Document NeDpe308vqgpeZVYO2QLwvmXD

trunsa ctions 33rd NATIONAL SAFETY CONGRESS Volume Q Traffic, Coxmnercuzl Vehicle. Transit, School and College, Home, and Farm Safety CHICAGO October 3-5. 1344 National Safety Council, Inc. 20 Korth Wacksr Drive, Chicago 6 Copyright. 1944, National Safety Council. Inc. Muted in P.8J, PLAINTIFF'S EXHIBIr Contents VOLUME n Using the Transactions................................. $ Council Officers ................................. iw Commercial Vehicle Section............................................................................................. i Farm Safety Sessions................................. Home Safety Sessions............................ 29 51 School and College Sessions............................................................................................. 91 Traffic Section .............................................................................................................................159 Transit Section ...................................................................................... 295 Safety Exposition Exhibitors.....................*....................................................................32s Index .................................................................................... 331 The Transactions of the 33rd National Safety Congress Expo sitioci of the National Safety Council are published in two volumes. Vol ume I contains the General Subject and TnAw^rij Section f nirsin^ Volume II the Public Safety, School and College Safety, Home Safety, and Farm Safety icttioni, The Transactkaos arc a record of the ceilings of the Congress, condensed and edited here for reference purposes. They are therefore an abridged version of the papers and discussions. The original manu scripts, some of which have drawings and charts not reproduced hate, are available in the files of the National Safety CoundL The National Safety Council, at its Congresses, seeks to eHmmatr from discussion matters winch are not pertinent to the of the Con gress, or which are contrary to the Council's policies. However, ft can not accept responsibility for views expressed, either in the papers pre sented or in this record of them, Extra copies of Volume I may he obtained by Council members aft $2.50 each. The price to non-members is $5.00 each. Extra jin of Volume II are $1.25 each. THE NATIONAL SAFETY COUNCIL, file. 20 N. Wocker Drive. Chicago 0, HL u Using the Transactions The two volumes of Transactions pub lished year are a source of supply for safety ideas, for safety methods, and for safety material. Used effectively, the Trans actions volumes can become the safety man's "Five-Foot Shelf--an encyclopedia of estab lished methods as well as of the most suc cessful experiment. The safety engineer, the progressive indus trialist, and students of safety will find these volumes valuable for reference. They con tain the best knowledge and the long experi ence of the men and women who appeared before the 33rd Annual Safety Congress. For easy use the material has been ar ranged identified; first, by the major of the Tobtc of Contents on page a, and by the comprehensive Index at the 0 the book. In the body of the bode each group of meetings is printed in the same order in which they appeared in the daily w schedule of the original program. The detailed alphabetical Index quickly locates specific safety material. It lists items in three ways: (a) by subjects discussed, L t, cyclists, household appliances, military convoys, traffic "din outs"; (b) by speakers, m the case of formal papers. Speakers' names are printed in italics; (c) by the divi sion or group, as School and College Safety, Home Safety, Farm Safety. Solve accident problems. Traffic officers, judges, highway const ruetiion men are faced with wupreccdeated problems caused by the of uju the attend ant traffic congestion. Not the least of their troubles is the control and discipline of war worker-driversaoddrivers m sendee uniform. Arousing interest in safety in the schools and in homes and farms becomes easier after reading the experiences of the speakers at the School and College Safety, Farm Safety and Home Safety session*. Several meetings concern curriculum problems; others farm machinery hazards; still others house hold equipment, civilian defense, and off-the- job accidents. - Speech-making materials a^e abundant for the traffic engineer or the school or city offi cial who is scheduled to talk on accident prevention, either in his own community or at conventions of his own profession. The Transactions contain excellent examples of ' safety talks as well as authorities and quota tions for local press releases, poster and bul letin boards. Safety promotion flans always profit by new and novel ideas. Speakers at the Con gresses offer rich source material for the promotion of safety 00 highways, in homes and in schools. Outstanding safety leaders are powerful influences in the promotion of the national safety movement. As officers or members of the Council's sections or as public officials they can be belpfnl in organizing individual safety programs. * National Safety Council services and the national safety program will be better un derstood through frequent use of the Trans action*. A surety of the material contained in this volume will gate x better comprehen sion of the growing power of the safety movement and a better tmderstamfing of the ways in which this power is made effective. m II National Safety Council, Inc. OFFICERS President; Ka> H. Deasbock, Chicago, 111 Vice-President for Farms: Guy L. Noklc, Managing Director, National Committee on Boys and Girls Qnb Work, Chicago, B1 Vice-President for Finance, and Treasurer: L W. Mni-AP, Presi dent. Industrial Gloves Co, Danville, 111 Vice-President for Homes: Dm. D., B. Aimsaoh^ 2nd Vice-Presi dent, Metropolitan life Insurance Cot, New York, N. Y. Vice-President for Industry: Walux S. Paotx, Manager, Engineer, ing and Inspection DcpL, Aetna Life Jc Affiliated Companies, Hartford, Conn. Vice-President for Local Safety Organisations: Jtnxz Tjy E. Skeel, . Appellate Coart, Cleveland, Ohio Vice-President for Membership: R. T. SomotSTiK, Vice-President, Elliott Service Ca. New York; N. Y. ' Vice-President for Public Information: W. Ea*l Hall, Managmg Editor, Mason City Globe-Gazette, Mason City, Iowa Vice-President for Schools and Colleges: Dm. H. T. Heals, Presi dent, Illinois Institute of Technology, Chicago, 111 Vice-President for Traffic and Transportation: Ixsin J. Soexnsoir, City Traffic Engineer, Chicago, 111 Vice-President for Women's'Activities: Mias Pauline E. Maxqzgo, Public Relations Counsel, New York, N. Y. Secretary: R. L Fouonr, General Secretary, National Safety Council, Chicago, 111 ' Assistant Treasurers: B. B. McCulloch, President, Bureau of Safety, Chicago, HI.; H. H. Greenwaul Director, Accounting Div., National Safety Council, Chicago, 111. trustees Chairman of the Trasters: Wnma A- Imat. Member. Executive Committee, United States Steel Carp. New York, N. Y. Secretary of the Trustees! Kid H. Deasboih, President, Naiioca] Safety Council, Chicago, IIL Treasurer of the Trustees.- Thomas W. Lamoht, Vice-President of the Board, JT. P. Morgan tc Co. New York; N. Y. - Members WntTHHOF W. Auwich, Chairman, Board of Directors, The Chase National New York, N. Y. II National Safety CounciL Inc. \. 1- * * Melvck H. Bakes, President, National Gypsum Co., Buffalo, N. Y. Lawkehcb D. Bell, President, Bell Aircraft Corp.f Buffalo, N. Y. James B. Black, President, Pacific Gas & Electric Co., San Fran cisco, Calif. S. BaucE Black, President, Liberty Mutual Insurance Co., Boston, Miss. . B. BmAXNASS, President, Aetna Life Insurance Co., Hart ford, Com Jojecm W. CAmrcsriEB, President, Texas Power tc Light Co., Dallas, Texas William G. Chawpive, President, Scripps-Hpward Supply Co, New York, N. Y. Kunnerm B. Coimam, President, J. M. Cohnan Qx, Seattle, Wash. Howakp Coomxv, Chairman of tbe Beard, Walworth Co, New York. N. Y. - fttwiry G. Ceawtqkd, President, Thompson Products, Inc, Cleve land, Ohio __ Walxxx J. Cummuigs, Cbsirau of tbe Board, Continental Illinois National Bank Sc Trust Qx, Chicago, 111 . Ned H. Deasaqom. President, National Safety Council, Chicago, 111 R. R. Djturmrx, President, Procter & Gamble Co, Cmdnnati, Ohio Bexjamtx F. Faucless, President, United States Steel Gorfx, Pitts burgh, Pa. . Fiakcu J. Gavut, President, Great Northern Railway Ca, St. Pad, u* -. Waltz* S. Gxrord, President. American Telephone & Telegraph Co, New York, N. Y. jftHM Guwh, President, Employers Mutual Insurance Co, Dcs Moines, Iowa E. Rolamd Hakjomam, Brown Brox, Harridan and Ox, New York, N. Y. William A. Iiyim, Member . Committee, United States Steel Corp,, New York, N. Y. * William M. Jonas, President, Union Pacific Railroad Co^ Omaha, Ndk H. P. LrrEXSinGE, President; Philadelphia Electric Ox, Philadelphia, Pa. Thomas L Pakklhsoh, President, Equitable Life Assurance Society of the U. New York, N. Y. William A. Simpsqw. President, William Simpson Construction Co., Los Angeles, Calif. . Roszax C Stunxy, Prescient, International Nickel Co. of Canada, Ltd, New York, N. Y. V National Safety CoundL Inc. John Srawsu, Vice-President, Consolidated Edison Co. of N. Y., New York, N. Y. )uak T. Tripp*, President, Pan-American Airways, New York, N.Y. Harry C. Wixss, President, Humble Oil & Refining Co., Houston, Texas C. E. Wilson, President, General Motor* Com, Detroit. Mich. Charles E. Wilson, President, General Electric Ox, New York, n. y. ; BOAHD OF DIBECTOHS Chairman of the Board of Directors: John Stilwzll, Vice-Presi dent, Consolidated Edison Co. of N. Y., New York, N. Y. Vice-Chairman of the Board of Directors: Tbeodou F. Smith, President, Oliver Iron & Steel Corp., Pittsburgh, Pa. Members , H. W. Anderson, Vice-Preskknt m Charge of Industrial Relations, General Motors Corp., Detroit, Mich. Da. D. B. Armstrong, 2nd Vice-President. Metropolitan Life Insur ance Gx, New York, N. Y. Wallace N. Barker. Vice-President, Pullman-Standard Car Mfg. Col, Chicago, BL Thomas E. Bkaeut, President, Braniff Airways, Dallas, Tex. (xaiokz Cazltiui, Vice-President, Motor Wheel Corp, loosing, IGdk Citn F. Craig, Vice-President, American Telephone 4k Telegraph Co. New York, N. Y. Ne H. Dearborn, President, National Safety Council, Chicago, JSL Mas. La Fsll Dickinson, President. General Federation of Women's Clubs, Washington. D. C Waulms J. Faust, Vks-Picados, Massachusetts Bmdjug dt Insur ance Ox, New York, N. Y. James L Frrnr. Vicc-ChjTiiuaii at Larger Amcrian Red Grass* Washsngtai, D. C Aum C Ftfijn, Oainna of the Board, Fuller Brash Co, Hart ford, Conn. W. Earl Gty, Iowa. Managing EAor, Mason City Qobe-Ga nrtf. Mason * tk H. T. Hkair Pmitot, BHdom Twritnte at Trrlnnlngy. CMcagaBL National Safety CoundL Inc. G. A. Heuses, President, Henxy Vogt Machine Co., Louisville, Ky. Da. W. M. Jardine, President, University of Wichita, Wichita, Kan. - C. A. Kirk, Vice-President in Charge of Mfg-, International Business Machines Corp., New York, N. Y. Geocgx H. Lowe, President, Utah Safety Council, Salt Lake City, Utah . Miss Pauline E. Mandigo, Public Relations Counsel, New York, N. Y. L W. Mulard, President, Industrial Gloves Co., Danville, I1L Guy L. Noble, Managing Director, National Committee on Boys and Girls Club Work, Chicago, IlL Henry H. North, Vice-President, Metropolitan Life Insurance Co., San Francisco, Calif. Joseph L. Overlook. Vice-President, Continental Illinois National Bank & Trust Co., Chicago, IlL . Walter S. Paine, Manager, Engineering and Inspection Department, Aetna Life Sc Affiliated Compomes, Hartford, Conn. . Judge Lee E. Skeel, Appellate Court, Cleveland, Ohio Theodore F. Smith, President, Oliver Iron & Steel Corp., Pitts burgh* Pa. R_ T. Solensten, Vice-President, Elliott Service Gx, New York, N. Y. Le5I.ee J. Sorenson, City Traffic Engineer. Chicago, IlL . Col. Albert A. Sprague, Trustee, Chicago Rapid Transit Co., Chi cago, IlL Gordon G. Steele, President, Portland Traction Ca, Portland, Ore. John Stilwexx, Vice-President, Consolidated Edison Co. of N. Y., New York. N. Y. William B. Way, General Manager, Radio Station ICVOO, Tulsa. Olda. EXECUTIVE BOARD Chairman of ike Execmtk* Board: S. J. IhxzunH, New Haven Trap Rock Co-. New Haren, Conn. Vice-Cham mam of ike Execatm* Board: C. E Woouxnx, Personnel Manager. Bode Honor Dir*, General UcCon Corp, Medrose Park, OL Dr. D. B. Armstrong. 2nd Vice-Prii iiTiiirirf MetropoStan Life Insur ance Ox, New York, N. Y. vfi National Safety CUatP. HL mg Ottcer, CUan IGhniAtc, Portland promt Asaoc, 8 i Satctj looped. Chicago, liL t SmUtr. E*Mae Steel Corn, Clatc- W. Zml 8ml, 8mm SCM& Man C*y Giobe-Guette, Man Got. D. T. Tfairmail. Vkt-Piailat, PfinMr Gw Qx, Pittsburgh, Pi Dm R- HsJmnc. Cwnl Safety Supervisor, Crown Zdkrbaeh Cpifa Ptortisad, Ore. Jaxnr H. Haivr. Ifwnif Director. Natfeni Coosemtioa Bu- reoa, New York, N. Y. ^ W. A. Haiaw, Eiiiatrr of Erection. Bethlehem $ted Co, Betide- hem, Pa* '. CNl T. Lnx Haukxt, Mt&il Director, Weatiogboose Electric & Mfg. Ca, Hast Pittsburgh. Pa. Di H. T. Hiau^ Prcsitet. Illinois Institute of Technology, Chi cago, m CL F. Jonas, Ji, Cuxtmhaoocr of Motor Vehicles, Richmond, Vi W. Dean Kjqerk, 2nd Vicc-FrcauSeat, Lumbermans Mutual Casualty Co., Outage IU- . Jobs . Long, Superintendent of Safety, The Delaware & Hudson Railroad Gorp., Albany, N. Y. ' J. Willard Loan, Safety Engineer, Atlantic Refining Gx, PhUa- ddphia, Pa. . Thus. H. MacDonald, Commissioaer, Public Roods Administration, Washington, D. G Miss Paulin* E. Mandigq, Public Relations Craanri. New York. N. Y. L W. Millard, President, Industrial CHoves Gx, Danville. I1L Haku L. Murza, Manager, Safety and Fire Prevention Div., K. I. dn Pont de Nemours A Company, Wilmington, DeL Ei tor Nzss, Director, Social Protection Dir., Community War Services, Federal Security Agency, Washington, D. CL , Guy L. Noau; Managing Director, National Committee on Boys and Girls Oub Work. Chicago, III ' Watts* S. Pamz, Manager. Engineering and- Inspection Dept, Aetna Life & Affiliated Companies, Hartford. Coon. ; National Corji, South Bad, tuftaag wmd Manager. Engineering Dept, f loaannnea Co, tTntonu. Maas. m tap Rods Ca, New Haven. Cotas. Office of Qn&n Defense, New York, A Y. Imm Sogt of Safety and Welfare. Dcdoth, Mtssabe & Im Rang* Kaltop Cb^, Duluth, Minn. Jenna Ijb EL 5am. Appe&tte Court, Cleveland, Ohio B. T. 5f--Vica-Presideni, ElSott Service Co. New York; X. Y. J. Gty Traffic Fapwr, Chicago, m. Dn. C H. Watson, Sopt, Vanderbilt Clinic, Cohanbia-Prtsbytcrian Urikal Center. New York. N. Y. G . Woouztex, Personnel Manager, Bcuck Motor Div., General Motors Corp^ Melrose Park, IQ. V. A 7.tifMl. Director, Division of Labor Standards, U. S. Deport ment of Labor, Washington, D. C, Beprewntatrm of the Conference of Local Safety Oiganixatiom George M. Burns. Director, Kamos Gty Safety Council, Kansas Gty, Mo. -. Rxyruen Homhann. Secretary-Manager, The Safety Council of Greater St. Louis, St Louis, Mo. Frank L. Jones, President, Greater New York Safety Council, New York, N. Y. Harold F. I-niw, Director-Secretary, Lansing Safety Council, Lan sing, Midi. Walter W. Matthews. Managing Director, Philadelphia Safety Counril, Philadelphia. Pa. ` Fkzn M. Roeseland, Secretary-Manager, Newark Safety Council, Newark, N. J. Cast L. Smith, Managing Director and Secretary, Greater Cleveland Safety Council Cleveland, Ohio Representatives of the Conference of Sections H. R. Bixler, Personnel Director, Mutual life Insurance Ca of N. Y, New York, N. Y. nil ix National Safety Council, Inc. W. F. Brown, Safety Engineer, Consolidated Edison Co. of N. Y, New York; N. Y. W. Gkabau Cole, Asst. Secretary, Metropolitan Life Insurance Co., New York, N. Y. G. O. Grifftn, Safety Director, Dravo Corp- Pittsburgh, Pa. E. S. Minou Safety Engineer, American Telephone & Telegraph Gl, New York, N. Y. . J. L Risihger, Safety Supervisor, Socony-Vactram Oil Co., New York, N. Y. Lx. Col. R. C Stratton, Office of Chief of Ordnance. Safety and Security Branch, Chicago, QL HONORARY MEMBERS Association or Iron and Sim. Encnuos Robert W. CAaraai * Lew R. Palmer W. H. Cameron - William A. Irvin John Stilwell PAST PRESIDENTS Robert W. Campbell Arthur T. Morey* Lew R- Palmer David Van Schaack* Ralph C. Richards* C P. Tolman Arthur H. Young Marcus A. Dow Lewis A. p Blois C. B. Auel* Charles B. Scott* Walter G. King Homer E. Nosz* Col. Henry A. Reningeb G E. Pettidone . C W. Bergquist J. I. Banash John E. Long Djl C H. Watson D. D. Fennell John Stilwell Deceased Commercial Vehicle Section Executive Committee 1944-945 General ChcdnTt&%--W- Robert Surra, Mgr., Personnel & Insurance, Scott Bros., Inc., 1000 South Broad St, Philadelphia, Pa. Standing Committee Chairmen--' Program--A. N. Baiov, General Safety Dir., The Greybound Corp., Board of- Trade Bldg, Chicago; 111. Contest--J. A. Emeleng, Dir., Safety &r Personnel, Olson Transportation Co., 2222 So. Western Avt, Chicago, Hi. Driver Award--W. L. Frigoh, Safety & Traffic Dir., Fred Olson & Son Motor Service Co, 4724 W. Walton Sl, Chicago 51, 111. Membership--H. D. Scheptex, Safety Dir., Auto-Owner* Insurance Gx, 615 N. Capitol Are, 1 anting; Mich. Central Region--TL J. Kmond (Chairman), Dir, Automotive Safety, Armour dc Co., Union Stock Yards, Chicago 9,11L J. A_ Aostoen, Owner, Aostgen Express & Storage Co., 274 W. 16th St, Chicago Heights, IQ. EL H. Goer. Safety Dir., Mistletoe Express Service, 10 N. W. Fifth St, Oklahoma Gty, OUa. J. P. McLaughlin, Personnel Mgr., United Parcel Service of Illinois, Inc, 401 N. Ogden Art, Chicago 22, HL J, L. Wehkeyee, Eng. of Traffic and Safety, Wayne Comity Road