accident prevention program? The answers will be unanimously'in the affirmative, but - it soon lowers morale. On the driver rests the final, respoansibility a little consideration ' will determine for the proper. handling of mofor trans- whether this is but 'the expression of a .portation. We know, of course, that some desire, or a sincere statement. ...If certain one must move the vehicles but frequently management is interested, in accident pre the - planning of management has tbeen dir vention, why do we sometimes see vehicles rected largely to questions of .finance, equip loaded beyond their :-safe capacity? Why ment, maintenance, traffic, dtc., thus, leav do we sometimes see passengers trans ing the men to face their problems alone. ported over the ' highways at . excessive There is. no pride of ownership of the speeds and frequently in" overcrowded .ve-. equipment which, they handle. They must, hides? Dp the drawn faces-and-bloodshot take, it in the condition in which it is given eyes of over-worked drivers tell a story to them. Driving equipment which lias not that such management can deny? -Does that had the needed repairs or that has been management have much interest when they patched to make another trip' gives them )say "we want.no unsafe vehicles-on. the much concern' when they- are expected and road"; and then permit dispatchers to send required, to operate it safely. ! them out because, "the- .freight -has to be moved"? A sincere- facing of these and*other questions will sec the quick response of ."yes" change to "we have much, roomfor.- improvement aiid will. begin today." Upon leaving the terminal drivers im mediately encounter a stream of traffic and tlieir vehicle must he. maneuvered with the greatest degree of judgment. This traffic carries a prejudiced and inconsiderate pub Various principles .of law . clearly- define lic. which often operates in and around the responsibility of management. The acts' heavy cquipment.-in a manner which shows of the employees must be considered'as the.... their -utter, indifference to the rules of safe acts of management. These principles of .driving-and of the rights-of others, fre iavy, however hard they may seem, go right quently endangering . life. . The driver's to the heart of driver control.- They.leave problem is to protect the public! The driver no avenue of escape to those who hire by, mu'st face the problem of satisfactorily ^ appearances and trust.to luck thereafter. coping with the. various -conditions which In charting its course the company has inaugurated certain policies for the good' of the organization. The manner of han- . dling various matters as they arise will affect vjsibility, surface traction and per formance. Coupled with the problems of his- work-is' also the .personal problem of providing the necessities of life for his quickly disclose to the men any unfairness or partiality. They, fn turn, will be. quick family and the managing of his affairs to bring about .'some . measure of financial to return the spirit and treatment they re-, ccivc. It is not expected that management security on a. rather limited income. Man agement should realize the. responsibilities will assume tlic rosy attitude -that "all's right witli the world" and that everyone and problems which confront tlje driver and encourage his confidence^ order to assist tells the truth, neither should if be' that him in their solution. everything is wrong and everyone a falsi Motor transportation is yet in a forma fier. There is a middle ground of open- tive stage. With the Motor Carrier Act ot \ *) 56 Silver Jubilee Safety Congress 1935 out of chaos has come a semblance of By virtue, of the taxes we pay and our order. While much has been done there is share in building the roads we should be yet much more to be done. ^'Strengthening leaders in highway safety and feel that our the industry. Management has'1'1 been con position is that of safety supervisors in stantly confronted, since the "effective date their common use. Our business is con of the Motor Carrier Act, with increasing problems of traffic, rates, routes, tariffs, finance reports, hearings and many others with which we are all familiar. We should feel that we have an opportunity to co operate with the regulatory bodies to de velop those regulations which are based upon good business, progress and the con servation of life and property. We have seen the safety rules and regulations of the Interstate Commerce Commission made law. While some of them are general in their terms we should feel that this body has shown much consideration in permitting us to have the opportunity of making our own interpretations bring about better con ditions. ducted on the highways and what we have helped create we must protect. With a dear picture of our. responsibility and an agreement on the soundness of the fundamentals outlined, our first step in the Control of Drivers Away From Home Terminals is to establish them, as operating policies, understood and practiced by all. They are .the. foundation of all other work which are but detailed applications of them. The control of drivers away from home terminals can be accomplished' through selection, education, and enforcement These must be so coordinated that a maximum benefit will be derived and that the results achieved through one phase will not be nullified by lack of attention to the others. A case at point are five words from Part Selection I of these Safety Regulations, "Good physi cal and mental health." Have we attempted : The selection of the proper employee may' to interpret these five words in a coopera-.--.be likened to the laying of the foundation tive spirit, in an effort to arrive at a rea of a building. It is here that the utmost sonable standard of physical qualifications, ~ care mustwexercised and the program of or, have we just allowed our employees to selection ^`hrrapged that the most suitable make a statement that they, are physically man is chosenfor the work to be done. fit with no verification by examination? Part I of the I.C.C. Safety Regulations When conferences are held on safety regu deals with the Qualifications of Drivers lations arc we making a sincere effort to and here, for the first time, do we find a sec that reasonable and proper rules are national standard to be. used by those car formulated for our protection and the pro riers subject to its jurisdiction. Many states tection of the public or do we indifferently have adopted these and while they are gen allow the full burden to. fall on others who eral in their terms, give the employer a have not our intimate knowledge of the re great opportunity for constructive work quirements of our business? There must and a guide to use in handling his person- come from this industry a more coopera " pel. Although simple in language, they are tive attitude toward regulation and an;, fundamentally sound and can be easily . earnest endeavor to secure that which is adapted to any operation. Our responsibil reasonable and proper. ity is to' see that we derive the most bene We should realize that we use the high ways by the grace of the people of the various states. It is true, that we pay' enor mous taxes for their use, but this does fit from them. The applicant approaches a Motor Car rier with the idea of securing employment. He brings with him his previous training, not grant us immunity from the necessity environment, habits, ability and mental out for adopting those safeguards and operat look. He must be tested and trjed to ing practices and that helpful attitude determine his points of weakness and which a reasonable public can expect. The strength, so. that-we can have knowledge power of public sentiment is so strong that of his weaknesses. and correct than and were it to turn against us there is grave encourage those characteristics which will doubt that we wbiild continue our present make a desirable employee. Without knowl-. existence on the plea that we serve a need. edge there can be no understanding. We have had a large share in helping to After the application comes the investi build the fine highways of this country. gation. This can be conducted by means of pers ploy Af one pro port a sa T ploy cuss a d< cide as i posi recc ingt add sibh P pari quit thoi con the shoi rep< T is o ing froi be is it will awa busi glas ped diaj C He his gari und woi has .V wot ord and nen Plo] .A test fact or Commercial, Vehicle-Section ' 57 personally communicating with former em that he has been, placed on. the payroll under ployers or references, or' writing to. them. probation. His education then begins and A further way is to secure a report from is to-be: directed, toward^ doing his work one of the investigating agencies which will safely and Correctly, and'with a great deal provide additional information. .This re of courtesy. ' ,, port will indicate that the man would make . .'An analysis of each .individual operation' a satisfactory employee. will show its varied problems which must The question of. finger-printing of em be recognized by management and its pro ployees is becoming a more and more "dis gram so arranged that it .is comprehensive cussed and. important subject. .This can be and covers an entire operation. a decided protection.to the man and..a de cided protection to the employer. It serves as a meaiis of placing .the empjoyer hr a. position of knowing that this man has no record of a criminal nature"'on file in Wash ington and it also gives the employee the added protection that identification is pos sible should it be required. . . - . Each- company has its own methods but likewise there is placed upotT^ihe. motor carrier such Safety Rjdes find;Regulations which-it must sec tl^at its employees know. Ihstruttion books aite numerous and while it is fine to have knowledge we should be on the.alert.to sec that the employee uses that knowledge of the company rules and Physical condition plays a tremendous regulations and those prescribed by rcgula- part where strength and stamina are re quired. This examination should; be as " tory'bodies. - thorough as possible' and the. services, of , Does the employee check his equipment ? competent physicians, secured . to' conduct Does the employee know, how to check his the examination. The examining procedure equipmeht? It is .the responsibility of man should, be directed by the company , and a agement to see'that he knows how and does.. report submitted to the company. fit so that, safe equipment will be assured on The term "good.eye-sight in both eyes" is one of much discussion but in consider ing this we might approach' the question mom the standpoint of how. a standard can ' the highway.. Further, 'management shouldgive the right to a driver to refuse to op erate any piece of equipment-that he feels is unsafe. be set and. used in oUr own operation. It. How. is an accident handled at the scene ? is not expected that the Safety Supervisor The training given a driver on. what to do will in any way attempt to take any work at the scene of an accident, will have a di away from those men whose legitimate rect bearing, quite often, on the outcome of business it. is to examine eyes and prescribe. the case. Much talking, much argument glasses , for their correction. It-is. not ex- can produce a very great deal of trouble. pected that the examiner will make any The. use of a courtesy card, often called a diagnosis. " witness card, at the scene, of an accident Can the man operate heavy- equipment? -will very often, enable the . employer to . He has made certain representations as to secure -information that will enable more his ability and these should be verified re correct handling of the' employee at a later gardless of his statement. This can be done date. This practice should be encouraged under the supervision of an employee whose'. and the driver trained in the method of work it is to test applicants and who also approach to people in order to get them to has the knowledge of motive equipment. - . sign this card; . While it'may seem, far distant from the Can the driver-property use the fire-fightword "Control", nevertheless, personal, rec . ing equipment to get the'maximum benefit? ord files should be maintained on employees The amount of. training in .that respect and contained in those, should be all perti often decides whether there .will be small nent information as will enable the em loss or-total loss. ' ployer, to judge the employee constantly'-' Does the driver acftjhfiy know ho^r/his Education .. equipment works internally?. While an ex perienced driver has a great deal of knowl . After-the employee, has been selected, edge of equipment, further training should tested and examined and has passed satis-, be given him ao produce safety and factorily, he is then ready for employment .ciency. We should see that/they know'ail or for permanent employment in the event - about their job. - . 58 Silver Jubilee Safety Congress Enforcement discipline a man letups ask ourselves just fon Enforcement is necessary in order that all the personnel of a company may move forward in an orderly and efficient manner. Tt should apply to all employees alike and alt made to abide by those rules which are reasonable and proper. Enforcement can be.accomplished through checking stations; mechanical devices;- road checking; disci pline, and inspirational activity, and it is our work to see that these factors ;are nicely balanced. what we have in mind. Do we wish to train him in a particular operation; or to drill . him in the handling of: the.equipment or a . certain, condition-; or .have his Stations been such as to justify punishment by a lay-off,, fine; demotion, or. relieving him from serv ice? The subject of discipline is quite broad and it should-be handled so that.we have trained the man, schooled him in those points that we want and resort only to punishment as a last resort. .AffeT'hll, are we not admitting failure when we are begi fact to s I The subject of checking stations is much . . forced to; relieve a man-from sd^vied? of ji sti " i1- discussed, some feeling that they are highly important and others ignoring them -com pletely. Care should be exercised in select ing the checking.stations and simply to ride by during; the day, looking the place over and make arrangements with the manager of the place is no positive indication that at 3 o'clock in the morning the conditions An accident hearing will develop many interesting; facts. These should be con ducted whenever possible and testimony .. taken as if the transaction were in a court. The driver can be taught a lesson actually in the.hearing which.he can take with him on the road for future: use:- brin It i dire and hert to c tion ultir will be equally as quiet. Are we rewarding our men for' their 'tion How much time is being lost on the road? How often does management ask that question? The use of a recorder will give a very dear indication as to when thevehicle is in motion or idle. It can be used constantly as part. of the regular equipment of the vehicle or it can. be spotted as a check on drivers. Obviously, if it is to be spotted to check on the driver he should not know that it is on the ve hicle. splendid work? There are many types of pins, such as the National. Safety Council No-Accident Driver Award, many operators secure their own, and many insurance com panies give them out as a reward. They are highly prized by the. men and serve as a mark of distinction. This is, of course, only one type of inspirational activity. There can be meetings,4 banquets, prizes, contests, and other work designed to in duce the men and inspire them toward higher standards. . It it -is neec sons havt - impi you: . offei dust chat devt Another way of determining what goes on on the highways is to receive reports from insurance company checkers whose business it is to observe the operation of the equipment on the highway and report conditions as they find them. These reports are submitted with the view of ha'vingaction taken to prevent the recurrence .of un safe driving practices. The employer may also decide to establish- its own road con trol. That is a question for management If can be made to pay a dividend and Hav The dash slogan card in the vehicle can be a constant reminder for safe operation . at all times' when the man is behind the wheel and that he is to protect lives and property. It.- is hot expected that the points pre sented here will be all that can be done in driver control. You will -have noticed that no mention has been made of any type-of training school which can be used to equip the men with the proper knowledge of safe T1 . over days oper able carr tend and Yt by g mor ing more intimate knowledge - of the driv operation. These points have, however, -W ers, their habits and actions can probably, been presented as the cross-section of ways rule secure' more information about what is and means of safeguarding and supervising trips going on on the roads than from reports of drivers. We have spent^nuph time on' con are ; one not on the payroll, of the motor carrier. trol through selectiofi^esdpcation and en able Discipline forcement. However^we will .find, that underlying these is the attitude Of the man The question'of discipline is one which, behind the wheel and his will to prevent if n< A . Intel presents many problems. Let us bear in accidents. Physical, examinations and tests tion mind, however, that discipline means to .give the condition at periodic intervals, : its f: train, to drill, and to' punish. If we wish to education increases his knowledge, and en- Carr Commercial Vehicle Section' 59 forcement sees that he does it.- From the beginning of. his employment, his mental faculties are in. the hands of his employer to shape as he will either by" sowing seeds of distrust and indifference or in the planting o.f seeds of interest,'enthusiasm, courage and loyalty which will develop .a* Will to Drive Safely. Is This Safety? , ' By C. G! MORGAN i Hayes Freight Lines, Inc., 'Matfoon, Illinois I am'going fo talk about the ICC hours rights to service many points in their terriof. safety' regulations. My reasons for tory a majority of which are not on regubringing;up the subject at this session are: lar- routes Sr schedules, but are served when It is certainly a timely subject; itxis of the demand arises. direct interest to a large number present; and it is of indirect interest to everyone- here present, as before going further I want. to discuss briefly motor truck transportation. It instill comparatively new ^nUts ultimate scope and -importance to th^tfetional economic .life -is as yet* undetermined. -While most of those in the "for hire^end 0 tbe industry believe it is reasonable to regulate this .transportation medium in the pUbi;c interest, they still believe such reguj^n must be reasonable and not destroy the fundamental flexibility-of truck trans* p0rtatidn. ' It has grown with rapidity.because, =first, The ICC is conducting hearings on pro- it - is a flexible service which can meet the posed regulations for the. safe transporta- needs of those who have, property or per- don of explosives and other' dangerous sons to 'transport. As private carriers you articleS. One of the first proposals makes have improved your organizations through binding on all carriers subject thereto all of improved, delivery services. As shippers ihe safety'regulations of the Bureau' of. Voo"have .taken advantage of the facilities.. Motor Carriers, TCC. This means safe offered by that portion of the trucking in- driving rules, jsequipinent requirements, dustry commonly called "for hire." Mer- lights, etc.,crepb@iig\ of accidents and it chandising has been revolutionized by- the means hours of settee when they are ef- development of truck transportation, fective. And one of the types of carriers The. majority of the motor trucks move to which the rules will be applicable is pri-; . .over a .limited territory and on eight hour yat5* garners, days. However, it is-the-minority of. this ^bfrefore, the hours of service, rules operation which makes it flexible and valu- undoubtedly . apply to private carriers of able to industry and conimerce! As private- flammables, poisons, explosives^ compressed carriers, you frequently" need services ex-/ gases, acids and corrosive liquids,' many tending beyond eight; hours, to., 10 and 12, chemicals, paints, varnishes, in Tact some and often more. ^ .--fouror.five hundred.ordinaryc6mmoditi.es. You also probably adjust such situations So'Tar regulations have been imposed by giving drivers called, to.make long trips only on common .and contract carriers, but . more time1 off between times. private "carriers may .be brought in. When you get away from city service no You know the many runs of motor trucks rule can be followed in regard to hours andQnoy-scheduled to .11 and 12 hours, to allow trips, .if elasticity and flexibility of- service a safe margin of time, but which can be are, to be maintained. The trucks are valu- made in 10 hours if necessary. But you able because they earn;move when/ as and. also know, or I hope you do, that such a if needed, fo any point. - speeding up can have but one result-- A majority of the operation subject to increasing not only the frequency but also . Interstate "Commerce Commission jurisdic- the severity of accidents.: >' tion is irregular in its type of operation and You ali admonish drivers to take their : its. frequency of service over-regular routes, time. What will- happen when these drivers Carriers having, regular routes, also have have to run on the. clock;-produce miles on 60 Silver Jubilee Safety Congress a fast schedule? A speed-up can be but intercity operations have regular check-in disastrous to. safety. ' stations maintained in the interest of safety. In some instances it is possible to' split runs, but other objections from a safety standpoint crop up. Which drivers are best, those who get home at night, or those Th~StpE.s for check-ins would seldom exceed~2Q minutes. Are carriers going to continue' such stops when they count as driving time? who stay away from home every other, Do not forget that the present rule would night? I believe that a driver away from permit a man to spend almost unlimited home over night is very apt to be feeling time loading and handling freight before low when he goes on the job the next day. being assigned, to driving, just so long as Speaking of the 20 minute stops which . he did not drive more than 10 hours con cannot be deducted from driving time, many secutively without the statutory rest period. WEDNESDAY LUNCHEON SESSION October 12, 1938 Business Meeting Presiding, R. C. Haven, General Chairman. l. 1 Truck Safety--at Home and Abroad - l By H. H. KELLY Chief, Section of Safety, Bureau of Motor Carriers, Interstate Commerce Commission,-Washington, D. C. (Editorial Note: Since Mr. Kelley spoke one-ton. capacity registered in. 1937 than in extemporaneously and no manuscript of his 1934 (total number of such trucks, about remarks is available,.. the following is .a 13,000),- but the country now apparently summary of the talk he delivered.) . realizes, the necessity for . increased motor Mr. Kelley said that he had come to Chi transport facilities for-use in time of. emer cago from'Indianapolis by highway, riding gency. . ' t*. through the night .with die driver of . a In Great Britain, some of the heaviest 'A large traetdr-semi-trailer combination. This road vehicles in the world are in operation. would not have been possible in-Switzer Legally permissible on the highways is a land, he -explained, since in that country -steam or diesel truck (called "heavy loco all truck traffic is prohibited .from about - motive"). drawing a full trailer, with a gross 10 p.m. to 5 a.m. weight up to 140,000 pounds, but limited in This drastic rule was adopted a couple speed to 5 miles,.per hour. Most trucks -1 of years ago, not for reasons of safety, but in Great Britain are limited to 20 miles per because of complaints of Swiss citizens, of hour top speed, but efforts are being made i the noise made by trucks at night. Switzer to increase this, limit in view of improved i land has only about 90,000 motor ydhicles, vehicles and highways. Hours of driving of but over 1,000,000 bicycles, and about 40 truck drivers are restricted to 11 in 24,. but ' per cent of those killed in highway traffic without any limit to on-duty time and with accidents, last year were cyclists. A bus out any weekly limit. driver in Switzerland must have held a . Large* fleets .of both busses and trucks heavy-truck driver's license for at least have strict driver control methods'; the ap one year before he can be qualified to prentice system in England, with boys drive a bus. spending, considerable time in minor jobs The Government polity has, apparently, in a company's employ before attaining the not been favorable toward expansion of age and experience requisite for drivers, and road transport, as evidenced by the fact ' the. tradition of sons following fathers in that-there were only 21 more trucks over their chosen vocations, appear to contribute to t Briti In cent creai a 3* each need larg< Ai drivi actei fbre 1939, light will weel trim! In mate creas and the proci True eratc quasi enfoi -Bit blnat truck .. weig perm ers t two . strefe : this i Sa Pres\ Ce of mi nite stud} Commercial Vehicle Section 61 to the responsibility and dependability of the United States, including public dem British drivers. , a onstrations arid -.parades, leaflets' and il-' In France, truck registrations, were 2 per cent less in 1937 than in 1934 and this de crease is blamed largely upon high taxes, a 36-ton truck paying about $400. in taxes lustrated booklets, and the. like. As an evi dence of German thoroughness, every po liceman carries a 547-page book of traffic laws and regulations. each year. Here again, however, military An accurate comparison between the needs will require the building up of United States and European countries in larger motorlrahsport fleets. ' regard to highway accidents is hardly pos Among' other qualifications, every bus . sible, but the best figures Mr.