Commissioners, 3000 Barkan Tower, Detroit 26, Midi. Eastern Region--J. R. Lewi* (Chairman), Dir., Dept of Safety & Personnel. The David son Transfer fc Storage Co., 6201 Philadelphia Road, Baltimore 3, Md. ' A. A. Arnueius, Sept-, Engineering ft Inspection DepL, Hartford Accident & Indem nity Co, HO Williams Sl, New York 7, N. Y. B. A. Rennolbs. Safety Dir., Virgmia Stage Lines, Inc, 4th & Water Sl, Charlottes ville, Va. - R. G. jAsrcst, Senior Safety Eng., Navy DepL, Shore Establishment Div., 20th & D. Sts, N. W., Washington 25, D. G S. R. Kallins, Safety png-, Baltimore Transfer Co., Mooumcnt & Forrest Sts., Baltimore, Md. Southeastern Region--). E. Stott (Chairman), Safety Dir., Georgia Power Co., Electric Bldg, Atlanta, Ga. H. ML Clayton, Standardization Keg., Memphis Light, Gas & Water Division, P. O. Box 421, Memphis, Tam il. C Cox, Dir. of Safety, Carolina Coach Co, P. O. Box 1591, Raleigh, N. C. G. H. Lamm, Dir., Safety & Personnel, McLean Trucking Co., Box 213, Winston- Salem, N. C. F. W. Walker, Traffic Mgr., Crescent Operations, 920 Wihner Ave., Anniston, Ala. 1 2 33rd National Safety Congress, 1944 * O. Tilnee (Chairman); Safety Dji?, Uiytfd ^Pacific. luMaju <A Medical Arts Bldg* Tacoma, Wash; . . ' 1 .r , ' H. J. Bischoff, Pres* Southern California Freight Lines, 1121 Mateo St* Los Aafdc^ Calif. C. D. Calkins. Dir. of Safety. Pacific Motor Trucking Co., 65 Market St* San Fran* cisco 5, Calif. .. . .. E. L. Hank. Mgr., Vehicular Claims & Safety Dept*Consolidated Freightrays, Inc, 2029 N. W. Qttimby SL, Portland, Oregon. ` J. A- Latheop, Safety Supvr., Oregon Motor Stages, 506 S. W. Mill St, Portland 1, Oregon. Secretary--Paul H. Coburn, Fleet Safety Eng., National Safety Council, toe, 20 N. Wacker Drive, Chicago 6, 1U. ' . - .. Commercial Vehicle Section 3 . TUESDAY AFTERNOON SESSION October 3, 1944 Pi i mdiner W. F. Bbown. General Chairman, Safety Eng., Consolidated Edison Co. of N. Y, toe. New York Gty. How Can National Safety Owmril Program Materials Be Used to Bnttor Advantage A. How Accident Facte and Driven Letter Can Be Used to Move Advantage Immediate Past Chairman--W. F. Brown, Safety Dir., Consolidated Edison Co, of N. Y, Inc, 4 Irving Place, New York 3, N. Y. By jAMBft p. McLaughlin Pntocud Hit, Unsftad Pascal tqwes, Chicago Counselors--K, C. Haven, Safety Eng* Contmcntal Baking Ca, 630 Fifth Ave* New York 20, N. Y. T. B. Johnson, Supt. of Delivery, Marshall Field A Co, 601 N. Polk St, Chicago, HL J. W. Lord, Safety Eng., Atlantic Refining Co., 3144 Passyunk Art, Philadelphia, Pa. G G. Mobgan, Jr, Mgr., Div. of Operation*,'' American Trucking Association, Zac, 1424--16th St, N. W-, Washington, D. C. A E. Neyhast, Administrative Head, Institute of Public Safety, The Pennsylvania State College, State College, Pa. G. R, Wellington, Chief, Section of Safety, Bureau of Motor Carriers, Interstate Commerce Commission, Washington 25, D. C We have anutnMarf here to rittrass ways in whkh we can lower the occurrences of Nckkrda to oar employees oa Ok job, m4 that's a serious matter deadly serious. Is 1943--23,400 persons--afmrrg 1016 of the population of the dty of Denver--were killed in motor vehicle aerhfeats alone. Oar mission here t* oo <Atn| matter. The National Safety Covet) itoald be praised basNy foe raffing conferences anch as this and for its niaitinufiac leadenhip in the field of accidrnt prevention. It is estimated that the lives of 30PJDQ0 Amrnrmy have beco saved ttscc the beginaaag of the Safety Movement in 1913. The 9 Council has paved tha way for mo *nnr**` 9 and better safety work and supplies ts with I excellent advice as well as material* sod equipment. In a word, doing its utmost for our employee safety. Now it is oar re sponsibility--the responsibility of every em ployer, plant manager, personnel and safety man to carry to his employees the work the National Safety Coaxial has begun, and to use the materials and data available to the best possible advantage. Tbe accident statistics compiled each year are invaluable if they are used property as a basis for a thorough accident record inspection to determine and properly correct the unsafe conditions and practices of the driver's job. Information oo the ctrccnu- stances under which accidents occur, is in dispensable in planning a sound safety cam paign. Furthermore, accident facts axe startling and should be passed on to the worker so that be may realize the serious ness of the accident problem in general and. what W --age important, to himself periw*r Ewry warn is interested in his own per sona! safety. Joe Brown may not follow the roles of the program for safety that his employer is trying to enforce--simply became he does aot understand that bis safety m vitally tied up to that program-- bat be i interested m returning home in one piece ax the cod of the day to his wife and faooBy. How to get him interested in the fed safety roles and make him realize that feet safety and his safety are one and the same thing U the big problem of the safety man. At the same time then the problem m the effective use of accident facts is that of getting the attention of the employee to the facts, arousing his interests in the safety program founded on those facts and molding that interest into good safety attitudes. Of. the three, attention, interest, sad attitude formation, the gain ing of the employee attention is of prime importance. Without his attention safety cannot gain a foothold. Men pay attention to things that have attention gaining value greater than other things about them at a given moment. One of the best methods of gaining the worker's attention is to present a safety idea in a novel or different manner. The painted warning, "Watch Your Step,M on street cars and buses goes practically unnoticed I would say.. It has been there so long that most travelers consider it as. part of the car decoration, seldom realizing that they I 4 33rd National Safety Congress, 1944 should watch their step and go carefully; something different and startling with fre quent changes is needed to gain attention. Continually trying new stunts and ideas helps to keep interest in safety at a high pitch. Our latest move at United Parcel Service in Chicago has been to send a goat to the station having the greatest number of accidents for the month- No one wants the goat--the station manager and person nel that receive tt get razzed eternally by men from other units. This has helped our accident record and has given the boys a lot of fun at the same time. "Different" methods approaching your safety problem are especially necessary if you have a large group with which to deal. You will find that some respond well to one method--others to another. Campaign Connected In order to achieve novelty the safety man should never run the risk of trying to "put across" accident data by means of a campaign or contest which has no mean ing to the worker. The theme of the cam paign should have some connection to his wants or his needs. Constant personal contact with your em ployees will reveal the men's real interests and will give the safety direct. . % .duable ideas for his next safety move, hicom panies use employee suggestion boxes for this purpose also. Acceptable suggestions arc usually forthcoming when they are re warded by payment in war bonds or some, other prize; j Continued personal contact also allows' the safety man much opportunity to empha size his written safety directions. One of the best ways of getting safety across is a personal talk occasionally with each driver, telling him just exactly where he stands m the group. '* Let us proceed with our means of gain ing the worker's attention--anything moving catches the eye. One of the recent develop ments in billboard advertising is the use of moving objects. __ I Any graphic means of presentation such as, posters, diagrams and films have been effective safety training tools in the past and will continue to he effective in the fu ture. Again, we must be certain tint the picture or diagram is in symbols that the worker easily understands. A safety demonstration or a driver's safety conference is a helpful means in directing the worker's attention along proper safety lines--providing they are well planned and carried out. A safety confer ence should be short, peppy and to the point Incidentally, this provides another excellent opportunity for learning employee interest Often letting drivers and super visors in a given location get together and talk ovnr the hazards in their unit does much good both in interesting the driver and ip forming good safety attitudes. Intense stimulation Is successful as a means of attracting attention--as bright and contrasting colors in a poster. If the stimulation U varied and frequent it should do much for developing safety interest. To transform attention (once it has been gained) into a healthy interest and good safety attitude, the director usually must stress a given point in many different ways. Presenting startling statistical evidence on accidents of a certain type can be done in poster form one week, in pay envelope mes sages another week, and in safe driving signs for the dash board another week. The safety message or information must be stressed in many different ways and must be made an integral part of the worker's job. No man can develop a safety attitude without practicing it If a certain safety message is tied up with his job and prac ticing it is stressed, the safety attitude Will follow as a natural development. We have found driver's letters, written so cleverly by Paul Coburn, of the National Safety Council, especially effective in the formation of safety attitudes. They appeal to the drivers because they are written in "driver's language"--In easy, modern style. In the past I think this is where we made our biggest mistake. We dumped accident facts and data into the laps of our drivers and expected them 'to interpret figures, charts, diagrams and dry material when we should have made some effort to make it more interesting and tie it up with their own safety problems. To summarize--the best use we ran p^la> of accident statistics is to translate them into positive safety moves and make th^m the basis of an active safety program. Con tact with die employee and knowledge of his interests is the most important factor in putting across those statistics. Commercial Vehicle Section 5 ' B. How National Safety Council Awards and Dash Cards Can Be Used to Better Advantage By H. O. T1I.NER ' Safety Director, United Pacific Insurance Company, Tacoma, Washington Have you considered that you can't make men drive safely, that they must teams to avoid accidents if accidents are to be pre vented? Of course you have, but often we Safety Directors forget this basic law of human nature. There are many ways of creating a desire on the part of drivers to avoid accidents. The two fundamentals are; 1. Make the job seem interesting. 2. Make the job seem, important. Driver meetings, contests, bonuses, awards are all helpful because they stimulate inter est and impress the men that management considers the matter important enough to devote its time to these extra activities. The average employee will do the things in which his employer appears to be most hfercftcd In our own Fleet Safety Program we use National Safety Council awards because: 1. They are recognized nationally. 2. They are issued by a disinterested body of which we are a member. 3. They are issued under uniform rules which are well known throughout the United States acul Canada. We hare yet to find a safe driver award, regardless of it* intrinsic value, which has created more desire in the minds of drivers to want to avoid accidents than onr own National Safety Council awards. After the drivers' interest in accident pre vention has hffp aroused it is essential to keep that interest burning. This can be very successfully accomplished by use of die National Council dash card service. Id planning the dash cards, the Council staff covers the unsafe acts which cause accidents in proportion to their occurrence. In other words, if 50 per cent of the acci dents are caused by backing--50 per cent of the dash cards will cover that subject. If 25 per cent of the accidents reported are intersection collision--25 per cent of the cards are planned to point out the dangers of intersections. Eighty-five per cent of what we learn comes through our eyes. Our living habits arc controlled to a great extent by what we sec. Why do we ask for Chesterfields, Camels, Lucky Strikes or Old Gold ciga rettes? Obviously because wc see these products advertised in the street cars, in the magazines, oa billboards dozens of tides each day. Do you realize that every product that is sold nationally is extensively advertised on a national basis ? Why shouldn't we copy these successful mer chandising methods in selling safety? Hoar many boors of talking will it take m. order to get the same amount of safe driver training across to a driver as we accomplish in a few seconds by properly placing a dash card up near the rear view mirror m the cabs of ocr vehicles? How many times each day does a driver look into bis rear view mirror? Are you capitalizing on these glances to drive home your message on bow accidents can be avoided? How much of your . cident pre vention program is designed u* *how your drivers how to avoid accidents? It takes only a few moments each week to change a dash card, yet hundreds of times each day -you are reminding your driver to stay on his side of the yellow tine, keep a safe distance from a car ahead, not to pass on hills, to watch the blind in tersection, to take it easy on slippery roads, to look before backing, et cetera, simply by placing a dash card where the driver can't help but see it. It shouldn't be neces sary to mention to this group that if you are to get the most out of the use of dash cards they most be ^hanged regularly and they must be appropriate to your particular operation. Obviously, the Council designs the cards for all types of operation. There nay be cards printed which do not apply to your operation. Is such cases, do not use them. If the holder is left blank for 6 33rd National Stfety Congress, 1944 a week, it will do less harm than to display an inappropriate card. A few bus operators have suggested that the use of dash cards in buses might tend to make the passengers accident conscious. Our experience on hundreds of bus tines during the past five years has proven be yond a doubt that this argument is entirely without foundation. Human beings, if left to their own inclinations, will not act safely. Safety must be sold, so let's leant from the merchant. He and bis forefathers have studied and improved their methods since man was created. C. The Safe Driver Magazine and Posters By KARL D. PORTER Safety Director, Aero-Mayflower Traoait Co. Iixiiaiiepofw, lad. As aui integral part of the Fleet Safety Program the Safe Driver Magazine and appropriate posters are indispensable to the complete Accident Prevention Fro* gram. Their primary function is that they reach individually every driver--the man charged with the responsibility of oper ating safely over the highways and streets. These services are especially val uable to him under the conditions of war time hazards in driving. He needs all the information and support that be can get to keep him abreast of times, conditions and experiences in order that he may do his job of driving safely. The Safe Driver Magazine stimulates thought on the part of the driver by call ing to his attention the hazards of the seasons, prevailing current conditions and trends of accidents. It is kept attuned to things that are currently interfering with safe driving by pointing out the hazards that prevail at that particular season. For instance, the October issue calls attention to the hazards of night driving, fires, drinking while driving, brakes, lights and railroad crossing accidents. The . night driving is seasonal at this time of year. The proper use of rear view mirrors, the necessity of not drinking while driving and taking care of the brakes and follow ing too closely are with us a\l the time and are a repetition of other articles. They are arranged in form of wording and cartoons to attract the driver's attention. All this material, - together with experi ences of others, some statistics, bad prac tice examples and jokes for amusement, make it an interesting magazine which the drivers look forward to each month. Its main function is to keep the drivers thinking in the line oi accident preven tion and safe driving and if you can keep them thinking about it, they will drive safely. Great care should be given to see that each driver receives his magazine and that his atentiou is called to it either through direct Contact or by tbe repetition of some of the material in talks or written bul letins. The Safe Driver Magazine has its uses in discussion of accident causes -with drivers since you can call their attention to parts which discuss hazards common to all drivers and particularly when they have been involved in accidents of the type mentioned. For instance, on the highway it has become a more or less common practice among truck drivers to double up on trips where two or more drivers of the same company or other drivers with whom they are friendly will proceed over the same route. This is done thoughtlessly in most cases, not thinking what they would quickly be forced to do In case a car {Milled in front of the lead- truck or made a sadden stop for another reason. As they get into practices of driving without thinking of