- Kelley was driver must have a certificate of good char able to obtain, indicate that the American, acter from the mayor of his commune be record, expressed in terms of fatalities per fore he can'drive a bus.'"After January 1, 1,000- motor vehicles registered, is consider 1939, all head lamps, must project a yellow, ably, better than that of any of the countries light,' the French evidently'feeling that this he visited. It was his impression, that much will promote safety. A universal. 40-hour more effort is being put forth here to reduce week law enacted.in 1937 applies to motor highway accidents than in Europe. transpprt, as to other industries. ( While, we. cannot learn a great deal per `In Germany, there Is every evidence of haps from European highway safety prac material progress. Truck ^registrations in tices, this does not affect the 'serious char creased 20 per cent in the year 1937 alone, acter of the job confronting us 'at home. and improvement of highways--particularly Mr.- Kelley cited the National Safety Coun the "autobahnen," or - superhighways--. is . cil Fleet Contest records which show truck proceeding rapidly. There is. a Rational accident frequencies as 2.55 per 100,000. Truck Operators Association which alP'op- miles, bus 2.4, and passenger car' fleets 1180; erators are required to'join and which has and said that the steady improvement of quasi-governmental functions, including' the these frequencies should be the .objective enforcement of rates. of all fleet operators. .. > ' ' *' )-Big vehicles, are in .use in Germany--com- He said that in one middle western dlnations. 72 fdet long, composed of a 3-axle State he. had found recently more.truck truck and two 2-axle' trailers with across drivers had been killed in accidents so far weight up to 96,000 pounds being, legally this year than during the corresponding permissible. Hours pf service of. truck .driv period of 1937, despite a 26 per cent'de-' ers are limited: to 72 per! week or 132 in . crease in general highway accidents, De two weeks;.only 10.hours of driving at a ' claring this to be ..an alarming situation, he stretch is permitted for one driver, Although emphasized the need pf having these figures this is increased to 19 hours for two drivers.: analyzed to determine, what was responsible Safety propaganda .iS^much like that in for this increase srnd now to-correct it. : WEDNESDAY AFTERNOON SESSION October 12, 1938 Presiding, General Chairman R, C. Haven,- ' \ What About Tires? . By B. J. LEMON - U. S. Rubber Product8,Inc.,New York . ' Certain estimates concerning the number of motor vehicle accidents have1 become definite facts by the persistent-collection and study of`information; For example, the 1938 edition of "Accident Facts" says that in 1937 -there were 35,400 passenger cars,' 8,000' trucks and 470 : buses involved in fatal accidents. It also , gives reasonably 62 Silver Jubilee Safety Congress exact information about the types of acci dents, fatal, and non-fatal, fn which these vehicles were involved; but when,one looks for similarly helpful information on tires, there is a surprising dearth of detail. Tires, as such,' are not indexed in "Acci- . dent Facts." Punctures, and blow-outs are listed and against them, are charged an aver- age of two per cent of the vehicles involved in fatal accidents. These average figures for . fatal accidents resulting from tires come from 30 states--with the highest state percentage of 16 and the lowest of less than one-half. An average of 1 per cent of vehicles involved in non-fatal accidents at tributed to tires is shown for 19 states, with the highest state percentage of four, and the lowest zero. It is hard to believe that the percentage wise variation of vehicles involved in fatal accidents in one state will be so much higher than in another state as the result of punctures, and blow-outs, unless, as "Ac cident-Facts" concedes, there is extreme under-reporting or faulty classification methods. Skidding in "Accident Facts" is covered by a paragraph of eight' lines .in a space of 16 pages of Motor Vehicle Statistics. Twenty-four states show that four per cent of vehicles in fatal accidents were skid ding; 17 states report that three per. cent of the vehicles skidded in non-fatal acci-' dents. . - ". . . We grant that collecting general in formation about accidents is difficult under favorable circumstances. Speed, exactness and skilled investigation are needed in ac-. cidcnt reports on tires, brakes and other similarly vital motor vehicle equipment. -Yet in an industry that yearly spends mil lions for tire development.and tests, that, for safety!s sake, advocates but caiinot en force the maintenance of standards of tire size, load and inflation, is it asking too much of safety enforcement groups that field investigations and summaries' of tire accidents contain more accurate technical details? The tire industry will willingly cooperate to help work out a more accept able method of tire accident analysis. Separate Tire Reports Needed for Pas senger Cars mid Commercial Vehicles When vehicle owners, fleet superintend ents, or automotive engineers informally dis-; cuss tire accidents, it has been >my observa tion that about 80 per cent of the accidents cited are on passenger, cars. This may be' . because there are approximately five times as many passenger cars. running in. this country as trucks','buses and trailers com bined, and because about four times as many passenger cars as trucks and buses are reported as involved in fatal accidents. To simplify.our problem.further we should have a statistical segregation of passenger cars, and half-ton trucks from heavier trucks, trailers and buses, respecting-acci dents resulting from tire punctures, blow-. outs and skids. Punctures That the failure of tires through punc tures has materially decreased : during the past decade is, .I believe, general experience. I know of no comparable year to year tire puncture statistics. Balloon or low pressure tires, more and better hard surface roads* and fewer nails and other puncturing ob jects oh highways appear to be the Masons for reduction of this tire hazard. However, this infrequency of punctures and in fact, of tire trouble in general, has made vehicle owners and operators-more careless about stopping to inspect tires, even after car handling; indicatesthat tire pressure may be below nonnal. Blow-outs ., In spite of the many meritorious improve- ments made in tire design and construction there is no such thing as a blow-out proof tire. By blow-outs, I mean quick failures that cause the tire to go flat so suddenly that the driver's reaction time- for handling the situation is closely limited. -An extreme example would be a. car traveling 70 miles an hour, where an approximately two inch hole in the casing will result in a com pletely deflated tire in about one second or 100 feet. I have never seen such a blow out on the highway, except in tests. Very oM tires, weakened by long wear or abuses, or even new tires impaired by accident can, of course, fail with .abruptness, but even this is unusual. In 1932 I assisted in a series of 18 blow out tests to compare driving control of 7.50-15 four ply tires, with 6.00-17 four ply. tires mounted on drop, center rims, standard for each tire. Holes were blown in the tire.and tube sidewalls. The speed . of tl was The secor - that , whee ing \ than after contr large noted the 1 whee genei ficult obser deflat m.p.h centr the r parat and t In high leak dents al<?ng tory : thoug of hi undei and t . practi F01 - who ' his c mann ' If su a cri; is to strenj clutcl dangc conne f -if no the" c confn the b to ht ; , shorti avera centr; of th and 1 until  Commercial Vehicle Section 63 of the car, vjttfiich weighed 3,800 pounds, . Advice on- Emergency Driving was 70 m.p.h. wheh. the blow-out occurred. The tires wqnt Oat in approximately`one second. The experience of the driver was that, the larger-tire when blown on a front wheel, produced a harder .pull on the steer ing wheel toward the side of the blow-out than when .the smaller tire let go. However, after the steering had- been righted, ccar control down to- a stop was easier-'with the larger tire. No appreciable, difference was noted in car handling when blow-outs of ,We need to teach a few simple rules' for emergency handling of motor vehicles. A committee of say five expert, experienced automobile drivers and five more: for com mercial'vehicles could formulate in'simple, language how to' handle a vehicle most safely , for the most, common emergencies. A knowledge of-thesp rules could be re quired officially of allmew and old drivers., when licenses are granted. the two sizes of ..tires. occurred on rear The safety.of highway transport depends, wheels. Contrary to, opinion, control in' not alone on -how safe are the highways, general of a rear blow-out was more dif- . the " vehicles and the tires, but also upon ficult than one. on thefront. It was also the driyers; Motor vehicles art much less observed that even the more flexible 7.50 responsible for accidents than the individ deflated casing, above the speed of -35 uals who use-them.. The human problem m.p.h., did not flop sidewise, but, due. to in-accidents,, is now, and-always, -will be centrifugal force, folded rather evenly on paramount In my opinion, familiarization the rim at road contact, and offered.a com of. drivers. with emergency handling of paratively smooth cushion between the rim motor vehicles is one of the best insur and the highway. ances against accidents to which tires -par ticularly, inay be contributory, because'feel Driving. Technique 1 of the vehicle is through the tire. In my opinion, it is not the sudden high, speed blow-outs, nor even the slow . Skidding leak failures reported as tire origin acci The same stopping technique applies to dents, that directly cause accidents.' Both, handling a side or forward skidding can In dpng with,,other factors, may be''contribu general the brakes.- should not be ..used, or tory causes. More important is the lack of only lightly applied. Skidding occurs nor thoughtfulness. on the part of the driver, mally, when the road surface is slippery. of his. ability to size up the situation, to On hard hurfaced road, wet or dty, a roll understand soon enough what is happening ing tire offers greater continuous resistance and then to handle the car with the greatest to skid..than,,a locked jire that .'slides along practical intelligence in stopping.' on the one tread section. Often the dif For example, any passenger car driver ference in tractive ability between.a rolling - who does not investigate at once the reason and a - locked, tire is `.enough to meet the his car' handles or sways ..in an unusual - frictional requirements1 of averting trouble. manner is not driving sensibly or safely. Serious also, is the loss of steering control If such.danger warnings go unheeded and of locked front wheels. We can hope to a crisis develops, the usual driver reaction avoid such , sliding, of tires only by a large is to- apply the brake with -all his leg ' amount of practice and experience in brake strength, and sometimes- to disengage the ' application. clutch, reactions that are both wrong and ; Different road'..surfaces have, different dangerous. The clutch should not be dis skidding characteristics.