consequences, they may follow any par ticular bad practice. By keeping this mag azine handy and talking to drivers about individual accidents or in meetings, you can then refer to a particular subject that has been prepared and they have read about in the magazine. The repetition of familiar matter to drivers is helpful inas much as they already have some of the .thought in their minds, and they don't have to follow too closely to digest it thoroughly. This again points out the Commercial Vehicle Section 7 advantage of having material in the driver's bands that he can be familiar with and which cannot be brought to bis attention effectively in any other way. The posters are particularly essential as they attract the eye, and we are told the average individual' acquires 82% of his knowledge through tbe medium of tbe eye. These posters are also kept tuned to prevailing current conditions or in anticipation of seasonal hazards. They should be posted in a conveniently vis ible location where they will attract the eye of the driver, preferably on a sep arate bulletin board, in a well lighted place and under glass, if possible. Changed at Intervals They should be changed at regular in tervals, preferably each week in order that tbe drivers may be looking for the new posters thus retaining their interest and not becoming stale on this part of the program. Those things that fit your per sonnel more particularly would be more effective on a separate board. If posters are tacked on the wall or put on a bulle tin board with various other materials, such a notice of changes in routes, letters from drivers in service, newspaper clip pings, etc. they will lose much of their effectiveness. '. Tbe posters have tbe particular advan tage of attracting the eye of the drivers to the point of promoting discussions among themselves of the hazards which the posters point out. By these discus sions they will educate those who have not had the particular hazard brought to their attention. As an educational feature, they are in a class of their own. Drivers will begin to watch for the change of posters and be reminded of situations in which they have had near accidents. In many cases the discussion which this in volves will bring out points to which they have not given thought as safe driving is the accumulation of our experiences or those of others. To sum up what you really want is to have these posters placed in a location well lighted, placed by themselves where they will hit the driver right in the eye the minute be walks in the room or other congregating place. If they are handled in this manner they will be successful in helping with yoar Accident Prevention Training Program. D. Visual Safety Education By ROT ALEXANDER Aui. Mgr., 8*ricty and Panoond. Rcnacytatina Greyhound Lima, Cleveland How does visual education compare with other educational methods would be a good question, particularly in view of expense involved. A very early philosopher and teacher is reported to have said that one picture is worth ten thousand words. This probably is as good a way as any in sum ming up the value of visual education. There U no question as to whether visual edneation is desirable and our thought should be given towards determining the most effective methods of using films. There are, of course, certain limitations of visual suds. The picture must be appro priate with enough description to focus at tention on the desired point you want to get across to your men. The National Safety Council films are considered by us as bring complete in this respect. However, - we do favor the slide films over, sound films be cause of tbe opportunity to ad-lib and to bring out certain experiences which we have had. When using the silent slide films, it is almost essential that the inscriptions be read as the picture progresses so that no one is hurried. It is important that the leader be entirely familiar with the picture and prepared to make proper comments at the right moment Any hesitation or unfa miliarity of the subject on the part of thee leader will cause a break `in interest nod tbe whole value of the picture may be lost Tbe next important requirement to assure success of visual education is to secure the right kind of film and center your meeting around the film -chosen. Seasonal pictures. s 33rd National Safety Congress, 1944 such as winter hazards, would be appropriate at the approach of the winter season. How* ever, this should be the only picture shown. Other types of films, such as news reds, have no place at safety meetings and will only distract and defeat the entire purpose of your program. We, in the Commercial Vehicle Section could be of great help to the National Safety Council in making xxp future pictures by offering- suggestions on how certain problems confronting us might be overcome through visatxl aids. We are supplementing the Council films with a scries of oar own and these are based on acroal experience. Our highest aotiem frequency types are side-swipes, rear-end, and tatcrscctioo acci dents, and films have been centered anmd these, using actual arricknt scenes as Shtrations. Safety Practice PtmifWrti We have foood these pnrnpMrts very help ful with an abuodaucc of varied materUL The effectiveness of tins material is, of course, determined by the use made of XL The ideas most be gotten across to the men and this brings up the question of the method of presentation. To get out and talk to the mot or write them personal letters is good, but not enough. It is necessary that you have the whole hearted support of the entire supervisory force and get them thinking and talking safety. You most eliminate the supervisors* idea that safety is your job and not theirs by impressing upon them that the existence of your company is dependent upon safety with the result that safety is everybody's job and more so the supervisor. It is your supervisor who has the greatest influence over your men. Fleet Safety Mcnao* These papers are also of considerable benefit house they acre the mediums of changing kirns This helps one from bemmkg tsoiatrd fra safety progress else where. Here, agtia we ns the operating field can fartfaci add the National Safety Council by keepeag there afffiod with information as to what we are deiag to further safety. These acaas also caareres timely materia! tisat oat Vc asad as a uihiis for bulletins and jfrirwaf lcam re employees. WEDNESDAY HORNING SESSION October 4, 1944 Vehicular Safety lor lirlielry Presiding; W. Roarer Sarnie, Mgr., Pmureel 4 laaiwif. Scott Btql Inc, Philadel phia, Ps. Th Detroit Cooperative KVtrar-Tiuaiiuy Project " By WILLIAM C. KEKXITT Safety od Pervaosael Dk. Trwrbiag lac.. Detroit Early in 1943 trade operators o> and around Detroit, Michigan were looking for assistance in marmuig their tracks with competent drivers. This situation was brought to the attention of the appraticetraining service, War Manpower Omiafi* STOXL * _ _ __ The Detroit cooperative driver-training project was a result of the training plan developed by the apprentice-training servk of the War Manpower Commission at the request of the trucking industry. My use of the term "trucking industry" all of the cooperating companies which aachade the Mk&gaa Tracking Asaor'ariM. the Greater Detract Local Cart age Aaaoriatiea. and the Common Carriers of Michigan, together with the Joint Cocntil Ka 43, Tcaouttn, Chauffeurs, Wmbooaeata, 4 lidpeis of America, and the further topuaioa of the governmental agencies stack are the War Manpower Ccenmisson. Uncled fftttel Employment Serv ice, O&e of nrfr--c Transportation. Transportation Crepe of U. S. Army, and tire Detroit Bored of Efcutinn. acting as Commercial Vehicle Section 9 agent . of the United States Office of Education-Defense Training, who financed the actual operation of the training center. The training period for drivers consisted of a two week period of 96 hours, of which about 709b of the time was spent in actual practical experience. The outdoor practical instruction was supplemented by indoor classroom work to provide variety and to maintain the interest of the trainee. The outdoor instruction includes a complete equipment check of tires, gasoline, oil, water, lights, and safety items. Driving a tractor minus trailer, double clutching and gear shifting. The trainees are given this instruction gradually, especially if they have had no previous truck driving experience, so that they will gain confidence. This was followed with coupling and uncoupling of the trailer, driving a tractor with trailer attached, right and.left turns, proper braking and backing up to loading docks. The training of backing to a loading dock was covered by having about a dozen examples of loading docks, which were out lined on the training lot, representing about every conceivable tact in backing satisfactorily to the dock. Backing up for U turns, S turns, L turns, and represent ing all types of places the instructors could imagine. These were replicas of actual docks, experienced by the instructors. Trainees also were shown the elementary principles of air, booster and mechanical brakes, steering equipment, tire care, engine idling, and electrical equipment Emergency breakdown procedure and proper distribu tion of loads were also demonstrated. The practical training with the equip ment also included proper procedure for the utmost safety in all emergencies, that is: In case of a breakdown, day or night, to immediately put out bis flares or flags whichever the occasion required, for them to be properly spaced to insure die utmost safety to the driving public; in checking and use of* fire extinguishers and equipment, such as extinguishing fires on drivers equipment, or any emergency, such as a fire oo any motor vehicle the driver may cocne in contact with. This practical training was amplified by impressing the trainee with the fact that prompt action in emergencies definitely held casualties to a lwlt(inimi|i The practical driving experiences and safetv precautions taught the trainees, were cooramated with class room instruction with visual education through motion pic tures, blackboard demonstrations, instruc tions, instruction on dty, state, and na tional driving ordinances and laws, together with the rules of the Inter-State Commerce Commission, and familiarity with company manuals, the proper filling out of driver logs and mileage books, care and conser vation of equipment, the proper knowledge of invoices, bills of lading, etc., first aid courses, stressing road-side treatment of injuries, and artificial respiration. Class room reviews or ora] tests were given on all of the subjects taught, to insure a better understanding of the subjects covered. Two representatives of insurance com panies alternated once a week in giving thirty minute talks on the importance of highway safety. They also demonstrated how to fill out an accident 'report properly. John Cross of the Commercial Drivers Relations Bureau, of the Department of Public Safety, Detroit Police Department, spent three 4 hour classroom sessions a week with the trainees, and in various phases of this instruction he was assisted by Driver Instructor Edson Smith, two tune national driving champion and myself. ' On the driving lot Mr. Smith and my self were ably assisted by Dan Wall, vet eran driver, who was loaned to the project by Mr. McGowan, general manager of the Michigan Cartage and Storage Company of Detroit Mr. Wall spent lime equal to six half days each week. You may wonder at this abundance of instruction, but please be ad vised that practically all instruction outside of the classroom was individual instruction. Companies Sign Agreement There were sixty-four companies who signed agreements to participate in this driver training project, but due to the war manpower situation only nineteen com panies sent trainees through the training center. There were 186 trainees enrolled, of which 68 completed their training and were graduated, and are now employed by the cooperating companies. The bal ance were screened out for various rea sons at the training center, and I would like to point out the value of this screen- 10 33rd National Safety Congress, 1944 mg process, which saved much grief {or the participating companies* * One of the outstanding results of this screening was that those who could not qualify eliminated themselves one way or another in the first four days at the train ing center* Please hear in mind that without proper training opportunities and screening tests these men might have eliminated themselves from the industry by having a major or fatal accident driving your truck. I would like it to be noted that no trainees -were eliminated except by the unanimous decision of all the instructors, on instructions of the training committee. The driving equipment used was loaned to the training project, and included the following equipment loaned by these com panies : ' One Chevrolet and one G.M.C. tractor loaned by the Fisher Body Company Three 22 to 26 foot trailers loaned by the Fruehauf Trailer Company ^ One Ford tractor loaned by Detroit Trucking Company This equipment was at the driving center at all times, and was supplemented by occa sional loans of equipment from the follow ing companies: Caldwell Motor Freight, Inc. Inner-City Trucking Service Red Star Transit Company George F- Alger Company Trans-American Freight lines Fofd Motor Company J. E. Begin Cartage Company U. S. Truck Company, Inc. I emphasize this to show that even in these times of acute shortage of equipment complete cooperation was given by some companies to the training project. The va riety of equipment loaned made it possible to give the trainees diversified training. One of the highlights of this training . project was the use made of* the training by The United Lines of the North,* headquarters, Mexico City, Mexico, who bad just purchased equipment through the Xft-yif-an government priorities, tractors from Federal Motor Trade Company and trailers from Fruehauf trailer company, which delivery was accepted at Detroit and driven to Mexico City. This company sent six drivers to Detroit to take this equip ment to Mexico. They ad had previous experience on straight trucks only and as these were heavy duty trade and trailer equipment, arrangements were made for these drivers to take the full 96 hoars of training. These arrangements were made through the Federal Motor Trade Company and Fruehauf Trailer Company acting as agent for the United Lines of the North. Training instructioos were transmitted through two of the boys who could speak Fjnyii&h nd alt passed through the train ing. period, final tests and exams with fly ing colors. . This company wrote to me expressing the greatest satisfaction on the results of the training these drivers received, stating that they were amply repaid for their cash out lay, because of the ability and knowledge the drivers bad gained. They were to be used to train the balance of the drivers workufg for the company on their return to Jdexico. Given. Thorough Test At the completion of the training period, all of the trainees wefe given a thorough driving test in all manipulative problems at the center and were given oral and writ ten exams on every subject covered during the training period. If they failed on any subject or manipulative driving problem, they continued with that activity until they had passed the entire examination 10096. We who were intimately connected with this training project, and those represen tatives of the companies who bad received the most benefit from it, together with the representatives of the insurance companies are unanxraoas in oar opinion that these training projects should be universally established and cootinned on a national scale, wherever conditions will permit, not only to train new inductees as drivers, but to retrain many of their present tens of thousands of trade drivers. Our ihinlfing oa this subject at this time convinces us that the enormous saving os equipment alone will warrant this training activity. The saving is accidents and the in creased safety to the general public should very definitely reduce accidents enough that the difference m insurance rates based on accident frtqaqxy should more than main- Commercial Vehicle Section xx tain* these projects. Please be advised that in establishing these training projects, there are agencies available to develop training programs, and to establish training center projects, and they will furnish the in structors. The only obligation of the in dustry is to provide equipment and the trainees. As time goes ou, definite standards of driver efficiency should be established, which standards are badly needed. , For many years the railroads have sprat considerable time and money training en gineers and crews. Trams are confined to tails and they also have electrically con trolled Mock signals to keep them out of danger. Steamship companies spend considerable time and money m training men to control ships at sex ' Airplane companies spend considerable time and money m training airplane pilots. Airplanes today have every known safety device and the sky is their ceiling. Truck operators for years have done very little training of truck drivers before put ting them in a cab and sending them on long trips with expensive loads and equip ment, praying to God they come back in one piece. The. industry owes to itself and to the general public at large to investigate these trends * of thought from a constructive angle, that vriQ bring about an increase in safe driving conditions, which will result in the