- Since the car.: connected, nor should the brakes be applied : makes road contact only through the tires,1 -if no3 obstacle immediately impends until - skidding generally has been' blamed on the the' car loses-speed and is under steering tires.. When two different, surfaces-are in control. Racing drivers can and do apply contact the frictional, force which prevents the brake lightly, intermittently on and off, slipping depends on: the characteristics to help reduce momentum' when a fore'r of; both surfaces. More' recently, needed shortoied stop is' required.. But for the study, has been directed to the part that average driver, the best practice is to con road surfaces play in motor vehicle skids. centrate on steering to control the direction, ' --A marked decrease! occurs in the coeffi of the path of the car, leave the clutch in cient of friction between tires atid wet hard- and let the motor take care'of deceleration - surfaced roads as speed increases, To a until speed is reduced; lesser extent this occurs' on dry surfaced K*r'. 1^5^55?* 64 Silver Jubilee Safety Congress roads. Friction is very iow between rubber makes it a practice and-believes it econom-. and ice. On slippery roads, tires with flex ical- to. take, off smooth tread tires in'the ible tread surfaces are less likely to start ' fall and hold them for the next summer's a side skid than tires, with more rugged operation. Smooth hires' on this operation types of tread. The Holding^ properties of give them no skidding problem in summer. - chains against skidding, .appear to have From the economy standpoint, upwards of similar characteristics; equipment with rea 30 per cent of the total tread'rubber depth sonably close, cross chains is better. Heavy remains and is usable after the non-skid vehicles with chains may break. through pattern is just worn smooth . .and before smooth ice by sheer weight - concentration, the breaker or cushion rubber is exposed. |-j Chains are not a cure-all and side skids If no regrooving is done, the rate of tread arc sometimes worse with chains than with wear of this 30 per cent .portion is lower out. than for the nqn-ikid portion, due to the The frequency of forward and side slip of tires on heavier commercial vehicles Is nowhere near as great as for lighter type vehicles. Three axle - vehicles" rarely side skid. Dual tires, more experienced" drivers greater area of rubber on the road, so-that better than 30 per eent of '.the .tread mileage remains after the non-skid is just worn smooth. This mileage is a very important item of .tire economy. and slower speeds are skid - preventives with heavy vehicles. I have' noted that loaded trucks travel quite securely over icy.'hills and that are treacherous for pas senger cars. . From the .blow-out standpoint,' if -the heavy duty carcass appears otherwise sound, I believe a smooth tread tire is reasonably safe from blow-outs down to the breaker when used on heavy duty commercial 've Driving technique lias a great deal to do hicles under conditions of load and inflation with whether or not a car skids. A precise agreed upon by the tire industry; i.e,, Tire f\ driver regulates his acceleration, speed and and Rim Association Standards. In ex braking to the conditions of the highway pressing this belief, I recognize that while and tires. the; non-skid has been wearing away, the Skidding accidents are multiplied by temporary highway, obstructions such as vehicles parked on, or partially -on high ways, for repairs, in locations where, lack of visibility- prevents gradual instead of sudr den application of brakes. A more 'rigid enforcement of laws forbidding .the stop ping or parking' of vehicles on highways is a partial solution to. skidding of this sort. flexing, tension and compression stresses in the tire body have somewhat; reduced carcass strength. On - the" other hand, the thicker tread of a new tire dissipates flex ing heat more slowly than when the tread is worn down. Extreme age is . another deteriorating factor. A tire that has been in service say-five years is weaker -than one in the same service for two years. S< Smooth Tirea When-the breaker or carcass 'fabric at Many fleet operators insist that smooth tread tires on commercial vehicles rarely skid and are tlierefore not accident haz ards, and that forced regrooving and other wise restricting the .use of such- tires from the skidding standpoint is uneconomical and not based upon facts or experience. In spite'of this, belief, tests indicate, that the tread portion of a.truck tire is .exposed by wear that tire in my opinion has served its usefulness for high speed,, long distance, extreme hot weather service. It. may be re- treaded, recapped and. otherwise repaired and still supply many safe miles of useful transportation, but under somewhat less than the most severe service conditions. smooth tires, especially-on lighter vehicles The same recommendations apply to first are not as skid resistant as tires with tread line four .and six ply passenger car tires. configurations, and more care in driving When used on older cars, making medium must be exercised with the smooth tire speed runs, a sound carcass tire worn at 'for equality -of safety operation. There the tread to-nthe breaker or fabric,.and re appears to be . no; question that from the treaded or recapped is an economical asset traction standpoint a non-skid design on in our present motor vehicle transportation truck tires is better than. smooth tires for system. :But, we must not assume that such winter driving. A fleet operator of `80 a renovated tire has the strength of a new large milk trucks in southeastern New York tire and can perform- as safely under the met Commercial Vehicle Section 65 most severe highway operating conditions Heat of high sustained speed and temperatures. : . The complete pneumatic tire assembly is Visual Signs of Weakness * hot supplied by the tire maker. He provides Several years ago; tire, makers were asked by the S.A.E. Highway Research Commit tee; to suggest- how tires might he given a quick visual inspection for signs of weak ness.-The recommendations were:, . only a casing and tube which are incapable of carrying the load,-cushioning.the.car, transmitting , engine power, and withstand ing road wear until the internal - volume of compressed air is provided by-the user.. 1. Vehicles' with smooth tread tires re quire more careful handling on slippery surfaces. 2. Tires worn at the tread or sidewall to The objective of the tire maker is to ' . provide an otherwise practical balanced casing and tube that will intcrier;ers- little, as possible with the efficiency-of the coinpressed air, Both easing and' tube must the first ply of .body fabric are unsafe at withstand extreme heat which because of. higher speeds. excessive flexing at. high speed and trans . i. Tires cut' or snagged into the body ference of heat-from brake drums located fabric become hazards unless quickly re too close, to the rims of commercial ve- paired. . .. ' .hides, often- mounts above the boiling . 4. Tires showing .bulges and' tubes that point of Water, and occasionally above the leak -rapidly indicate internal weakness and temperature at* which .rubber is vulcanized: call for prompt investigation of erases'and .Subject to such .conditions rubber suffers permanent repairs. serious loss of strength.' Under-inflation, 5. Tires repaired temporarily- by emer overload, poor air circulation, all adversely V gency blow-out patches or boots arc haz affect thermic conditions in a tire. -.Much ; ards-until permanently repaired. has been'done, in compounding'rubber to. Some Tire Factor! Related to Safety and Economy ). Proper.size tires and loads and correct inflation for the load are- major factors of tire safety and' economy, ft is sound prac tice. in truck and bus operation to' mount-new tires on front wheels, and if the'tire size permits, rotate tires from fronts to make it more; and more resistant to high heat, but in the struggle to combat extreme heat, effective measures for control are also the avoidance of overload, of under-infla tion, or overspeeding .and of provision for proper ventilation, between the tire rim and brake drum on commercial vehicles. Cotton-and Rayon outside rears then to inside rears on", si* Cotton, like rubber, loses strength in the tire units. On tractor, semi-trailer and/full tire at- high temperatures.' Persistent and trailer vehicles logical practice is to keep constantly accelerated research from the tires on the'trailer rear;'with more wom beginning of the pneumatic tire has. been tires on the rear of- tractor. From^thc carried on to determine the safest kind of * economy and safety standpoint,-dual tires fabric from which to build the tire carcass. should be.matched up for height; repaired, Every natural fiber . which promised the tires on the outside.'Spares as such should barest chance of success received .consider hot be carried too long-; keep all tires'work ation. Until now cotton was never seriously ing. Correct Wheel alignment'makes driving " challenged. "Arid then, along came the de easier and safer, from.-the driver fatigue velopment of a. man-made fiber in the form standpoint, as well .as saving tire costs. of a special rayon to replace cotton for . Tires should not.be stored near beating .our most severe tire operating'conditions. pipes %nor iri sunlit rooms. Tubes require This special ray'on, unlike . 'cotton, which most careful inspection. It is not good prac grows Weaker under heat, gets stronger,' ? tice to . mount old, stretched, lifeless tubes and at 200* F. is 50 per cent stronger than ''-, ; in new casings. .. cotton. ,, o M . * \_ *` . -The safety factors of the retreaded and /The use of rayon'in tires has not devef- ' recapped .tires depend upon: age, history oped- over night: Experiments have -been and care of selection.of"the tire^quaijty- going on . oyer a long period to devise im of workmanship and. materials and efficiency and range of mechanical vulcanizing equip ment.' ;* proved rayon cord, with better twists, and the strongest,,bonding to rubber until today after nearly a decade of .effort,, passenger - car and truck-bus tires of rayon are ready engineers shall have a greater say in the -to shoulder the heavier heat burdens now control .of our. motor transportation' sys becoming unbearable ` by cotton. The ad tem,- and that legislative and economic vent of the rayon tire demonstrates once leaders lend a more sympathetic ear to more that the rubber and textile chemist technical advice in applying this control. and the tire engineer are leaving ho path way unexplored and no technique undevel oped which may contribute to the safety' of the tire and the advancement of trans portation. . Reduction in tire accidents must be en gineered, just as the automobile and the .tire, have been engineered in the past, by basing policies upon facts,' by. utilizing knowledge to achieve results, by thinking Safety Engineering Needed through the goal before starting bn .. the way. The engineer has the key'position-in The public and our legislative officials ' protecting the public against the hazards have been, quite ready to accept the gifts of its own .man-made improvements in the of science and engineering embodied in the highway, the motor vehicle and the tire. motor vehicle, of which the tire is an im The surest solution . of the, tire safety portant part. Yet they have been slow and problem is a closer exchange of real facts, sometimes reluctant to allow engineering an understanding that amounts to an in advice concerning the use and control of formal effort among all concerned to pro that vehicle in service. The results have mote a dissemination of the best knowledge been some, absurd regulation by officials, . we have of the tire's virtues and short and flagrant abuses by the public. Safety comings as it is designed and used at the demands a more solid determination that present time. I <.: A Central Bureau for Creating and Maintaining Records of Commercial Vehicle Drivers By R. H. MAC KINNON Manager, Transport Service Bureau, Detroit, Mich. The bureau is a central office where the' physical, historical, statistical, and employ ment records of men engaged to. drive motor vehicles are created and maintained. Since October 1936 we have been engaged in registering drivers and compiling statis tics solely for the benefit of the motor carrier industry. All motor carriers throughout the United States, engaged in interstate or intrastate commerce are eligible. The companies now using the services of -the bureau represent about every type of carrier. We have reg istered approximately 5,000 drivers, which has enabled us to obtain a good cross-sec tion experience. Through- the bureau the drivers' records are permanently established as a definite factor in the conduct and expansion of the motor carrier industry: The industry has. expanded and enlarged to such an extent that no longer ;can the motor carrier oper ator safely depend upon personal contacts and assumed knowledge of his drivers. This is quite impractical, if not impossible. -In dividual driver's -records have, therefore, developed into a science. While still in its infancy, it will nevertheless, become of increasing importance as the records and statistics are compiled. .Bureau an Asset to Qualified Drivers The'bureau has won the approbation of the qualified drivers who have learned that the creation and maintenance of a good employment and physical Record is an-asset when seeking employment. It naturally fol lows that the. drivers will use .every safe guard to proteejutheir records.