preservation of equipment, curtail ment of property damage and loss of life. In conclusion, I would request that the industries take such steps as is necessary to: . I. Establish training center projects and driver qualification standards and is sue qualifying certificates. These projects to be under the consulting supervision of the industry. ' II. All new drivers hired by any company ' shall be sent to the training crater for practical examination as to quali fications, and receive a qualifying certificate before being permitted to actually go to work on a track. How to Got Bottar Accident Reports By S. J. SUOKD Dir., Automotive Safety, Armour ft Ca, .Chicago A unified system of accident and com- * themselves are too complicated and too time plaint reporting is an important part of the consuming. Drivers sometimes neglect to work in accident prevention, and in the make any report of accidents because of the handling of the acodcat cases themselves. fear of adverse criticism or the application Obtaining complete reports of acodoats of a penalty. is ooe of the most difficult undertakings in Our efforts, therefore, must be directed our work.' This is particularly true today, toward the removal of all of these objec when most of the sections of oar uxjutiy tions. These men must be shown the actual are experiencing a critical man-power short cost of their own accidents--in money, to age. suffering, and m time lost, not only by the The reasons for the apparent lade of co operation on the part of drivers and super injured parties, but by all who must care for them, their families and their work. visors m filing reports are varied. The press The using of prepared forms rather than of other work is frequently offered by both trusting to story-telling abilities insures our drivers and supervisors as die reason for having complete, uniform reports on all their not making the proper reports. Many accidents without a great deal of corrwpond- of them seem to feed that the completing of cnoe. Even though, at some future time, reports of accidents is relatively unimpor the driver is not available, we still have all tant, while the other matters entrusted to of the information in such shape that any their care are the ones that are really one can use it Another advantage of the making money for the Ctxupaury. Occasion prepared forms is that of having all of the ally there are complaints that tie report! facts listed in a given order, so that in 12 33rd National Safety Congress, 1944 preparing general surveys any item or items may be extracted with ease. It must be made clear to the drivers and supervisors bow these reports are used to prevent the successful prosecution of fraudu lent claims oo the part of other parties involved in the accidents, or claiming to be involved, and, what is even more important, bow these reports are used as the basis around which the company accident preven tion program is built This is sot only for the benefit of the company, but is a pro tection for the individual worker and for his job. While the loss to the driver and his family in the case of injury is fairly obvious, it must be recognized that especially in these days of war time shortages, every vehicle that is put out of running order means at least one idle worker, and the work that the vehicle involved could have done remains undone. The drivers and supervisors should have pointed out to them the dollars-and-cents cost of the vehicular accidents of their own company, and this sum should be com pared to the amount of work that must be done by all the members of the com* party to give a profit approximating that sum. The amount of this great loss of time and effort will probably come as a shock to most of them, and will give them the incentive necessary to get them to cooperate in any efforts to prevent accidents or to prevent any third party from taking undue advantage of the company. . The drivers should be brought to the realization that their best protection against any unjust complaints of outriders lies in filing complete reports before the com plaints are received from the outside. Re ports may also have to be filed with local or state police within a given tone, or a penalty assessed. Many companies have a system of penalties which, in some respects, provides an even more powerful motive to making prompt reports* A lay-off or a dis charge may seem to be rather drastic, bat it is effective. ' As far as the accident report forms are concerned, they are- for us to consider and, perhaps, revamp.- The first things to be decided are how many and what kinds of reports are absolutely necessary. This will depend, to some extent on the size and dis-. tributioo of the fleet. If the vehicles are all in one place, under one management, the reporting and (he investigation of accidents will probably be somewhat simpler than in companies whose units are distributed over a large area under many supervisors. Determine what use is to be made of the information gathered from the various reports to be completed. Then the Type and number of reports can easily be decided upon. Some of the larger fleet operators will find they need many and more compli cated reports,' while some of the q*grik-r operators will need only a few, simple records. . . Forms Kept Simple 4 - No matter bow marry forms are reprised, theymust be kept simple and dear. There should be no ambiguity in the questions, or the individual filling out the report wifi be confused and we will not gain a true pic ture of the circumstances. There must be ample space provided for the answers. In this connection, it must be remembered that natty of these reports will not be typed, and that printing or handwriting takes up muds more space. Incidentally, it has been found that printing rather than writing on these forms greatly simplifies the handling of the claims. Where the person filling out the form is unable to answer a question, be should insert "not known." It las been our- experience that the average driver does not make out a good written report as be is neither a journalist nor an author. Wher ever it is possible, therefore, it will be found that if check masks are requested, rather than answers, clarity will be insured. This difficulty may* be sonmxmtcd in an other fashion as well--through the use of diagrams, where possible, instead of the narrative form. Each driver should be given complete in structions on what to do in case of an accident. This knowledge will help prevent his getting rattled, and will enable trim to take care of persons, vehicles, and product promptly. He win know exactly what forms are to he completed at the scene of the accident, bow, and by wham they are Co be completed. These instructions may be given in the form of a bulletin issued to each driver at the time he is hired, and at intervals thereafter, or way he printed on the envelope containing forms to be used at the scene of the accident. A combkotaun of the two methods would probably prove most satisfactory. Among the forms and .methods usrtf v Commercial Vehicle Section IS our Company in the reporting of accidents are the following: > Each vehicle in our fleet Is equipped with act "accident kit" which contains all of the forms to be osed at the time of an accident .--accident report, witness cards, claim rep resentative directory and exoneration cards. Our driver* uses a condensed, pocket-size report which captains about two-thirds the Information provided for on our regular company accident report form. The advan tage of this small accident report is that it is baady to use ai tbe w*ne of the acci dent as it is only 4x7 inches in size and is printed on fight cardboard stock. The'driver makes out a regular accident report, in detail, upon his return to the garage. The supervisor observes Its com pleteness by comparing the primary report with tbe regular report, and be requires, the driver to make any necessary corrections. This policy has considerable psychological effect baaose it impresses the driver with tbe importance of his statements. To make sure that we get -the best pos sible picture of tbe accident, we have intro duced a supplemeatary report, which is an* enlarged collision diagram on which the driver places ail of the vehicles, persons or objects involved in the accident, and calls for tbe following information: Direction from which vehicles were ap proaching before the accident; same for pedestrians; point of collision; and where vehicles and/or persons came to rest after collision; landmarks from which to measure distances. In cities, bouses and business places are used to identify locatioa as well as street numbers. In rural areas, numbered electric power or telephone poles are used. If there are no numbered poles, we use advert bcadwalls (numbers are recorded), if any, and miles to nearest town or city; a full description of what took place before, during and -after the collision; complete mfomutko regarding injured persons, inthose who chum to be injured and anyone whom tbe driver believes to be in jured, even though they may state that they fonre woe ha bet; aa estimate and descrip tion of the damage to cadi of the vehicles Imsolmai m the athkitf; names and addrtaw of wirnruri, and descriptions of Vkaaflher Vehicles Am* dMdcriifics of tbe highway and adjoining property which help in giving a dear understanding of just how the accident occurred should be shown. In completing the diagram, have the driver number the vehicles, and use those numbers whenever reference is made to any of such vehicles. The collision diagrams mentioned above are not a substitute for the first accident report form but are a supplement thereto, and are used for statistical study in acci dent prevention and dairo analysis. When these facts, incidents and circum stances are recorded while still fresh in the minds of our drivers, we arc provided with all of tbe information necessary for the handling of these cases, and are in a position to refresh the memories of the driver and any witnesses, because of legal actions being instituted. Another report that has been found to be of great value to os is tbe record that is kept of the individual drivers. Each man's personal history and accident record is kept on a separate sheet. This is valuable if a system of awards for safe driving has been instituted. If this record is complete, it will also show the type of accidents that any driver has had and it is readily noted if the driver has more than one accident of a given type, or caused by similar, condi tions. One effective way of showing this is 'to. have a diagram of a section of rood way with various types of street crossings, curves, railroads, and so forth. All accidents are shown on die same diagram. Overlap ping of any of the comStioos of the accident will be unquestionably displayed. This personal record is also important in that it gives some of the information required by the 1/ C. C. oa accidents occur ring within its jurisdiction, and which in formation Is not ordinarily, contained on accident reports. An individual vehicle record is of great assistance in several ways. It, like the individual driver's record,-gives information required by tbe I, C. C- on accidents occur ring within its jurisdiction. When an acci dent occurs, there ia often a claim that there was a mechanical failure of some type. Tbe vehicle record will indicate what repairs or replacements have been made on the vehicle in question, and when. Even though v there is no accident involving a given vehicle, the individual record will, if 14 33rd National Safety Congress, 1944 periodically checked, serve to Taise the level of preventive maintenance. It is also advisable to have regular re ports submitted by the drivers on the con dition of the vehicles entrusted to their care so that the proper repairs may be made before any accident has occurred. After the accidents have been properly reported and investigated, the hies should not always he retired Some of these acci dent diagrams--minus identifying names, of course--may profitably .be posted on the drivers' bulletin boards, or the cases may be discussed at the drivers' meetings as ob ject lessons. Where the system requires several re ports to be filed at stated intervals, there should be a regular follow up system insti tuted so that <tbere wfli be no long lapses of time between the receiving of the various reports. The persons responsible for the filing of these reports must fie aware of the importance of this part of their work as delays greatly increase the possibility of unnecessary losses in case of fraudulent claims. These losses may, of course, come about directly, through the payment of the Harms, or indirectly, through increased in surance rates. . Courteous Treatment Important Drivers should be assured that courteous treatment will be their lot when they come m to report an accident. None of us is at ease when faced with stern, critical eyes, and a driver who has to face the "Boss" with a tale of a wrecked truck, injuries, or property damage to others has a task diffi cult aaoagji without bdag censured at that time. When the report of the acodeoi is being made, there should be no ditemrion of "Mane." All the supervisor or investi gator should attempt then is the gathering of the facts surrounding the occurrence. The driver should have impressed upon *"? that what is wanted is a complete, unbiased statement of the facts of the case. Occasionally a driver will ocmt reporting an accident hccasnr of bar of wfrrcrac criticism or the application of a penalty, if the company has m system of y--It must be pointed out to the kiwis *** the harm that may be done hr Adr aostxmg the reporting of aocidcuts mmy he grrater than any gain they cooM pcosaMy hove through such omission After aB. the com pany wtb probably find out about the acci dent . anyway,, and irreparable ham may have been done because the company has had no opportunity to Investigate the circamstanoes of the accident. One thing we must guard against and that is making the drivers too arridmt con scious. We are primarily wdcitsteif in the prevention of accidents, and Aould there fore stress safety rather than acddosa/ The Use of Visual Aids in Fleet Accident Prevention By C. D. CALKINS Director of Safety, Pacific Motor Trucking Company, San Francisco, CaHf. By raising your hands, will you answer a question? How jzsmy of you saw me remove my coat and put it hack on and woodered why I did it? Now will you also, by raising your hands, tell me if you remember the seven words I said while I was removing my coat and replacing it? That proves an important point in visual education. We are told that 4/S of our knowledge comes to us through vision---and only 1/5 through the other senses. The reason I tried to mislead you was to illustrate that visual xmprcssxons domi nate and are retained longer than impres sions made merely by the spoken word. That is why raiUy good speakers have a large repertoire of gestures^ they act oat their story so as to coordinate the audi ence's sense of both hearing and sight. What does this mean to us in the acci dent prevention field intftfay as reaching our problems -- the drivers, dock hands, loaders, mechanics, apd same supervisors who must be engineered into safely con sciousness, and taught the proper perform ance of a given duty? The fleet man is confronted with the problem of reaching and teaching individuals who are by neces sity away from dirah supervision over H of their work day. By comparison, the Commercial Vehicle Section IS tCNfestxial safety man has almost constant over his people through departmental supervisors during their entire on-the-job period. ' Nothing takes the place of direct con tacts as an and enforcement aid, but our topic bat is what to do when we have to reach our personnel largely advertising, we keep our bulletins short pnH snappy. We are sure of our facts. We are positive but not arbitrary. We write in a manner which indicates we understand the driver's problem. Wc leave no doubt as to the interpretation of our subject. Wc cover many of the subjects a second time to Supervisors so they may follow up. the use of the written word, which We have another way of appraising our is a focss of visual education. We at Pacific Motor Trucking have the problem of reaching personnel because we operate over 7 western states from nearly 100 smcoonected terminals--five units there, one here, or fifteen there, and 250 here, so personnel, too, through the means of a Driver's Manual, recently reissued for the third time,-and in which is the accumulated background of 60,000,000 miles of truck operation and fifteen years of experience in doing things the way we want them rlonc. o*i to the tome of almost a thousand. Reach- < og an organization as loosely knit, geo graphically as ours, requires more than the usual amount of the written word, and more cttupkte coverage of many subjects than iKrrti when it is possible to get employe groups together. This may be as seldom as once in four When it is possible to do so, groups rarely exceed 25 or 30, so we dig in pretty bard. We use, as a result of this condition. a heavier mail campaign lion mosir organizations. Our bulletins on yx-ofdrnt prevention go out regularly on the first and 15th of the month, and on special occasions when necessary. They cover al most everything in the field of transporta tion safety---firm policy, public relations, and many other topics. Wc try to make them readable so as to induce driver interest in than. Same of them are strictly on the goofy side, purposely made as funny as possible with arise cracks, truck driver jar gon, and humorous accident situations. By so doing, the drivers read them all--in cluding the ones which are strictly informa tive. We attempt to avoid sterotyping any subject, regardless of nature or importance. We avoid statistics, fancy or stilted lan guage. Neither do we mince words when necessary to trifl our men what "hog ate the cabbage."* We fed we are not dealing with children, but intelligent individuals who do not have to be talked down to. We merely attempt to pass necessary information on to than in a palatable manner. In writing bulletins, we have a definite pattern which we try to follow. It in volves several tiriags:-- We have the problem of operating under many state laws and the ICC Regulations --as well as in marry cases where operating on railroad property or performing duties coincidental to rail movement of freight, we must observe railroad rules. This means fr*t we require a considerable amount of operating knowledge on the port of every driver. Wc list nearly 200 operating procedures which cover most everything, including basic company policies, the ICC rules, safety, equipment operation, maintenance, and even a list of forms used in transacting com pany business. We are firmly convinced of the importance of having all operating rules under one cover as t eliminates many questions and errors on our wide spread operations, and is an aid to good supervision as well as efficient and standardized opera tion. We use every possible means of reach ing oar personnel in addition to direct supervisorial effort. Among the aids used are such material as posters, bulletins, mod els, charts, blackboards, maps, film strips, motion pictures, and slides. All of these articles have a definite place in driver training programs, of which acci dent prevention is only part. They are more or less common educational aids, still I can not help but feel the industry as a whole is not paving full use of them, and is prone to use those easiest to obtain such as cab cards, booklets, and posters furnished as a part of Council memberships and let it go at that The Council has a good bulletin on the handlrny of this materia), which is Se0m*a*fcty required reading. Wc are selling safety on paper and along Fve been one of those who has, on occa with the rules of good salesmanship and sion, complained about some of the mate 16 33rd National Safety Congress, 1944 rial as being too general in application; nevertheless, most of it is excellent if used properly. I'm sure we in the field can help this condition if we will ooly advise the Council of our problems. If enough of us give out with ideas, a better cross-section of fleet problems may be ascertained, thus helping the Council help us. So much for commercially prepared printed material. Our real problem is to use to the best advantage the excellent ma terial to be found right on our own opera tions, and adapt the general information to local situations and m terms familiar to our own personnel. * We may be wrong in our point of view, but the PMT Co. feels that our personnel is far more interested in situations they know about and are familiar with, particu larly when the subject is educational in nature and certainly in accident prevention. Our efforts are most definitely in this di rection, regardless of the means we use to convey our message. An example of working out your own problem is our Los Angeles operation, where, admittedly, we have had real difficulties-- {exceedingly high turnover, 253% in the 3942-43 period, and.a peak traffic area). War time troubles, each of you have in various degrees. Acodeat Rates High By national standard, our accident ratio was and still is high. The N.S.C. National Fleet Contest didn't turn a hair on our per sonnel at LA_--left 'em cold--but after we laid the ground work, our older employees to have a contest of our own which, by the way, was what we were waiting for. By open lottery we broke our own opera tion into 12 teams, each with a driver optain and a supervisor as advisor, competing with each other on a quarterly basis. Our accident ratio took a decided drop within a month. A great deal of interest was gen erated and after many months, is still going strong--mainly through much publicity cou pled with a suitable training program for both supervisors and drivers. The team cap tains, incidentally, when assigned a new driver, are responsible for his education dur ing the student driver period. A six by six foot bulletin board on which the teams are listed was put up and each individual's and team record is kept quar terly fay use of colored gummed stars. Gold for no accidents, green for an accident of a non-chargeable type, and red for a charge able accident Here was a place where we made our own rules to suit a local problem. We had to sell it, and the short duration of contest starts everyone off even every three mouths, thus we are able to keep things hot. At the conclusion of a recent quarter, Los Angeles newspaper reporters and photographers covered our award meet ing at which the winning team received new uniforms. Always take every Opportunity to give individuals public credit. This sounds elementary, almost first grade stuff, but it has really worked in our case. Most important is that it worked after try ing a great many things commonly used to obtain employee cooperation under normal labor conditions which certainly do not exist in Southern California cow. The* most gratifying thing about our at tack on this problem is that in 1942-43, when our labor turnover was 253%, we reduced our frequency nearly 15% under the 1941 -42 figure. The 1943-44 figure up to date is far lower as the labor turnover since the labor freeze' has permitted us to do more driver training and give some atten tion to selection, which we threw by the boards in late 1942 until late 1943. The only requirements we did not relax on was our physical examination, which every em ployee receives. Every safety man has a safety meeting problem. We call them aeddent prevention meetings, because "safety'* is a too gen eral term, every employee can prevent acci dents, hut safety is something the other guy needs. I'm a fanatic on the subject of transmitting acridept prevention practice into company terms and situations, and T do not like most commercially prepared safety slide films and motion picture films. We have a camera and a slide projector, and make our own slides in color. We use 2" x 2* slides. We stage most of the vari ous safe practice procedures and accident situations so they may be discussed at meet ings. Candid shots are hard to get unless you are lucky, and are seldom used. We are able to show our own equipment bring operated in the manner we want it operated, which--in many cases--is different than as shown in a commercial slide or motion pic- Commerdal Vehicle Section 17 tore, films. We prefer the positive approach at all times. Color brings a great deal to safety slides, we feel our Company colors are photogenic, and have taken advantage of the fact. Com position is important too. Distracting hackgrounds are to be avoided when taking pic tures of an educational nature, and above all, technical correctness is extremely impor tant because a driver is the first one to spot a situation be knows isn't right. In fact, I have had them epot hems. I never considered as being wrong. Equipment, even now, may be obtained to do tins work. Our outfit cost less than $200, cmaa* and projector com plete, and it's worth its weight in gold. We have both a s&de and sound motion picture projector. For real traxacog, the slides are best, because they permit discussion of every point, which a motion picture does not. Hihk Color We are fortmte as we have access to the parent company's photography depart ment and its terhmriarts. We are just som starting to make our erwn motion pictures m color on safety and driver tratnrng -not be cause these isn't good material available, but because experience indicates oar own pro motes greater inicrest and enables os to put our point over just as we want it. You know, seeing fellow driver Bill Jones and your own trade and maybe yourself in a motion picture does something for morale, too. Don't think it doesn't. However, if you use commercial notion pictures, here's a word on selection of films for training pur poses. Be sure you have previewed the film and are familiar, with its entire text, then introduce the film to your group, describe what the film is about, the source of infor mation, and its factual basis, how you want the data applied in the event the film differs from your own methods. Never turn a training or safety film loose oo your drivers unless they have been prepared to receh it --particularly sa its adaptation and use for correction of some local problem. This is important, as too often we may feel the film in itself is self-explanatory. Make sure the group knows what you want to accomplish in showing the film. Speaking of visual aids in connection with aeddent investigations, we have found small toy automobiles and trucks on a flat black board marked with various street plans comes in handy when discussing and analyz ing aeddent situations. Many drivers can not do justice to themselves in an aeddent investigation when they try to stand up and explain the aeddent factors. Use of the toys gives them a chance to think out and explain a situation easier and more clearly. I bdieve all the subjects just covered have practical application in fleet accident preven tion. Our job is first one of salesmanship-- an invitation to learning -- call it human engineering if you wish because no arte will accept education, particularly an adult, un less' be is sold individually on his own need fin- what as being taught. I bate the word "education," bat nevertheless oar job is just that and the more methods we use as an aid to learning, the more we will accomplish in our chosen field.. Safe Ddtu Awards and Methods of Presentation By SLOAN CHILDERS Sifitr Eng-. Southwest Ice and Dairy Products Co., OUabcns City There is a great deal of difference in the method of presenting awards now and be fore the war. I am going to tell you how we presented awards before Pearl Harbor* In the good old days, we presented Na tional Safety awards--these are the only awards w ghre--to all employees who earned than, both drivers and plant em ployees, met cask year. By giving the awards yack, instead of presenting them inMAmfe a* *9 are canted each twelve months, we can present them in large groups and make 'the affair more impressive and beneficial to all. We figure our safety record from January first to January first -of each year, which may be unfair to some employees who might have worked a full twelve months without an accident between presentations, without receiving an award. I mean by that, while wc figure our year from January first to January first, we do not present the awards Iff 33rd National Safety Congress, 1944 until well up in the spring. The reason for riwc is our business is seasonal--ice manu facturing and distribution, ice cream and beverages, dairy, and dairy products, com mercial cold storage and locker systems. Consequently, we employ as many, again em ployees in the spring and summer as we do in the fall and winter. In order to impress the necessity and benefits of safety upon the employees, we wait until all the new empliwfre have been put on for the season before we present awards for the previous year. We insist oo all employees attending these meetings, regardless of whether they are to receive awards or not, or how long they have worked for the Company. We believe that new employees will be impressed and want to become permanent employees and drive safely enough to receive awards, and the old employees are more anxious to re ceive awards and help the new men use caution in their operations. We have 28 plants scattered over Okla homa and a part of Kansas, so in the spring after we have put on a full crew for the season, we make an itinerary for our pres entation of awards. We mall a copy of the itinerary to the State Chief of Safety Patrol of Oklahoma and of Kansas and invite than to attend as many of our meetings as possi ble; also have as many of their patrolmen, who are located near the towns where we are to have our presentations, attend. We invite the Governors of the two states, the City Mayors, Chiefs of Police, Chiefs of the Fire Departments and all newspaper men and reporters to attend. There is a big dinner, either in the leading hotel or country dub. .. " .' We have had two Governors attend our presentations and we always ask the State or City Officials to participate in presenting the awards. If the newspapers do not have their own photographers, we make arrange ments for a commercial photographer to malr*. pictures of the entire crowd, the em ployees who receive the awards and the officials making the .presentation. All of the Officers of the Companies attend as many of these meetings as possible. We get as many as possible of the pictures published in the local paper, along with a. nice write-up about the employees who re ceived 'the awards. All people tike to see their names and pictures in the paper. We feel these presentations of awards and the method we use to present them is worth more to oor safety program than any other thing we do. The employees enjoy and talk about the banquet and presentation cere monies for months afterwards. In cities like Oklahoma City, and other places where we have more than one plant, we have the presentation for both plants together. In that way our employees have an opportunity to meet each other and learn more about the Companies* business. Since the war, everything has changed-- even the method of presenting awards. Be fore the war we made a great ceremony of presenting the awards; now .wc are lucky if we can get the employees together long enough to hand than their awards and thank them for their cooperation an safety. Of course, the majority of the employees are new, not eligible to receive awards, and would* not care to attend a presentation in which they had no part The people we formerly depended upon to make our pres entations as impressive as possible are also too busy to give us or anyone else the tune necessary to attend the meetings. I know you will say if you axe too busy to be safe^ yon are too damn busy. Just to show you what the war has done to oar employees and safety record, I wiO give you this comparison. In 1940 we had 156 driver employees who received awards. In 1943 we had 74 employees who received driver awards. And to show you why there were only 74 receiving awards, I will give you the following: 21 men received 14 year awards; 3 received 9 year awards; 3 re ceived 4 year awards; 8 received 3 year awards; 6 received 2 year awards; and 18 received 1 year awards. You can see we have more men. m the 14 year classifi cation than men receiving the 1 year awards. Our turnover has been terrific; %re have had 216 men go to the armed service. The men we have been able to keep are older men and men with physical haixtiraps. We can't use women, old men, boys, or cripples m our ice deliveries. It is a man's job and ft takes a good man to deliver i^OOO to-15,000 lbs, of ice a day in 2$ to 100 lb. pieces. It takes lots of steps and lots of rtimbtng of stairways. In making so many stops, there are many chances for an accident. An fee Commercial Vehicle Section 19 truck draws tike sugar draws flies, which makes tor accidents. We have tried to keep down our severity by putting older onflnyec, who have good safety an the most hazardous and longer runs. But in spite of this, our fre quency has increased. After the war we will be able to employ all the good men we will need and most of them wtil have been well trained in safety by the army. WEDNESDAY AFTERNOON SESSION October 4, 1944 Presidi*?: K. K. Go**, Safety Dir,, Mistletoe Express Co, Oklahoma City. Okla. How W Won Fast Place in the National Safety tleet Contest (A) How We Select Our Drivers Ry LIEUT. R. S. HUTMACHKR, V.