- Sincere and. conscientious application to duty on the part of the drivers lessens., their employment turn-over which is usually costly to Both the drivers and the companies. The records of. the drivers are obtained on the forms furnished by the bureau, through the cooperation of the drivers, the employers, and the examining physicians. These forms are designated as the "Per sonal History," "Applicant's or Employee's Statements" and the "Medical Examiner's: Report." - t; in d tain to -1 ther perr refe emp pers ploj T fori ami men Ini men que: suit ity, ntaj met to : or : par five h repi phy indi of Th< drii def whi ing and for icai and \ con file one ma: plei dis< con of" ope ( the the rep wit que Commercial Vehicle Section 67 The personal history form is completed find discrepancies and omissions. This. is-., in duplicate by:-the driver.. One copy is re-. promptly called to the attention of the tained by the employer and! the other mailed - driver and his employer.. This gives the to the bureau for registration purposes, driver an opportunity to rectify any errors thereby enabling the driver to. create' a or omissions and makes it possible for his permanent _ employment record ifor ready employer and the bureau to'maintain an - reference. Simultaneously, he is giving his accurate record. employer certain information respecting his person, obligations, responsibilities, and em ployment record;for the previous five years. ' Upon receipt of the completed ijorms' from the driver and examining physician, the name and identification of -the driver The applicant's or- employee.'.s'. statements are checked, with the :bureau files tb'see form is completed by the driver in .the ex whether there is a previous'record. If not, amining physician's, office and is supple he is assigned a case number and properly mental to the. medical examiner's report. .. registered. If previously registered, the ' In this form the driver is asked about' his forms are filed under the original case mental and .physical condition. He is re number and recorded as.a re-examination. quested to state whether he has ever con sulted or been .treated for-epilepsy, insan ity, dizziness and many other ailments which may-not be- in evidence, at the time of the , medical examination. -Further, he is., asked to state whether he has had any medical- or" surgical advice or treatment or, any de partures from good health during the past five years, .- - -. One of the most important functions of the1 bureau is the tabulation of statistics, especially in respect .to physical impair ments. All questions in the forms used by the- bur.eati. and'completed by the drivers and examiners bear a symbol which is used ; for tabulation purposes, and we hope through .these statistics [ to obtain definite, important information for the drivers and In constructing the medical examiner's carriers. ' report form we received the assistance .of -physicians engaged in general practice and i industrial work, in addition to the assistance of an eye, ear, nose and throat specialist - The purpose of this form is to tell the drivers and the employers of any ailments, defects, "deformities or impairments with which the drivers may be afflicted! includ ing visual and hearing acuity-and isolation and combination color-blind tests. This form js completed in triplicate by the med ical examiner, two copies for the employer . ` . Medical impairments' are divided into two classes: temporary and permanent For. statistical purposes we consider SO'$er cent or more, impaired vision without glasses, color-blindness, SO per cent or more im- ' paired .hearing, heart disease, deformities, ankylosis and similar chronic infirmities as . permanent impairments. Infected teeth .or pyorrhea; infected or diseased``tonsils, her nia, varicose veins, hemorrhoids, and -sim ilar ailments are considered temporary. and one for the bureau. At the end of the first year..of operation When the services of a driver are dis continued, the employer is requested to file a discontinuance of employment .form,one copy to be retained by him, one to be mailed to the bureau. This form is. com pleted on the day the driver's services are discontinued thereby enabling the bureau to complete its records for the mutual benefit . ` we found 15.4 per cent of the drivers ex amined bad some form of- permanent im, pairment, 5S per cent were' afflicted with some form of temporary impairment, and 29.fi per cent did not have evidence, of'any . impairment. Our latest tabulation shows: 15.1 per cent permanent, 53.6 per cent tem..porary, 31.3 per cent unimpaired. . -- ofc the driver and any other motor carrier You-will note there is a very slight change operator who might desire his services. in these figures at this time as compared . Subsequent Registration of Drivers with one year-ago. This, we believe, is because a; number of the carriers have Our records disclose that 17 per cent of come into the bureau during the past year the drivers have' been re-registered since . and we are getting the experience of first the original registration, most of which year examinations. In other words, neither represent the drivers: seeking, employment-, the driver nor the employer in a great with some other' motor carriers. Fre-.' many cases, were aware- of. any impair quently when. checking re-registration `we ments until they received the report of the 68 Stiver Jubilee Safety Congress examining physician.. However, when they learn of these ailments, it is our opinion that, in most instances, the drivers interested themselves in' proper, medical- care. -.When such action is not taken we usually find the ailment, has advanced to: a more serious 'stage. We confidently look forward to im provement in the physical condition of the drivers as the number- of re-registrations increase as compared to the number of new registrations. . {Specific Impairments For the purpose of ascertaining the prev alence of certain specific ailments and de fects we keep a record "of the aggregate number of impairments as compared to the number of examinations. On a per centage basis we find: Visual Acuity. 7.4% with 50% or .less vision in the right eye without glasses, in cluding .8%. blind, 8.0% with 50% or less vision in the left eye without glasses, in cluding 1.9% blind. ' Color-Blind. 5.6% were color-blind on "combination of color" test, including .9% color-blind on "isolation" test. Hearing. 1.0% with 50% or less hearing in the right, ear. 1.0% with 50% or less hearing in the left ear. Maimed or Deformed. 3.4% were maimed or deformed. - Ankylosis. 1.7% were afflicted with an kylosis of one or more joints. . Teeth and. Gums. 46.0% in need of den tal care, as follows: 17.5% pyorrhea, 11.7% infected teeth, 16.6% caries or decayed teeth. Skin. 1.4%' with some form of skin dis ease. - Blood Pressure. <4.1%' with high blood pressure (basis systolic 160 or more, dias tolic 90 or more)._ 6.2% with low blood pressure (basis systolic 100 or less, diastolic 60 or less). Heart Disease. 1.0% with dyspnea or other evidence of heart failure. Urinalysis. 1.8% with albumin or sugar. Tonsils. 8.1% with diseased tonsils. Hernia. 82% with hernia. Hemorrhoids. 8.5% with hemorrhoids. Varicose Veins. 3.5% with varicose veins or varicocele. We should bear in mind that these find ings are the ailments :and defects of per sons in middle-life who appear to.be ablebodied and in good .health. Therefore, it is reasonable to presume that these drivers represent the minimum in physical impair ments as; compared with other persons per mitted to operate privaterpassengjir,^-auto mobiles. You will note from these) findings that most of the impairments are /those which could be corrected by proper' treat ment. To what extent, if any, do one or more of, these defects create an accident hazard and affect the efficiency of a driver? In my. contact with carriers. I find they are seeking the answer to this question and so licit advice for the mutual benefit arid pro tection of - the drivers, the. public, and the industry. We hope,-eventually, with the cooperation of the carriers and the examin ing physicians, to obtain' some, definite in formation of value to the industry in re spect to the. relationship between, certain-, impairments and accidents. Motor Carrier Experience Average Milea per Accident In August of this year we received in formation .from an operator-in connection with the accident frequency experience of his company. He reports that during the four months prior to January 1, 1938, and before using the bureau's services and the drivers' medical examination, their -records show 4,379,121 miles traveled,' 101 accidents, or .43,357 average miles traveled per acci dent. During the first seven months of 1938 and since the., medical examination of the drivers, their records show 5,001,238 miles traveled, 53 accidents or 94,363 average miles .traveled per accident. ' . The difference between the average, miles traveled per accident during the last four months of 1937 as compared with the first seven months of 1938 is 51;006 miles. Safety Factors What were the factors which so vitally contributed to the -reduction in accidents per miles traveled? The operator who gave us these figures, gives credit to the medical. examinations. In my opinion there were several factors. First, the management be came more safety minded.. If this were not a fact he would not have subscribed for the. services of the bureau and arranged for driver medical examinations. Second,, the' factor of safety was,.in all probability, ap plied more rigidly to the operation and. mai thr< 0 ers of confad are sho dec: . A. | paii :V L. tior is less and thir ing acci pas ; tOi ctu< ..of ' paii tent . imp haz the . ,whi sidi abh emi C sent in t to I Bai 1 111. 2 N. Ac< 3. Sht 4-- . Commercial Vehicle Section J_> ' 69 maintenance . of the equipment. Third, able , to perform the duties of his occupa through the medical examinations the drivr tion, but, by the same token,.it is my opin ers became impressed with the importance ion that the employee, would- be a `more of' keeping, themselves *ih good physical efficient worker if die minor affliction,were . condition;- Credit for all of these safety corrected. Skin disease, hemorrhoids, var factors is due the' management and they icocele, hernia and .any number of like ail are to be commended on the favorable , ments will'distract the employee's attention showing. Physical impairments may have a .fromiiis work/ i decided effect on the attitude of a person. A. person may; or may not know such im .What the .Bureau Will Accomplish pairments exist;. In conclusion.it is my opinion a central, -When a driver,is suffering from affiic- bureau will accomplish the following re tions which sap his vitality he naturally sults: Enable drivers to correct temporary is more , apt to. be indifferent -or care physical impairments and thereby make less, disobedjent in following instructions, themselves more valuable employees,. en- and intemperate or over-indulgent in - thec ` courage improvement in. the physical con things he. does. If the affliction caus dition of the driver, establish employment ing the mental attitude was-corrected the records.- df 'drivers for .the mutual benefit accident hazard,would be removed.- In the , . of themselves and. the motor carrier oper past, considerable attention has been given.. ators, create greater coordination of thought to such impairments as .poor eyesight, in and action between drivers and employers, cluding color-blindness, heart, disease, loss -lessen-employment turn-over and thereby ..of llmbH, etc., with--little attention, if any, aid in stabilizing, employment, cause the ' paid to minor afflictions.