&XLSL Ant Safety Officer, Naval Powder F actory* Iondian Head, Md. The Naval Powder Factory at Indian Head has aboot 110 drivers. All of them are civilian implojrn Soane have worked at the station for several years. Six have been there for more ten 20 years. . ' All oar drivers are over 20 years -of age. Most of then are under 40. We have ten women drivers who drive station wag ons, jeeps and tight tracks. One woman drives a school bos on the reservation. All other drivers are menu Ten to fifteen new drivers are employed each mmlh nod the problem of securing dependable drivers who will operate Navy vehicles without an accident is an important responsibility. Oar safety record of only one reportable accident in 12 mmtfii and none for the truck drivers--has earned some to ask "How do we select oar drivers?" The selection of drivers is probably the most important phase of bcnldmg and main taining an efficient and safe motor vehicle operational ihfifamt Men and women who war* to betuem Navy drivers are re quired by cavil service regulations to have a physical csamiwtioci. This is asaalfy given at the taboo's dispensary or by a medical doctor in the town where they are reermted. Appfkaofcs tea go to the Labor Board and next to the Safety and Person nel Office for a kxtme on general safety. Nearly aft the appGconts are personally interviewed by tise Foreman of Labor, Mr. H. T. Ward, who b also serving as Super intendent of the Garage, Grounds and Transportation. Mr. Ward has worked for the Naval Powder Factory for 35 years. He and his very able staff of assistants are responsible for the success of oar Motor Vehicle Safety Program. Even though he's an extremely busy mao, Mr. Ward has a feeling of personal respon sibility for the way each vehicle is operated and cared for. He has a personal interest, too. in each driver. He learns a lot about each applicant by asking questions, regard ing'his driving experience, names of com munities where he's driven, types of vehicles driven, by whom previously employed, whether he's driven much at night, whether he likes to drive and whether he's had any accidents while driving. He also inquires about his family status. If the applicant is needed and the inter views are satisfactory, be is sent to the Station Doctor tor vision tests, blood pres sure and other physical characteristics essential for safe driving. Returns for Dectrioa He then return* to the office of Superin tendent Ward for a derision as to employ ment. If employed he is introduced to the supervisors, given a safety talk and a copy of the station rales for drivers which he reads, signs and returns for filing. One of the supervisors explains the' station poli cies. The supervisor encourages the new employee to ask questions. They talk about safe driver awards, the safety record of 20 33rd National Safety Congress, 1944 the station and the participation of the driv ers in the National Fleet Safety Contest. The first assignment for the new driver is in the garage where he works for about a week under very close supervision. He does no repair work but becomes acquainted with the vehicles by moving them around the garage and parking lots when it's necessary for them to be moved. ' If he's an experienced driver he might go on a few errands around the station, alone in a vehicle, after a couple of days around the g&ragg ; After a week's work around the garage and parking lot, the supervisors have * good idea of his driving ability but he's not sent out on the highway or assigned to a bus until be has been under supervision for several days. He's likely to be assigned next to a truck hauling powder from the extru sion plant. He is required to work with a regular driver anti] the regular driver is satisfied that the new man is qualified to work alone. The new man does most of the driving after the first day. If there is any doubt whatever as to the ability of a driver to operate safely if alone os the highway, he is not permitted to oper ate outside the station. He is assigned to work under almost constant supervision. The safety program at the Naval Pow der Factory does uot end with careful selec tion of drivers. This is only the beginning but Is an extremely important item.' It makes the rest of the work much easier. Without careful selection and constant supervision during the first few weeks of employment we could uot expect to main tain our present safety record. (B) How We Train Our Diireis By B. A. RENNOLDS Safety Dir., Virginia Stage Lines, CbukitodPc, Va, I would like to take this opportunity to brag a little on the Safety record of our company. In 1936 we joined the National Safety Council and in 1938 we entered the National Safety Coolest ' sponsored by the Council. For the contest year ending 1938*39 we won the award, hiring finished in first place. For the contest years '39-'40, '40-'41 we finished second. We again won the award for '42-'43 and for the year just ended '43-'44. We are very proud of this record. I sincerely hope that we will win this award for the coming year a$ we have not been involved in an accident of any kind since February 2, 1944. I represent a very small company. Wc have only ten buses and eighteen operators operating about 35,000 miles per mouth. You nn easily see that the principles of opera tion which would accomplish results for a company of this size could not be used for larger companies such as most of you repre sent. We operate a long distance bus com pany employing one hundred fifty drivers, using about* one hundred pieces of equip ment, operating in the states of Virginia and North Carolina and into the District of Columbia. We certainly have not, as yet, been able to set a record with the larger company that will compare with the record I just referred to, even though the two companies are owned by the same men, arc under the same management and use the same supervisory personnel. We U< not feel that oar good record just happened nor can we conadentiously say that it was the result of a definite trainsug program in the true sense of the word. Wc do not believe that the methods ire used ten years ago would be adequate for the present time. Our program was based en tirely on driver attitude or morale and on this we focused all oar efforts. In order to present to you a dear picture of what we had to do it anil be necessary to go back several years and ted yoo something of the history of our company. The City of ChariottcsviQ^ at which we operate, is a college town of 20,000 inhabi tants. Its street transportation tmtil 1935 consisted of electric street cars operated by the local power company. In 1935, after having operated "in the red" for a msnber of years, the street car company derided to call it quits. There was organized a street bus company to take ever this operation and a deal was made by the street car company whereby the bus company would have to use Commercial Vehicle Section 21 the street car operators as bus drivers. The management of the newly formed bus com pany was advised by traffic engineers that the bos opera$on would be unprofitable and being unwilling to make large capital invest ment until justified they purchased for this operation seven 23 passenger worn out Cor bitt buses. With the street car operators and the worn out Corbitts we began opera tion on June 1, 1935, with a straight 5c fare. The drivers ranged in age from 30 to 49 years and some of them had been operating street cars for Z7 years. We pulled from our long distance operation several of our best drivers and put them og the city break ing in the older men. You can understand that these men <fid not appreciate their new assignment, bat m a few weeks they okeyed the drivers they were breaking in, and they returned to their former runs. While work ing with the city operators these tong dis tance men really felt that each ma was perfectly safe to drive a bus and for about a month we got along fine. Then we started dipping foiders and knocking over a few light poles on the busy streets. Even though we were having --ddenfs our General Man ager fdt that these men must have a lot of good in them or they would not have made, good street car operators. We had been writing them letters about safe operating and the insurance company safety engineer had been working with these men and he felt tbt they could drive bat that they were just careless. Ow General Manager felt that wc should get to kaoar each of them better thrcx%h penml contact and see if we could get them to have a fitftW more pride in ibtir work and a desire to operate their hoses safdy. While working with the power company the men were potting their moocy and re ports in a chute aod therefore the only con tact they had with their company was through the car ham supervisor. In order to get closer to them we asked them to bring their money and reports hto oar mam office and wait whale it was bring counted. We were baring uoubte with their reports checking over and short so e kept a record from day to day and compiunrated each driver who turned in a perfect report. Within a month we wuold have been willing to accept their reports for deposit without wxmttrng same, la other words, without speaking a cross word or asking anyone to do better we bad overcome our troubles with the reports; therefore, why would it not apply to their accidents? Since the men had to come to the main office each day to check in they gradually got to know our President, General Manager, and the entire office force well for all of us would go out of our way to stop and talk a few minutes with each man. Wc spent a lot of time with each driver discussing the accidents which had occurred, how they could have hem avoided, how they were affecting our insurance cost and maintenance cost. We purchased several nice new buses and announced to the men that the new buses would go to the men with the best safety records. We impressed upon them at every opportunity that we were interested in their welfare and en couraged them to bring their problems to us. We rendered financial assistance in a limited amount to one nun to help him send his son away to college; we helped another to buy a home; and, we fired a third for drinking while off the job. The men grad ually got the idea that we were all for them whenever they were right and they began to want to get right. ,,* in 1936 we joined the National Safety Council and announced to each driver the rules the Council followed in issuing awards. We promised them that for each pin they won from the Council we would give them one complete uniform of the equivalent thereof in cash. We were amazed when the year rolled around and several of these men had not had an accident and they were the proudest men you have ever seen. We threw a party for those who had won these pins and were sure to have at this party those men who had oot'wou a pm. We also had their wives and sweethearts- We could see that we were really getting somewhere as all of the men were interested in their work and their accadeat records had unproved to the point where they were good. Talks to Slack Man At this time we talked to each man and told him that if they thought they were good enough we would enter the National Safety Council Coolest beginning with the 1938-3? contest year, but, that wc would not want to eater this contest unless they would assure us that they would make a good showing. As I have previously stated we woo the ZZ 33rd National Safety Congress, 1944 award for tins contest year. When this award was received from the Council we arranged a banquet for all of the .drivers going to considerable trouble and expense to relieve them from their schedules in order that each of them could be present Hie Mayor of Qarkxtesvflle preseated the award to the drivers in the presence of the members of the City Council, the Chief or Police, and the leaders of the different civic dubs. The foilowing day there appeared in the local paper pkxnres of the award, the banquet, and of each individual driver. You have no idea what a boost these men got from this. During 1939 we expanded our service which made it accessary for us to employ several new men as operators. We spent a great deal of time before employing these men impressing upon them what a good record we had and made them understand that we intended to keep it good. When we had definitely decided that we were going to employ a man, our first step was to intro duce him to each of the older drivers. We then selected two of the best of the older drivers and io their presence explained to the<new man what a good record these men had, what they had accomplished for our company, and how much their efforts were appreciated. Tbe new man was then turned over to these two men with the distinct understanding that he had to convince them that he would make us a good operator be fore we would promise him a permanent job. The new man started drawing pay die day that be began work with the two older men and in some instances as much time as a month elapsed before be would be okayed to pull a run by himself. We have followed this same procedure up until the present time and that it is one of the reasons we keep our accident record as good as it is. We have also held safety meetings, at which times we always bad the drivers, their wives and sweethearts, father than have too frequent meetings we have confined thgm to oooe or twice a year at winch tune we spend quite a bit of mooey preparing and arranging (tinners and entertainment. During the last nine years we have bad one man voluntarily quit our organization; two who have been drafted; and we found it necessary to discharge only three. We feel that our men are well satisfied with their jobs; are proud of the good work which they are doing; and our company has made money each year after the first year of operation. We fed confident that we render the City of Charlottesville as good a service as any city of its size in the United States as we now have frequent schedules, modem up-todate equipment, and we still maintain a 5c fans. For our long distance operation we are now training driver instructors. When these instructors have received three months train ing and we are convinced that they arc qualified to get the job done each of them will be assigned approximately forty drivers and their only responsibility will be to work with these men and help them become better operators. These men will be direct repre sentatives of the managenacBt and m bic. way we will know tint each man will have direct personal contact and individual atten tion when needed. In conclusion, I would like to say that we of the Charlottesville & Albemarle Bus Company and Virginia Trailways expect to continue to expand both our operations but we intend to have at all times personal con tact with each of our operators for we be lieve that it is essential to a successful operation. (C) How We Supervised Our Drivers By K. Z. BANKA Safety Engt\, National Biscuit Cow New York City The subject of J1Ho_w We Supervised Oar Drivers'* necessarily deals -with all features of the Motor Vehicle Safety Pro gram, To permit a better understanding of the nature of oar supervision It must first be pointed out that the National Bis cuit Company has more than 270 Agen cies and Depots delivering biscuits, crack ers, cones, shredded wheat and similar food products. The number'of trucks at each location range from one to a fleet of thirty-five. Also, we have seventeen Commercial Vehicle Section 23 Bread Bakeries, with fleets'ranging from 20-trucks to 85 trucks. The Safety Program we have adopted applies to all of these Branches and in cludes the Rochester Bread Bakery which won tbe Group III award. Our Rochester Plant has 31 trucks, and during the period of tbe contest drove 356,454 mites. How ever, f feed h is entirely in order to give just a little more information on tbe driv ing performance at this branch. The last chargeable accident incurred by the Roch ester Bread Bakery was on Jane 18, 1941, more than three years ago. Since that time the drivers have covered more than 1.300,000 miles--without a chargeable ac cident--and they're still going strong! Our Safety Program was begun many years ago, and we developed an effective system based on the nsc of posters, dash cards, safety certificates, pledges, score boards, interbranch and inter-company contests, payroll inserts, safety meetings, monthly safety letters, also banners, pins and plaques arc presented as Safety awards. These are our means of main taining safety interest among drivers. Selection and training of drivers is based or a combination of sales ability and previous driving record. Our Bread Bakery drivers arc sakuznen-drivers, and we do not hire an individual who might be considered an excellent salesman but a poor driver. . Training covers a thorough road test, a knowledge of driving rules and regula tions, and safe practices. Physical quali fications are given strong consideration. To get to the point on Supervision--1 believe much the same principles - are practiced in oar Company as in most other organizations baring a great nttmber of Branches scattered throughout tbe country . . . with, perhaps, some varia tions. The general supervision for the Safety of all employees, not only cor drivers but also the employees inride the industrial plants, rests on oar Insurance Department Manager. It is this fact which serves to eliminate -the cooforion which would otherwise arise if the right of final juris diction on Safety were split up among a number of Department Heads. AH mat ters pertaining to Safety clear through one recognized authority. Therefore, there is never any question as to where any recommendations, suggestions or criti cisms for furthering Safety- should be di rected. Of course, a complete record of all accidents is kept within the Insurance De partment. Our vehicle accident tabulation is broken down into 21 classifications, which we have found rather thoroughly cover our requirements for purposes of analysts. You are all familiar with the nature of these categories, such as acci dent occurring at an intersection, skid ding, backing, right or left turn, sudden stop of auto ahead, rolled back, sideswiped auto, etc. Detailed information is available from the reports submitted on the comprehensive forms required by law. It is my responsibility as the chief Safety Engineer of the Company to check the trend of accidents, to make analyses of individual Branch performances, to see that all hems used to maintain driver in terest are regularly forwarded to the Branches, and to make persona! visits throughout the country to the Branches. We believe that personal contact on Safety is one of the strongest means of emphasizing the importance of Safety. Getting into the field, and observing con ditions at first hand has been of far. more value than a dozen circular letters for warded to Branch Managers with the request "Please comply with these instruc tions as promptly as possible." Farthermore. personal contact brings out many criticisms which might otherwise never be voiced through the medium of corre spondence, and it is these criticisms that greatly determine whether or not some particular phase of the Safety Program has outgrown its usefulness. We also avail ourselves of the services of a nationally known casualty company which periodically has its engineers visit our Branches to check equipment for faulty brakes, lights, windshield wipers and similar accident hazards. These engi neers also stimulate interest among the drivers and managers at our Branches by speaking on seasonal subjects, or on a subject which may serve to decrease the trend of accidents occurring.at the par ticular. branch they visit. These engineers submit their reports to 24 33rd National Safety Congress, 1944 our Insurance Department and it is my job to check the recommendations made, follow through to see that the necessary* items are complied with, and to give con structive criticism to the Manager of the Branch should it appear that an attitude of indifference, toward Safety is begin ning to take hold. Safety Through Supcrvirioa We also avail ourselves of other forms of personal contact m stimulating and maintaining Safety through supervision. Occasionally we find that frequent visits to certain Branches is a physical impos sibility. We then have no direct means of knowing just how conscientiously our Safety instructions are being observed. And, of course, we do not wish to wait until accidents happen before being con vinced that something should have been done about it. Consequently, we have found it expedient to have our District Sales Managers write to the Branch Man agers under their supervision. The text of the letters sent by the District Sales Managers stresses the need for a com plete, determined effort to overcome acci dents. This serves a two-fold purpose. It is an acknowledged fact that Branch Managers many times become so enthused about their first love--getting out produc tion--that they become lax in following through on what they feel are secondary considerations: safety, for example. How ever, the fact that their District Sales Manager (who himself is primarily and vitally interested in getting out the goods) prompts them on Safety and instructs them to comply with the instructions issued, gives the Branch Manager a fur ther appreciation of his responsibilities toward Safety. The second point is that the District Sales Manager himself fre quently visits the Branches under his jur isdiction, and since he has shown a de cided interest in Safety by writing to bis Branches on the subject, these Branches recognize that they must be off their toes because they can expect a personal check up visit from the District Sales Manager at any time. . Although these, in general, are the ele ments of our supervision on Motor Ve hicle Safety, it appears to me that what we are more interested in is "How we supervised our drivers--and made it pos sible for Rochester to win the Group III award." In other words, our Safety Pro gram, of which supervision is a vital part, contributed toward establishing this rec ord. Of that we have no doubt! Yet the fact remains that, although many of our Branches have a good driving record, some of them do not! And all of them are subject to the same Safety Program, and the same supervision. It appears that the real value con tributed by supervistoa -- which greatly ahied in establishing the Rochester record --lies in that supervision which took place after Rochester bad already begun to have a good safe driving record. Let me put it this way. Proper super vision takes into account the fact that a comprehensive program must be estab lished which covers all the necessary ele ments of selection and training of drivers, and continuation of safety interest among drivers.^ Our Company has done this, as X have explained. But the fact matt also be explained why Rochester could so far outstrip our other plants even though it received no greater consideration than the others. Conversely, the problem presents itself also as to why other Branches have not been able to establish the same record as Rochester--since these other Branches received the same consideration. The answer lies in the fact that Roch ester got a "toe-hold" on Safety. By that I mean`they went through a period of one month without a chargeable accident, then two months, then three*--until it stretched into the half-way mark of six months. It is at this time that supervision has its strongest opportunity to maintain a "no-accident*' record daring the next six months--and thereafter. If the safety engineer, or the executive bead of safety, fails to acknowledge this six-month per formance with an appropriate written tribute, or a personal apearance, then much of the value of the Safety effort is lost. Proper supervision will make it a point to contact the drivers of this Branch again four months later so that the drivers will be spurred on to further effort dur ing the following two months in order that they may accomplish their objective of a one-year "no-accident" record. ' At the end of the year, congratulations alone are inadequate as a means toward Commercial Vehicle Section 25 continuing the record. A get-together, preferably in the nature of a dinner, should be held, at which formal presentation of the award is made, attended by speakers from the borne office and from local police or other safety organizations. Finally, full publicity must be given In the Company publication. Ho organization can afford to hang a "Do Hot Disturb" sign on a good safe driving record, and sit back with fingers crossed and a prayer that It will continue forevermore. It is a natural function of the safety supervisor or safety engineer to devote strong effort toward overcoming acci dents at those Branches where accidents continue to occur, but if the Branches that are doing a fine jab axe Ignored It Is very probable that the safety supervisor wtU very soon have these Branches in cluded in his fist of offenders. Supervision Pointers Therefore, the real job of supervision lies: 1st--in having one individual at the head of the Safety Program, to eliminate confusion and duplication, and to estab lish a single source of jurisdiction to which all suggestions, recommendations and criticisms can be directed for prompt, final action. 2nd--it is the responsibility of this ex ecutive to formulate and establish (in con ference with others, if be so desires) a comprehensive program for safety which embraces selection and training of drivers, and continuance of driver interest m safety. 3rd--a centralized system of tabulating and analyzing accidents must be put into effect, which will permit month by month reviews of the accident performance, and a thorough check of the distribution and use of all safety literature, dash cards, posters, etc. 4th--a responsible individual or individnals must be chosen to fulfill the task of analyzing accidents, contacting Branch Management and personally visiting these locations to check equipment and personnel interest in Safety. 5th--supervision most be aware that it is often necessary to have others in re sponsible positions sell safety for it. This is brought out by our policy of having the District Sales Managers take an ac tive part in furthering safety conscious ness among the Branches tinder their jurisdiction. . 6th--(but not the least important by any means) supervision roust take full advantage of the "toe-hold" that is pro vided when a Branch has a five or sixmonth "no-accident" record. Keeping that record alhrc is no less important than eliminating accidents anywhere else. One last point, however. I mentioned before that our Rochester Bread Bakery has a mark of more than 1,300,000 miles to-their credit, or more than 3 years and 3 months without a chargeable accident. During a recent visit I made there I learned that the men are now. shooting at a 1,500,000 mile mark. They have set their next goal at 2JOOOJOOO miles 1 Their confidence, and their safe dritrim# practices, will be a bard eombksatiaa for "Old Man Accident" to beat. * (D) How We Kfrep Up Driver Interest By CARL SCHWEITZER Sale, Mgr. Slick1, Family WHairing Co. Fort Wayne, lad. Let os liken the National Safety Coonril to a correspondence course. It has every thing in way of material we oced to guide us, but it takes the Eyrmskrt Division, or In other words, oar local fled safety council, where wre can rub elbows with our drivers, to keep up interest m THE NATIONAL PROGRAM. I shall endeavor to cover, step by step. the various phases of our local contest, to show just how this interest was maintained. First wc had to get the interest and co operation of our business men. Our next step was to select a UVe-wire chairman and an up-to-the-minute committee of super visors or as we call them contact men, through whom we enlisted the whole-hearted cooperation of the drivers themselves. 26 33rd National Safety Congress, 1944 First we get cooperation of the manage ment or in plain words "the Boss.** It is very essential to have him hack of the program ooe hundred per cent, because we need the gained during the following half-year period, when again, a buffet supper and fine pro gram was arranged and the.year awards presented to all successful participants. boss to pay the bills. All good business men are interested in conserving equipment, espe cially during this war time period. Fort Wayne has always been highly regarded lor its fine Community Spirit. The co-operative ness among business mm, through the Cham ber of Commerce makes for success in may worthwhile program, so it wasn't at all difficult for the Chamber of < -onmiercc to get the management to go along whole heartedly. Selecting a live-wire chairman was the next thing to be done. The officers of the Chamber of Commerce chose Mr. E McBride of the Northern Indiana Public Service Company to head the Fleet Safety committee, and believe roe, be knows how to "dish out" the jobs and get them dooe. They then chose fourteen men from* vari ous companies to form the executive comzmttee whose job it was to set up the rules and regulations to govern the contest. This committee meets monthly--ideas are ex changed and methods discussed for improv Cites Old Proverb . The old proverb still holds'true "the way to a man's heart is through fats stomach** for these fleets of drivers "licked their platters dean.** This, by the way, is where the bosses cone in again, for they were asked to pay for the "feed." The attendance at this second dinner was so. far above expectation and the interest by the drivers so keenly shown, by the end of this first year the committee, working through its Chairman and the secretary of the Fleet Safety Committee, Mr. Gordon S. Griffin, of the Chamber o Commerce, for mulated plans to enter the drivers in the National Council. This has added tremen dously to die contest. We have found the drivers are proud to be a part of the Na tional -Program. The literature famished by ibc National Council, in the form of dash cards and letters on safety, has helped to instil! an' interest heretofore not felt by the individual drivers. They not only receive recognition from the local fleet Safety Coun ing the program. cil, but the National as we)L Mr. Griffin Tins Executive Cboanuttec in turn asked mails to the contact-mca a printed report each company in the coolest to furnish monthly, showing the standing of each com an up-to-the-minute contact man who is pany, together with the National literature directly affiliated with the drivers, so that which keeps the drivers well informed at all information of this program can be all times of their progress. forwarded to him to be passed on to the To date, we 'have 120 fleets numbering men in his field, the drivers who are setting some one thousand drivers, who are driving the Fleet Safety records so many of our the streets of Fort Wayne and the state companies are enjoying today. These con highways, all safety-conscious. Here too, tact men meet quarterly where they become we have another department interested in acquainted with the ideas and improvement* our program, which has praised very highly presented by the executive committee. Here the fine driving records shown in the past much interest is aroused and carried bade two years. That is the Police Department, to each individual fleet o drivers. both opr local Traffic Bureau and the State Last, but by no means least; we enlisted Highway division. It has helped them hold the whole-hearted co-operation of the drivers.. down accidents and deaths, in ahd near our At the end of the first six months of our city, to a minimum. At our last award contest an award dinner for all drivers was dinner, the captain of Traffic Bureau of the arranged. At this time six-month awards local Police Department, Custar A. Dtmifoo were presented to all drivers without a chargeable accident.- After seeing the fine said *T am proud of the record that has bees act by you drivers and want you to know fellowship and interest displayed at this dinner among the drivers of some seventy firms, the Chairman and Executive Com that we feel your program has helped this department hold down accidents." He also stated that years ago all that a blind man mittee launched forth on an extensive drive standing on a comer needed to do was feel to solicit more firms to join in this worth ' the fenders and could tell whether or not a while program. A sizable increase was taxicab was waiting at the curb, but since Commercial Vehicle Section 27 the. taxicab drivers have entered the Fleet Safety Contest that saying no more bolds true, for thr fenders are as smooth as other cars. Shortly before an award dinner which is held semi-annually, our chairman sends a personal letter of invitation to the home of every driver. This gives him a valid excuse to spend an evening "out"--this may be one of the reasons for our heavy attendance. 1 only wish all of you could have gone with us to the award dinner held at the Chamber, of Commerce on August 10th of h? year. Our program, as always, was snappy and just what the driver wants. We give them safety but wrapped up in such a nice bundle, they take it for entertainment instead of a lecture. Then too, Mr. Wilbur Sbaw was there and talked about his racing experiences and Mr. Burt Sbcrtleff, the pro fessional wrestler, gave a demonstration. Our chairman insists that each nwring ad by 9:30 o'clock--no drawn out affair, bat something chuck-full of interest and do they come back for more--631 were at this. August dinner on ooe of the hottest days of the summer. Let me tell you, these drivers arc zeaSy proud of their records--listen to these statis tics: 327. drivers were awarded for having driven two years without a charge able accident. 81 driver* were given one year awards. 252 drivers given six month awards--a number of these are some of the recent entries. Certificates were presented to: 10 firms without an accident charged against their fleet for two years. 13 firms without an accident for eigh teen months. 10 firms without one for one year. . 