-.It is not my in personnel of the various carriers to become, tention to minimize the importance of major,, more accident conscious aiid safety minded, impairments which sire self-evident accident' promote good-will and better understanding hazards, .but rather to impress upon you between carriers, .lend assistance in deter the importance of certain -impairments mining, the relationship between certain im- vwhich, unless given due thought and con- ' pairments arid accidents, assist in the safety . / sideration, may be the cause of a prevent- 1 program of the motor carrier industry and able accident. It/does not follow that an aid/ in -promoting safety for the protection employee, who has a minor affliction is not of the drivers, the industry and the public. Presentation of Trophies to Winners of the l937-1938 Fleet Contest Presented by JOHN B. GIBSON Publicity Director, Hawthorne Works, Western Electric Co.> and Member^ Executive Committee, National Safety Council O (Editorial . Note: Trophies \ were pre- Bakeries Division-^-Small Fleets sented to contestants shown in first .place - 1st.--National Biscuit'Company, Ch'arles- in the following list; Certificates of Merit ton, S. C. Bread Bakery. Miles, 177,000-- to others.) No Accidents--Perfect Record. - Bakeries Division--Large Fleets 2nd.--Continental. Baking'Company,. Inc., 1st.--Schulze Baking Company, Peoria, New London, Conn. Miles, 175,000--No 111. Miles,'830,000--Accidents, 1--Rate; .12. Accidents--Perfect Record.' ' 2nd.--National Biscuit Company, Buffalo, . 3rd.--Braun Baking Company, Butler, Pa. N. Y. Bread Bakery. Miles, 1,207,000-- Miles, 270,000-AccidentSi 1--Rate, .37. Accidents, 6--Rate, .50. - Beverages & Ice Cream Division' 3rd.--Continental Baking Company, Inc., . 1st--Castles Ice Cream--Company, Gar- Shreveport, La. Miles,-. 635,000--Accidents, field, N.-J. Miles, 412,000--Acidents, 5-- 4--Rate, .63. . Rate, 1.21. 70 Silver, Jubilee Safety Congress Coal & Ice Division--Large Fleets 1st.--The Union Ice Company, San Ferr nando Valley, Calif. Miles, 240,000--Acci dents, 3--Rate, 1.25. 2nd.--The Union Ice Company! San Pedro and Wilmington, Calif. Miles, 235,000 --Accidents, 3--Rate, 1.28. '2nd.--United Parcel Service, Ventura & San Bernardino, Calif. Miles, 155,000--Ac cidents, 2--Rate, 1.29. 3rd.--United Parcel Service, San Diego, Calif. Miles, 202,000--Accidents, 4--Rate, 1.98. Laundries Division--Large Fleets Coal & Ice Division-Small Fleets 1st.--The Union Ice Company, Ventura, County, Calif. Miles, 228,000--No Accidents --Perfect Record. 1st.-^Oregon Dye House, New Bedford, Mass. Miles, 372,000--Accidents, 2--Rate, .54. Laundries Division--Small Fleets 2nd.--Central California Ice . Company, 1st.--Van Doren Laundry Service,-` Inc., Bakersfield, California Division. Miles, Westfield, N. J. Miles, 128,000--Accidents; 177,000--No Accidents--Perfect Record. 2--Rate, 1.56. Honorable Mention--Central California Ice Company, Selma-Reedley and Dinuba, Calif. Divisions. Miles, 127,000--No Acci dents--Perfect Record. Dairies Division--Large Fleets Manufacturing Plants Division--Large .. Fleets 1st.--Trexler Farms, Springwood Divi sion, Allentown, Pa. Miles, 96,000--No Ac cidents--Perfect Record. , 1st.--Ebling Creamery'Company, Detroit, Mich. Miles, 1,518,000--Accidents, 20--Rate, 1.32. 2nd.--Jersey Creamery Company,, Detroit, Mich. Miles, 2,576,000--40 Accidents--Rate, 1.55. Manufacturing Plants'- Division--Small Fleets ' 1st.--American "Bemberg Corporation, North American Rayon Corporation, Elizabethton, Tenn. Miles, 87,000--No Accidents --Perfect Record. ` Dairies Division--Small Fleets Honorable . Mention--Thilmany Pulp & 1st.--Sugar Creek Creamery Company, Paper Company, Kaukatina, Wis. Miles, Indianapolis, Ind. Miles, 235,000--No Acci 68.000--No Accidents--Perfect. Record. dents--Perfect Record. Honorable Mention--Westvaco Chlorine . 2nd.--Midwest Dairies, Roswell,. N. M. Products Corporation, South Charleston, Division. Miles, 177,000--No Accidents--. W. Va. Miles, 50,000--No Accidents-- Perfect Record. Perfect Record. Honorable Mention--Sugar Creek Cream ery Company, St. Louis, Mo. Division. Miles, 146,000--No Accidents--Perfect Rec ord. Honorable Mention--Libby-Owens-Ford Glass Company, Rossford, Ohio. Miles, 32.000--No Accidents--Perfect Record. Neti'spapers Division Honorable Mention--The Akron Pure Milk Company, Barberton';-Ohio. Miles,-.72,000--No Accidents--Perfect Record. 1st.--Philadelphia Record, Philadelphia, Pa. , Miles, 1,356,000--Accidents, 14--`Rate, 1.03. Department. Stores Division--Large Fleets Petroleum Division--Large Fleets. 1st.--Boston Store of Chicago, Inc.,-Chi cago. Miles, 971,000--Accidents, 12--Rate, 1.24. 1st.--Panhandle Refining Company; Cen tral Texas Division. Miles, 2,062,000--Accidents, 1--Rate, .0484. 2nd.--United' Parcel Service, Hempstead, N. Y. Miles, 487,000--Accidents, 10--Rate, 2.06. 2nd.--Panhandle Refining Company, West Texas Division. Miles, 1,912,000--Accidents, 1--Rate, .0523. 3rd.--Best & Co.,- Inc., New York City, 3rd.--Cities Service Oil Company, Mis N. Y. Miles, 904,000--Accidents, 21--Rate, cellaneous Truck Operations. Miles, 718,- - 2.32. 000--AccidentSj 3--Rate, .42. Department Storet Division--Small Fleets Petroleum Division--Small Fleets t 1st.--United Parcel Service, San Mateo, 1st.--Cities .Service Oil Company, Grand Calif. Miles, 188,000--Accidents, 1--Rate, . Forks, N. D. Miles, 709,000--No Accidents .53. - : . --Perfect Record. Commercial Vehicle Section 71 t 2nd.--Panhandle Refining Company, New Inter-City Trucking Division--Large Fleets Mexico Division. Miles, 518,000--No Acd-: J,st.--Southwestern Transportation Com dents--Perfect Record. pany,' Division No.- 2, Texarkana, ' Tex. 3rd.--Hugh. Breeding Transport, Inc., Miles, 972,000--Accidents, 1--Rate, .10! Oklahoma City, Okla. Miles, 255,000--No 2nd.--Morgan Packing Company! Austin, Accidents--Perfect Record. Ind. Miles, 6,642,000--Accidents, 12--Rate, Honorable- Mention--E. H. Moore, Inc., .1807. .. . Ada, Okla. Miles,-144,000--No Accidents-- 3rd.--Dealers. Transport Company, Kan Perfect .Record. sas City, Mo!. Miles; 1,656:,000--Accidents, Honorable Mention--L. D. Fox, Grants 3--Rate, .1811.- . . Pass, Ore. Miles, 141,000--No. Accidents-- Inter-City Trucking ^Division--Small Fleets Perfect Record. - 1st.--Wheeling Steubenville Truck Serv Honorable Mention--Panhandle Refining ice, Wheeling, W. Va. Miles, 217,000:::-No Company, Oklahoma Division. Miles, 116,- Accidents--Perfect Record. 000--No Accidents--Perfect Record. 2nd.--Buckingham Transportation Com-, Honorable Mention-Cities Service Oil pany of Colorado, Inc., Rapid City,- S. D. Company,' Refining Department Miles, 34,- Miles, 170,000-^-No Accidents--Perfect Rec 000--No Accidents--Perfect Record. ord. . "! Public Utilities Division--rLarge Fleets 1st.--American' Utilities Service Corpora tion, Savanna, 111. Miles, 986,000--Accidents, . 1--Rate, .10. < 2nd.--Shell Pipe Line Corporation, Tele phone and Telegraph Division. Mites, 747,000--Accidents, 1--Rate, .13. 3rd.--Trexler Farms; Trexlertown Di vision,- Allentown, Pa. Miles, -66,000-r-No Accidents--Perfect Record. Honorable Mention--Sloss Sheffield Steel & Iron Company,.Birmingham, Ala. Miles, 48,000--No Accidents--Perfect Record. City Trucking Division--Large Fleets . 3rd.--Central States Power & Light Cor} poration, Tulsa, Okla. Miles, 885,000^-Ac- cidents, 2--Rate, .23. 1st.--U. S. Navy Department, Mare Is land,., Calif. Miles; 302,000--Accidents, 1-- Rate, .33. Public UHUties Division--Small Fleets 2nd.--U. S. Navy. Department, Puget . Sound, Wash. Miles, 275,000--Accidents, 1 1st.--City & County Electric Light' De --Rate, .36, . . partment, Honolulu, T. H, Miles, 131,000- -3rd.--U. S. Engineer Department,'South No Accidents--Perfect Record. Atlantic Division. Miles, 1,358,000--Acci 2nd.--Virginia East Coast!Utilities, Inc.,' dents, 5--Rate;- .37. Kilmarnock Division. Miles, 104,000--No Accidents--Perfect Record. 3rd.--Mississippi River Power Company, City Trucking Division--Small Fleels . . lst.^-U. S. Navy Department, Bostori, Mass. Miles, .136,000--No Accidents--Per- . Keokuk, Iowa. Miles, 96,000--No Accidents . --Perfect Record! feet Record. . Honorabl& Mention--City . of Hastings^ . ,2nd.--U. S. .Engineer Lakes" .Division. Miles, Department, Great 132,000--Accidents, Water' & Light Department, Hastings, Neb. ' l--Rate, .76.. ' . Miles, 95,000--No Accidents--Perfect Recordj 3rd.--American Factors, Honbldfu, T., H.' Mile's,-121,000r-Accidents, 2--Rate, 1.65. Honorable Mention--Fremont Department, of Utilities, Fremont, Neb. Miles, 68,000-- Inter-City Bus Division^Xa^/e Fleets No Accidents--Perfect Record. s - ; 1st.--Atlantic Greynfeditf Corporation, Honorable Mention--Municipal Electric Lighting* & Power .Plant, Richmond, Ind. Miles, 48,000--No Accidents--'Perfect Rec ord., '/. Honorable Mention--The Key, West Elec tric Company, Key West, -Fia. 'Miles, 35,000 --No`Accidents--Perfect Record. Central Division. Miles, . 2,969,000-^Accidents, 18--Rate, .61. ' 2nd!--Pacific Greyhound Lines,. Division No! 3,'Los Angeles,'Calif. Miles, 9,066,000 --Accidents, 67--Rate, .739. 3rd.^-Greyhound ' Lines!' Detroit Division. Miles, 4,190,000--Accidents, 31--Rate, .740. 72 Silver Jubilee Safety Congress Inter-City Bus Division--Small Fleets Passenger Car Division--Group IV 1st.--Missouri Transit Co., Inc., Macon,. 1st.--Commander-Larabee Milling Com Mo. Miles, 775,000--No Accidents-r-Perfect pany. Miles, 352,00ft--No Accidents--Per Record, fect Record. 2nd.--Interstate Transportation Co., Inc., Bismarck, N. D. Miles, 685,000--No Acci dents--Perfect Record. 2nd.--Central States Power & Light Cor poration, - Tulsa, Okla. Miles, 347,00ft--No Accidents--Perfect Record. City Bus & Taxicab Division--Large Fleets 1st--Reading. Street Railway Company, Reading, Pa. ' Miles, 2,087,00ft--Accidents, 3rd.--Shell Pipe Line Cofporation, Colo rado, Tex. Miles, 675,000--Accidents^ I-- Rate, .15. 23--Rate, 1.10. Passenger Car Division--Group V 2nd.--Triple Cities Traction Company, Binghamton, N. Y. Miles, 3,353,000--Acci dents, 51--Rate, 1.52. i 1st--The Atlantic Refining Company,' Charlotte, N. C. Miles, 312,000--No Acci dents--Perfect Record. City Bits & Taxicab Division--Small Fleets. 2nd.--Cities Service Oil Company, Grand 1st.--Wilson Transportation Company, Forks, N. D. Miles, 270,000--No Accidents Sioux Falls, S. D. Miles, 411,000--Acci --Perfect Record. dents, 1--Rate, .24. 2nd.--Huntington Coach Corporation, Halesite, Long Island, N. Y. Miles, 245,000 3rd.--Atlanta Gas Light Company, At lanta, Ga. Miles, 202,000--No Accidents-- Perfect Record. -rAccidents, 1--Rate, .41. Honorable Mention--Metropolitan Util Passenger Car Division--Group I 1st.--Magnolia Petroleum Company, Dal las, Tex. Miles, 15,058,000--Accidents, 30Rate, .20. 2nd.--Cities Service Oil Company, Miscel ities District, Omaha, Neb. Miles, 181,000 --No Accidents--Perfect Record. Honorable Mention--Seaboard Group, Columbia Gas & Electric Corporation. Miles, 163.000-- No Accidents--Perfect Record. laneous Passenger Car Operations. Miles, 2,758,000--Accidents, 9--Rate, .33. 3rd.--Gulf Oil Corporation, Fort Worth, Tex. Miles, 4,085,000--Accidents, 15--Rate, .37. Passenger Car Division--Group II Passenger Car Division--Group VI 1st.--Honolulu Rapid Transit Company, Honolulu, T. H. Miles, 148,000--No Acci dents--Perfect Record. 2nd Place--City of Hastings' Water & Light Department, Hastings, Neb. Miles,. 1st.--Gulf Oil Corporation, Shreveport, 141.000-- No Accidents--Perfect'.Record. La. Miles, 1,395,000--Accidents, 4--Rate, .29. 2nd.--Texas Pacific Coal & .Oil Company, Fort Worth, Tex. Miles, 1,346,000--Acci dents, 4--Rate, .30. 3rd.--Shell Pipe Line Corporation, Hous ton, Tex. Miles, 761,000--Accidents, * 3--^ Rate, .39. 3rd.--Keystone Public Service Company, Oil City, Pa. Mjles, 118,000--No Accidents --Perfect Record. Honorable Mention--Honolulu Iron Works, Honolulu, T. H. Miles, 107,000No Accidents--Perfect Record. Honorable Mention--Shell Petroleum Corporation, Norco, La. Refinery. Miles, Passenger Car Division--Group III 95.000-- No Accidents--Perfect Record 1st.--Panhandle Refining Company, Cen tral Texas Division. Miles, 892,000--Acci dents, 1--Rate,'.11. 2nd.--Shell Union Oil Corporation, South ern Division. Miles, 815,000--Accidents, 3 --Rate, J37. '* 3rd.--Nebraska Power. Company, Omaha, Neb. Miles, 870,000--Accidents, 4--Rate, 46. Honorable Mention--Nashville Pure Milk Company, Nashville,. Tenn. Miles, 89,000No Acddents-rPerfect Record. Honorable Mention--Charleston Oil Com pany, Charleston, S. G Miles, 78,000--No Accidents--Perfect Record. Honorable Mention--Peoples Light Com pany, Charleston, S. C. Miles, 78,000--No Accidents--Perfect Record. Commercial VehfclteJScction 73 : v. * - ^ O .. ' Honorable Mention--Cities, Service, Oil Honorable Mention--U. S; Navy Depart- Company, Refining Department. Miles, 70)- ment, Philadelphia, Pa. Miles, 60,000--No 000--No Accidents--Perfect Record. 'Accidents--Perfect Record, : ' Honorable Mention---U.. S.' NaVy Depart- Honorable Mention-^-U. S. Navy Depart ment, Washington, D, C. Miles, 67,000--No ment, Boston, Mass. Miles, 45,000--No Ac- . Accidents--Perfect Record. . . cidents--Perfect Record;- . Honorable Mention--City and County Honorable Mention--Premier Pabst Gor- Bureau of Plans, Honolulu, T. H. Miles, - poration, Milwaukee, Wis. .Miles, 45,000-- 65.000-- No Accidents--Perfect Record. No Accidents--^Perfect Record. Honorable Mention--The Community ' Honorable Mention--U. S. Navy Depart. Traction Company, Toledo, Ohio. Miles, .^nent/Puget Sound, Wash. Miles, 39,COO63.000-r-No Accidents--Perfect Record. . . No, Accidents--Perfect Record,. . . , Honorable Mention--Superior Water Eight & Power Company, Superior, Wis. Miles, 67,000--No Accidents--Perfect Record. Honorable '. Mention--Municipal' Electric ! Lighting & Power.' Plant, Richmond, Ind.' Miles, 29,000--No Accidents--Perfect . Rec ord. THURSDAY MORNING SESSION ' October 13, 1938 Needed Improvements in Vehicle Design and)Construction, and Worth While Accessories for Safety The Vehicle-Panel Discussion Presiding, J. G. Hayden, Fleet Engineerv, National S'afety Cbuncil, Chicago, 111. F. B. Lautzenhiser,. Ttransportation En respondence as has been carried on to date gineer, International Harvester Co., would indicate that possibly the practice is Chicago. ' ' W. Si Lawrence, Director, Division of Safety and Public Relations, U. S. not as common as was first estimated. I am wondering-what comment there might be among the members of the panel ? Truck Lines, Cleveland, Ohio. Mr. Lord--The -manufacturers design J. W. Lord,- Safety Engineer, Atlantic Refining Co., Philadelphia, Pa. . A. W. Meinke, Engineer, Marsh and t McLennan, New York. City. E. G. Quesnel, Director of Safety, Borden Company, New. York City. E. W. Turley, Director of- Mainte nance, Olson Transportation Co., Green Bay, Wise. their" equipment to meet carrying require ments. The Atlantic Refining Company buys their vehicles from this market and makes very few changes in the standard unit.. . Mr. Lautzenhiser--In my opinion, re construction so far as the standard vehicle is concerned, is probably, unnecessary in more than 1 per cent-of the cases. Even this figure may be high, as most of the reputable truck manufacturers .build the Mr. Hayden---The selection of our panel basic .unit to meet the requirements of given subject arose out. of a discussion at the operations riithdr than to meet a set of last Executive Committee meeting in Pitts- ., paper- specifications. We have observed in burgh. The statement was made that some the past in special cases that certain specifi good might-be derived from a session de- cations have been set up by the purchaser, .. voted to- this subject in . view of- the. fact or rather by his fleet superintendent, based that .many operators- have to make substan on certain makes of generators, special tial changes in the design of vehicular axles, -engines or other units merely be equipment before it can be adapted to their muse that person was-personally inclined to. particular operations. Such preliminary cor favor that particular product. In practically ^iflWPp 74 Silver Jubilee Safety Congress f'*. every instance, the manufacturer's standard in brake control. I understand that some parts woiild have served the purpose just as.. new bracing systems are controlled, by small well, and generally'better,, because of having pushbuttons to be operated by the foot in been coordinated into the' unit in keeping place of the conventional pedal. I am some- with results deterniined through extensive . what concerned in that I believe there . experimental research and testing. should be some relation between the force The manufacturers appreciate that quite as applied by the driver and the braking often the.buyer has good reason for specify results. In other words, that the pedal ing the substitute unit. Most manufacturers pressure should reflect the amount of brak who are on volume production, decline' to ing pressure. I can think of instances where upset their assembly line by accepting or it is not desirable to lock the wheels and it ders requiring changes in the standard unit would seem to. me that it would, be par It then becomes necessary for the' fleet op ticularly hard to prevent locking with the erator to have the alterations made in button type of control. I am convinced that his own shop or local garage. truck users , must demand better brakes, and . be willing to pay for them. ) This latter is decidedly true as it applies to some types,of third axle attachments. In many cases such axles are put on the unit merely for the purpose of evading the law. Certain states permit additional gross weight credit for the extra axles, whether they carry any of the load or not. Some installa tions are, of course, most meritorious. -However, others are definitely only a~ sub terfuge and amount to nothing more or less than a dummy axle- which carries no load. whatsoever. An enforcement officer can .do little, to penalize such operators. The, op erator. hot only has created a hazard which may cause his own driver, trouble, but the traveling public as well. No four wheel unit can be converted into a six wheel unit simply by the additidn of -a third axle which will compare with the standard unit in safety, economy and efficiency.. Mr. Hayden--I think'you will all . agree that much of the present commercial. ve-. hide equipment is underbraked--at least, for the- purpose to which it is put. We hear complaints on every side from operators to the effect, that they are having difficulty meeting .the -stopping distance requirement set forth; in the Interstate Commerce Com mission regulations. This is indeed a serious situation: The Uniform' Code requires ve-. hides to stop in at least 30 feet at 20 miles per hour. The I.C.C. regulations are. even -less demanding. Nevertheless, it is evident that the trucker is going to run into trouble \vhen following'a vehicle which can stop, quicker and in a shorter distance.' We.can say that our drivers .must follow at greater distances but I am' sure you will, all agree that it would be impossible to carry this out in practice, , especially in urban areas..' . Mr. Meinke--I wonder if the brakes on tractor-trailer units should be operated from the foot pedal, hand lever, or as on some equipment, by a combination of both?. Should trailers: be equipped with brakes all around, or on read.wheels only? c. It is my personal opinion that the prob lem lies with the trucker, as has. been sug gested by Mr. Lord, and that he must de mand better braking. The- manufacturer should work, on the premise that over bading is to occur. In other words, a lj4 Mr. Turley--Our trucks cover thousands ton truck must be provided' with better - of miles each month, carrying gross loads brakes than are needed /for stopping the of 40,000 pounds each. We require brakes 1 vehicle with a load of 3,000 lbs. all around, operated both by foot pedal and Of course, there is a point beyond which .. by hand. Boosters are provided in every the besfbrakes in the world will not reduce " instance. I believe that the manufacturers the stopping distance.. The coefficient of should definitely survey the needs of the friction is somewhat reduced when skidding trucker as_ regarding brakes. Commercial takes place. However, it iss now impossible vehicle operatprs could do a good educa .on many commercial vehicles to. lock-the tional job in selling the manufacturers on 1 wheels when loaded. There is a limit to the need for providing trucks with adequate what the tires will stand, although great safety devices in-keeping with the require improvements have been made in-tire con ments of the industry. . struction during the past few years. I Mr. Lord--The carrier must keep a rec suppose competition between manufacturers ' ord of operating costs to insure economy tends to keep down the' amount of money c Commercial Vehicle $ectioh 75 5 which, can be put into brakes on any one should be a lag between the tractor and. . particular class of equipment. The manu .trailer brake application, with the trailer facturers should get together in the interest brakes taking effect in advance of. those on - .of safety and take steps to put larger drums the tractor. At most, this lag should only and shoes, on their trucks. be a fraction'of a second. I mention this Mr. Lautzenhiser--I agree with Mr. Lord' and Mr. Turley t>n the matter of brakes. While we are on the subject of tractortrailers we should discuss the location of the fifth wheel. - Its mounting must,, be coor dinated between tractor and trailer to give proper load distribution. - The tractor should riot be seriously altered to fit the needs of for your consideration,, pointing out at the same. time that, some persons take an op posite viewpoint, stating that lag is not of primary importance. Mr. Lautzenhiser--Three major causes of brake failure are: (1) improper equip ment, (2) lack of proper maintenance, and (3) abuse by the operator. a specific trailer. Theoretically, the center of Mr;. Hayden--Many fleet operators arc the fifth wheel should be located one inch prone' to ask too much, of their equipment. ahead of the tractor rear., axle for each ten Certainly we would not expect a polo'pony inches of tractor wheelbase. In other words ' . to do .the work of .a plow horse. I was for a 160 inch wheelbase tractor, the fifth pleased to learn from a truck manufacturer wheel`could ordinarily go 16 inches ahead the other day that they were attempting to of the rear axle. better educate :the buying public in proper . . 'Mr.- TuRLEY~The design of'the fifth wheel and its' location has a decided effect, .-.on the steering of the unit. As .it is moved forward it becomes more difficult to keep the .unit in the road. On one of, our jobs where the fifth wheel was so located, ` it wobbled so badly on the highway that the table had to be moved back just: ahead ..of the axle. - . selection of vehicles by recommending' a. thorough analysis of the job to be done by the unit before actual purchase of the ve hicle. For instance, let's take the case'of the petroleum hauler. Before buying equipment a study should be made of the route; driving conditions and- load which could and would have to be carried to bring about a, profit able operation.' The tank, should. then be selected to carry that'load, in keeping with . V' Mr; Lautzenhiser--Naturally the for . regulations pn,thre gauge of metal and other mula cannot be followed in every instance. Tractor arid trailer design enter into the .problem. We appreciate the-necessity for . ' ease of steering. features in the,interest of safety, knowing . the size of the tank and weight when loaded, consideration should then be given io the selection .of- a unit of adequate size,rpower. Mr^Turley--We find that we get best and braking to -handle the job efficiently. If results- when the fifth, wheel is located such .a plan could be universally sold to per about eight or ten`inches ahead of the rear rons -\yho buy trucks today,-many of the axle. problems facing'the-industry would auto Mr. Hayden--We.have riot yet answered Mr. Meinke's question- on brakes.' I have seen some units where the job of driving matically be cleared up. We must all ap preciate^-that the- manufacturer oftenhas little - Opportunity to assist in the proper was made decidedly complex duetto numer selection of equipment. The truckers could !;' ous hand valves which had:: to be operated well take, up such problems. directly with - ; in -bringing the vehicle to a stop. It is.de- the manufacturer rather, than to deal with . ' sirable to simplify the operation as much salesmen who usually do not have a thor- as we can; using one pedal if-at all possible. ^ough knowledge bf the engineering and I would gather' that it seems to J>e' the con sensus of opinion that ail trailer, wheels operating problems concerned. Salesmen are often iempted to sell polo pony ve- should be equipped with brakes. There is. hides wher.e plow horse trucks are-lqeeded, some similarity in our present problem with -. that'of the railroad years ago when long. in order ori'their io make a deal competitors,. and ` get sthsTjump , trains were braked from the front end to Mr. Hayden--;I think it is desirabe at the back. The solution was solved by put- this tiihe to open up. the meeting and permit ting in the'two-line systein whith applies '- questions from the floor. ' the brakes from the rear forward. Some MEMBER^Trucking activities in the Texas authorities are .of the opinion that- there... oil fields have shown-that maintenance is of . . '".-wilS.-'V 76 Silver Jubilee Safety Congress great importance. Oil field hauling is of answering many of the questions-confront such a character that the standard vehicle ing the industry and act as a clearing house is not usually adaptable. The development of special equipment involves-added expense but I appreciate that we cannot ask the manufacturers to. disrupt their production to provide vehicles adapted to our specific operationsi yet unnecessary in other parts of the industry. for information. Member--The Society of Automotive Engineers is interested in this problem and has been active in providing this very .as sistance. For. many years the society has had committees on equipment. The motor truck of today is nothing but an off-shoot Mr. Meinke--We must admit that hand* of the passenger car. Nevertheless, the brakes on commercial vehicles are an impor automobile industry is giving more value tant item. In the past few years I have per dollar today than ever before. A safety come -across many instances where hand committee should be appointed to work in brake pawls and ratchets have failed, result cooperation with the American Standards. ing in accidents. I would like to'call your Committee. Braking may not be. as bad as attention to a . new handbrake which , op has been indicated in the. discussion today. erates on an entirely new basis. 'The ratchet The buyer should survey the market.and is entirely eliminate, the lever being locked vehicles available, in order to get proper in position by a cam arrangement We have braking. The trade users must be willing-to found these handbrakes entirely satisfactory. pay for what they want The present, stand I would like to mention that for the most part we operate from a cost basis. We have found that in our preventive approach it is-better to concentrate on the type of acci ard of all braking is the proportion between' braking area and gross weight. Mr. HaYden--Is there anyone present who has experienced hydraulic brake failure dents which result in the greatest losses. For instance, backing accidents are com paratively cheap while those involving pe destrians often run into five 'figures. Tire cost is one definite problem. because of vapor locking? (No discussion.) Member--A study should be made on the relationship between aeddents involving cab-over-engine type, of vehides and die older conventional types. Member--In the Texas oil 'field we need brakes that can be sealed and at the same time remain cool while the vehicle is in use on the highway. It is difficult to- find a chassis heavy enough to prevent buckling when used in our rough fields. Much! of our equipment is.governed, yet we find that most governors cut down, die engine powpr just when most needed during heavy going. For all specific purposes, durability/of equip ment is the primary factor,- price range be ing secondary. |l Mr. Hayden--Every operator should watch his accident experience for such facts as can be gathered on relative, safety and: effidency of type and make of equipment. Although I am unable to state the results . obtained, a study of the relative, safety in volved in conventional and cab-over-engine . equipment was made in Detroit' some time' ago. In making such a study, however, you must not forget that, aeddenfs are liable to happen while drivers are becoming accus tomed to new equipment Mr. Hayden--In purchasing' governors, . Member--The most important question be sure to ask for a speed-power curve for today in vehide design is visibility. The the product under consideration. You -will cab-over-engine type in most cases make for find that in some instances there is a definite better seeing but we wonder as to the pos loss of power in advance of the cut-off sible danger in placing the driver over a point. I understand it is possible to' build carbon monoxide generator. Wouldn't the governors which control speed rather than rear; end type engine be more desirable? - power but that such products are expensive and difficult to maintain in working condi tion at all times because of the involved mechanisms. Mr. Lawrence--We have experienced no difficulty with carbon monoxide in cab- over-engine vehides. The truth of the mat ter is that carbon monoxide is driven away Mr. Lawrence--A Bureau of Standards by . air circulation to the rear. I believe it should be established to give particular con is safer to place the driver over the engine sideration - to motor vehicle construction. than to have him sit behind, where the gases Such a bureau would be most helpful in . may seep through a leaky floor board. One oi a e* m tri oi dl ch o\ th hs of vi gr th to th ni; ve ye I.< lit . " tri ad se cli br . th of 3,( br m to re is ot th th clt sh co cii in 1m ha it: fa '. r,- t -I?--4 -*? V r,|iy;atiKjis Commercial VehicleSection 77 r- of the most, important questions is whether jnjnany of their' gasoline, stations have in ' a heater in the cab is desirable. We have, stalled''floodlights shining on:the road. and. experienced difficult in that heaters tend to creating dead spots at the edge of the make drivers drowsy, especially - on Ion? lighted areas.; I feel that soifie action should trips.. I might state further, that in our be. taken by the National Safety Council, operations the better drivers have had no supported by the. Commercial Vehicle Sec- difficulty in adjusting themselves to the tion,Jo inform, the petroleum group of this change, from previous equipment to the cab* hazard and asking for their aid in combat over-engine type. After making the change, ing it.. -^ 7 the drivers in , practically every instance have expressed* themselves as being in favor of the stub-nosed jobs because of the greater visibility. Mr. Lord--In the matter of. providing greater visibility, we must hot lose sight of the. fact that it 4 the driver's responsibility to operate without accidents regardless of the equipment heds using. Member--The independent filling stations. will follow the example set by the larger companies at their, stations. ' ..Member--Fwonder if we need to increase the number of lights on trucks, or to de mand lights of greater power and visibility? I have the feeling that, the latter will answer the problem. It is conceivable thatthe shift ing of drivers from conventional equipment - Member--In bringing up the subject of to the stub-nose jobs may. cause an increase night driving, I predict radical changes in In accident experience until those drivers vehicle headlights during the next couple of get acquainted.with the handling of the new years. vehicles. Mr.! Turley---It is my opinion that the Mr.sQuesnel--I believe that all trucks I.C.C*. regulations, do not require sufficient' should be,'equipped with working, lights:to lights. I personally would like to have my aid in safe loading and. unloading at night. trucks looking like Christmas trees. Emergency lights are often, necessary. In . Member--What legislation has been the problem of hand signals , vs; directional adopted or is contemplated as pertaining to signals, I wonder if the time element isn't separate brakes for tractors and trailers?. longer with the latter? Certainly the\duc- ' Mr. clined brakes Lawrence--State legislatures are in to favor requirements that trailer should work in. conjunction with ,, vtional signals are more positive an^me easily recognized, especially by appr^ilnsg vehicles. All trucks should use mqldjpsctional signals. It is difficult to signaF'from . those of the tractor. The I.C.Cand some of the states require trailers in excess of 3,000 pounds gross to. be equipped with . the cab in most of our present commercial vehicles. Signals should be located on both the front and rear of the truck. brakes of such a character as. to be auto matically applied upon break-away from the Mr. Hayden--The turn indicator prob towing vehide; this application of brakes .to lem is somewhat of a .controversial one .at., remain fixed for at least 15 minutes. This present. As. you know, it was! originally is a good feature; proposed that such a requirement be in; Member--Many instances have come to our attention where advertising signs with their bright colors have tended to offset the value of marker, identification, stop and clearance lights on trucks.. Some efforts should be made to improve this hazardous condition. Mr. Hayden--The National Safety Coun- eluded in the I.C.C. Safety Rules End kegulations.. .1 understand that such testimony as was presented at the hearings prior to issuance of the regulations, brought out^hdt^ . (1) . mechanical indicators might conceivably be discriminatoty against the trucker, and (2) ' that there was a lack of statistical evi dence proving they would greatly. reduce ' the number of accidents, Evidently insofar dl has been-definitely behind a .program to improve conditions where there/is'conflict between signs and stop-and-go signals. We have run into this problem in many cities, it; being difficult at times to see' the signal faces. -C' as No. 1 is concerned,, there was the feeling that they should not.be required on commerciakvehicles untit demanded also on pri vate yehilles7 In a few fleets where statis tics were available^-that is,-where part.of the equipment was. provided with turn indi Mr. Lawrence--The Petroleum {Industry cators and part not--it was difficult to make 78 Silver Jubilee Safety Congress any distinction in experience in one group ..Member--If directional signals are to be or the other. One of the problems found used, I am of the opinion .they should .be in tlie use of mechanical indicators is the considerably larger than at present, pos failure of some drivers to turn off the lights sibly at least a foot in diameter. once having completed the turning move Mb.' Lawrence---The ' courts hold, that a ment Semi-automatic switches would pos driver must operate his-vehicle within the sibly clear up this latter situation. safe, clear distance ahead, being .responsible We must admit that it is often impossible for proper handling in any emergency to give hand signals, both because of the' which may arise. The question is,whether inadequacy of the signal and because of - legislation should be adopted whici) makes inclement weather. I know any number of that driver responsible for the operator be-, operators who ask their, drives to give hind. Before passing directional signal leg signals wherever possible but by all means islation it should be definitely proved that to have both hands on the wheel during there is a decided safety value involved. We execution of the turn. It is of primary im cannot expect to regulate .safety through portance to get into the proper lane -well in minority groups, such fas the commercial advance of the turn. Certainly there can.be vehicle operators. no question as to what is contemplated when Member--I am under the impression 'that this is done. I think it is quite .indicative turn indicators might considerably compli that more truckers are placing the signals cate the present situatiori; putting evfcn on their trucks, regardless of whether they more of a load upon the insurance com are required by law.,More than thirty states ' panies in the settlement of: claims. now require turn indicators on commercial vehicles when the width of 'the vehicle is such as to make hand signals inadequate. - .Mr. Hayden--I want to- take this oppor tunity to, express the appreciation of the National Safety Council to the members of Mr. Mejnke--I am of the opinion that the panel and audience for the fine discus flasher bulbs are an improvement. sions which have taken place here`today. I Mr. Hayden--The main criticism against think we should have more of this type of the use of flasher bulbs is the objection by meeting. Certainly we are pointing to more the railroads. They have attempted to estab open discussion in safety meetings. It is lish the flasher as a standard, used at rail now 12:15 p.m. and'we must bring' the road crossings, and have the fear that gen meeting to a' close. It has been, a pleasure- eral use may minimize the significance of to take part in the ses'sion and I want to their own warning signals. ; . thank you all for participating. ADJOURNMENT Gen N Via Via O Via Sea Net> s: Eng o P. Hec, II Met 'N Pro Stai N Vis , tc Met S8PS Get S Fir. .C Sec G Thx Sec J