44 firms without an accident for six months. Wha! a record--060 total drivers awards and 77 company awards. No wonder the drivers are proud. The committee is already launching forth on a program to double the membership for the year 1945. Our biggest worry at the present time seems to be to find an audi torium big enough to bold all the drivers at the next award dinner. We may have to come to Chicago to one of your big Sta diums. . _______ vu. VIA u< Wiu<ts WC experienced among the drivers of the com pany I represent. On the bulletin hoard in our Sales Room we have posted the local standings of each company and our drivers are right there watching for the new reports even before we receive them. There too, the National Bulletin is displayed. The monthly letter and small booklet "The Safe Driver" from the National Council is mailed to the home of each driver to create a safety-conscious family. We know bow the wife likes to read hubby's mail after be finishes, yes, and even sometimes before. In a sales meeting after Pearl Harbor, our drivers were frankly told the truck they were driving had to last for the dura tion. One of them was then appointed to inspect all trucks each week for mechanical defects, proper inflation of tires, removal of smooth tires for recapping, etc. This has kept our fleet of trucks in A-l condition. When our fleet had gone six months with out an accident, the drivers began threaten ing each other--ft would be too bod for the first one who spoiled the record. This type of rivalry created a fine spirit among them. Each did not want to be the one to spoil the record. With but two months left of oar year, our Boss created stiU more enthusiasm when he "stuck his'ncck out" with a wager of $10.00 to $1.00 to each driver, that the Fleet couldn't finish the remaining months without an accident. Why, it got so that ooe driver couldn't get Ills truck near an other one for fear they would get a bumped fender. The boys came through with flying colors. This was ono bet the Boss was glad to pay. He even ordered lapel buttons with NATIONAL CHAMPION printed on them to give to each driver. - ' Don't tell me the bosses, aren't proud when their fleets come through. Farm Safety Sessions TUESDAY AFTERNOON SESSION October 3, 1944 , Pmidmg: T. A. Emcxson, Consultant, Rural Service, General Mills, Inc, Minneapolis, Minn., and Chairman. Farm Safety Committee, National Sa/!y Council Til* National Safety Council's Interest in Farm Safety ByRL MINER Mgr., Safety ft Fire Prevention, EL X. da Pont dt Nemoars ft Coc. Inc., Wikatnftoa, PcL, nd VTce-Prwdeat for Homes mud Panat, National Safety Council The motto of the National Safety Coun cil is Universal Safety . . . Universal Safety has been the Council's motto since the beginning. However, having an objec tive and attaining it are two different things. ... It has been necessary for the Council to develop its program in various fields of safety in accordance with the interest mid support which could be de veloped. It was natural, when the Council was formed in 1913, to concentric on safety services for the industries which sup ported the organization. Back in those days, it was an achievement even to sell management a program for combatting ifrkkmi right in the plant -- accidents hat cost moticy right out of manageMRt's pocket Obviously, it would have mom tnnail/ difficult to sell an exten ts* pfeMfe service program at that time. <Y know, ie those days, most people fed few bias in the back of their minds : an act of God. They ftfta1 idert that accidents could Yea can see what a long ~ ce then. Nowadays, _ of accidents as 1 hua definite causes.) We*. s I said a moment ago, the Saittjr Movement in America began in ffic fartones There it was proved that irridfit don't just happen -- they are caased. There it was proved that safety is good business. By the early 1920's safety had been sold well enough so that a Public Safety Division could be set up in the National Safety Council. The fanetkm of this division was to apply the techniques learned in industry to accident problems in other places. Inevitably the program was concentrated upon the seri ous and growing problem of automobile traffic mishaps. Traffic accidents aroused public concern and therefore traffic safety measures received public support. As the years went by techniques, and indeed entire new professions, were set up to deal with traffic safety problems. There came into being a type of engineer who could design roadways so that traffic con flicts would be znimmiaed. . . . Traffic laws were written. . . . Elaborate traffic accident reporting systems were set up. . . . Traffic police methods were syste matized to an almost unbelievable degree. But what about other phases of public safety? What about home safety? And farm safety? Well, there zvere people who were ex tremely interested in these other phases of the safety job, but they were few. There were men like "Jake" Mohler, Lew Palmer, Art Rohweder, and T. A. Ericksen here (and I am proud that 2 was among them) who were trying to do something about these forgotten phases of safety. They ran programs in their own localities, and they kept bringing op the matter of home safety and farm safety 29 30 33rd National Safety Congress, 1944 at various affairs of the National Safety- present time. Therefore, I believe that Council. .... As. a .matter of fact^eyery.one ; increased' interest. zi?d rt is inevi- agreed with .them that.tnqte pught-to'be. :.tablcl . done in these fields. But, after all, it was Predicts Support impossible to carry on a national program of farm safety without finding some way to finance it. While it was possible to do a few things through the volunteer com mittees, it was necessary to have a staff, and some money for publications, in order tn make any dent in the situation. Now, I would like to mention some thing in particular about support. The Council's expanded activities in farm safety have been financed so far by money contributed, for the most part, by heavy industry in the flush of wartime pros perity. Obviously that support should be Our break came a couple of years ago when the Council conducted a nation wide solicitation of funds for public serv ice activities. With some of the money a Farm Division staff was set up in the Council headquarters. That staff has been come less necessary in the future. This program must prove itself to be of such value to the'mdnstriev^irc^zatkMis and individuals most concerned about the wel fare of agricultural America that those interests will insure its cootinnance. able to provide the follow-through that You remember that the title of ray talk has been needed for so long. Now an is: The National Safety Council's Interest ever-widening circle of agricultural lead in Farm Safety. Each of you has the an ers is becoming interested in the reduc swer, for the Council is an association. tion of the farmer's enormous accident ... It is nothing more than you and / loss. Definite farm safety organizations joined 'together to try to do something are functioning in 19 states. One state, about a problem that affects our health, Wisconsin, has a full-time farm safety wealth and happiness. . . . What is the specialist who is conducting an excellent National Safety Council'* interest in farm all-around program. So. you see, farm safety? You know the answer, because safety is blooming--late perhaps, bat nev you are the National Safety Council ertheless, beautifully. And so as we participate in these form What are the prospects for the con sessions here at the National Safety Con tinued growth of the farm safety move gress, let 4k hope that each of us wQ ment? That is up to you. Personally, I feel hi* responsibility in this important think they are excellent. The importance field to the end that much progress will of the work is unquestionable. The effec result from these deliberation* and that tiveness and value of the work is being the future of effective farm safety pro proved by the activities going on at the grams may be permanently assured. The Mission of a Fazm Safety Program By J. C. MOHLKX Sccy., KfuuM Board of Agriculture Topeka. Kan. The mission of a farm safety program can only be to help farmers and farm peo ple prevent accidents and thus save life, suffering and property. I wish to put em phasis on one word in the foregoing. That word is "help.** * We must always bear In mind that acci dents can be prevented only by the people who cause them. Therefore, a farm safety program must concern itself with the acci dents which farmers themselves cause. So, it becomes our first task to gain the interest and support of farm folks if we are to expect them to do an effective job of pre vention. Once we have obtained this first objective, our job is at least 90% completed, in my opinion. Farmers are ingenious people. They must be, to remain farmers. Every year they must cope with the forces of nature in or der to wrest a Jiving from the soil for themselves and for the city dwellers. Every successful farmer most be an executive and a laborer, a mechanic and a bookkeeper, P<trm Safety Sessions 31 a*d must have knowledge of many other skills. He i* an-agronomist, an entomolo gist, an economist, a meteorologist, a zoolo gist, a biologist, and, above all, an optimist. VVc need not wonder, then, that the farmer may overlook some matter of extreme im portance that has not appeared in his currfculam; as, for example, safety. It is only within die past very few years that it was discovered too many farmers had no reali zation of the significance of accident pre vention as applied to die business of agri culture. The farmer is not a difficult man to cou- where I learned that the pattern of a farm safety program bad to he cut to fit the problem, and that the problems were not all afike, although the results sought were. Conditions arc by no means the same in all states. Methods aad types of agriculture differ; even tbc temper aiacst and character istics of a people vary, and the range in environment & wide. A state where dairy ing ptedoaanates present* quite a different type of agriculture* ftwa the "i i.n ir~`- where grain famzxug prevails, and a safety program adapted to each type b fequaled for aivrmim results. Even within a state viaoe of the merit of any proposition if one there may be quite a diversity u agricul has the facts, bat these facts must be tm- ture. varying from general farzmog to the airiHzblt, Owing to the nature of their more highly specialized intensive types, as work, farmers are by themselves a great track growing, small fruit production and deaf, afooc with tbtir thoughts. They have ofxhxrdktiT- These are matters that have a much time for unmterrnptcd thinking, and, beating no the formulation of the must ef more to the point, they think with a clar fective safety program, and unless the facts ity that baa gained for them an enviable fit the situation of the people it is pro reputation for tomd judgment. Therefore, posed to aid, their cooperation is not likely m the particular problem of farm safety, it to be so spontaneous or whole-hearted. ts necessary only to reach the farmer with Hence, I would reiterate that the first mis the facts to convince him that accident pre sion of a state farm safety program is to vention in hx* field of endeavor is worthy get the farm accident facts of the state. Previously 1 asserted that farmers would fa order to forcefully show a farmer the rtgatuifa of the accident problem ia agricdtarc we most first present to him the aridatt expoknee of Ids industry. This is i uiThiat more or leas than farm accident mtiatks. I find that many states do not at this base farm a system whereby such information ia collected and compiled. So, k brewer the first mistioo of a farm safety prngi w *o obtain these data. I wiD not uacoi myself m tins talk with the meth ods whereby sock information can be ob tained. Several states already have suc cessful systems and the National Safety Council is well posted oa the subject. My point Is that if such information is not now available tn your state, It must be obtained. have to' do the actual job of farm acci dent prevention. Before they can do that they must know what they are endeavoring to prevent. A study of the farm accident experience will readily furnish the answer. Perhaps it would not be amiss at this point to invite attention to doe circumstance peculiar to the business of agriculture that gives special emphasis to safety precautions op the farm. That is, in crop production there is & turnover of but once a year, and if, for any reason, there is neglect in at tention at critical times, there may be sub stantial if cot ruinous losses. When a me chanic or an office worker has an accident which incapacitates for a few days, the financial loss would be limited only to such property as might be involved and to loss At one time it was my belief that rather dependable data gathered and compiled by a state here and there were not only ade quate to convince that farming nationally was a hazardous calling but that these data provided a sufficiently good cross-section oa which to base a farm safety program any where. This was a rather provincial Idea that was early dissipated by attending the meetings at the National Safety Council, of time, without seriously jeopardising, per haps, the industry or institution served. Even these losses might be covered by in surance and by workmen's compensation. But, if a farmer has a minor accident at harvest time or when crops demand at tention in order to insure their growth, or development, he can lose the results of all of the work and investment which have been put In during that particular season. A broken arm at seeding time might mean 32 33rd National Safety Confrets, 1944 far more than the loss of several weeks in the held. It could easily mean the loss of an opportunity to grow a particular crop. The same accident at harvest time could mean the complete loss of production from those held* for that season. We all know that a farmer has many opportunities to lose the results of his labor. Too many times, these losses are staggering. Appraaelied oa Same Bah There is every reason to assume that the farmer can be approached and aslced to give bis aid and support to a farm safely pro gram on the same basis as is used in ap proaching the manufacturer. That basis is, that it will be profitable for him to adopt such a program. The farmer must be con cerned with income. Our accident experi ence or setup of facts with which we will attempt to persuade the farmer that farm safety is important to him must include special emphasis on the economic loss in volved in farming mishaps. In states where adequate accident infor mation is now available, it then becomes the mission of the farm safety program to bring it to the attention of the farmer. The methods are many and they most all be used. The newspapers and magazines, moving pictures, radio, special literature, public speakings are among the mediums for imparting information to farm people in the same mariner as in imparting infor mation to city people. So, it becomes the mission of a farm safety program to carry farm accident information to every avail able medium and enlist their cooperation is presenting it to the rural public. Of course, it is not enough to invite at tention to the accident problem without spe cific suggestions for prevention.. This means that safe practices for specific farm tasks must be developed and presented at the same time that wc sound the alarm on the accident menace. It most be the mission of a farm safety program to see that such safe practices are developed and publicized. While the possibilities of engineering, as applied to farm machinery and design of homes and installation of equipment, are great for making both the farm and farm borne safer places, it is, I believe, quite generally agreed that the forwarding of a farm safety program is almost solely an educational matter. With that m mind, dm schools loom as important mediums. Their value can scarcely be overestimated. Of course, one's education costumes after quit ting the class rooms, but capacity for learn ing quickly is great daring the days of youth. It is during that period of i*--*-- molding when many lifetime habits are formed, and that they be helpful habits is a matter of prime concern. Safe learned daring this formative period wtB stay with one. It is then dearly a nenks of a farm safety program to o&t the interest and active support of the schools in teaching safe habits to the ynongtttif. I have seen some of the results of sod) teach ing and so have you. If you drive in the country at the hour when rural are being dismissed and see a group of small children walking down the left-hand ride of the road, facing traffic, you are Trrfnriting the formation of a safe habit that means protection to pedestrians on rand highways. A lad thus trained grows up, becomes the head of a family, and, let us say. moves to the city, no longer Identified with farming; but if sometime, while on the way to Aunt Maude's for Thanksgiving Day, the car runs out of gasoline and papa must get out and walk to the nearest farm boose for aid, he will walk ou the left-hand side of the road. Habits of safety must be instilled so thoroughly that they will stay with OCX at borne, at play, on the firm, the highway and, in fact; everywhere. A farm safety program has many mis sions. In summing up, they mdode, first, the determination of the problem, which in volves the determination of many interme diate problems; second, the determination of the answers; third, the bringing of this information to the attention of farm peo ple as graphically as possible; and fourth, the repetition of the whole process again and again. The mission of a farm safety program las no end. Farm Safety Sessions 33 Why Should Farm Organizations Be Interested in Safety? By J. S. JONES Minnesota Farm Bureau, St. Paul, Minn Every farm organization should and roust he interested in safety, but I can speak officially for only one--the Minnesota Farm Bureau Federation--an organization of 46, 000 farm families. In the insurance divi sion. alone, there are 82.000 automobiles in sured, and of course each of them has a driver. The organization has a total of 323 employees. Naturally, among so many peo ple there is going to be loss of time from accidents--yes, even loss of life occasionally, and an economic loss worthy of serious consideration. A few years ago, we came to the conclu sion that if it pays industrial groups to em ploy ft safety director to work among their people, it certainly should be profitable to us to have a safety director. I admit that we had a selfish motive when we started a safety program. It was started as a side issue to our insurance department. There we bad thousands of claims each year, and bang a mutual company where losses are averaged over all the policyholders, we found ourselves confronted with this situation-- and losses are paid from premiums--our kisses showed us to be in the red for the state at one time to the amount of $500,000. Two or three course* could have been taken. One was that the rates could be in creased--the easy way oaU Another way was to reduce losses. We took the latter cowag. and at the tune we stated that if one major liability loss could be prevented that it would maintarn the cost of the department; betides preventing suffering and misery. From that point on, a definite safety pro gram was developed. Wc don't say that the director alone was responsible. It was our hope that If by his activities there would be ace less major loss, then the department would be a good investment. We sincerely believe that as a result of the activities of the safety director, many, many such major losses were prevented in the first year. That was an economic advantage, without taking into consideration the suffering that may have been occasioned or the lives that may have been lost Safety Progresses In fhe beginning of our safety program the work was confined largely to traffic-- automobile accidents. We have progressed and the safety program has developed in its perspective. Safety ioday on the farm is an economic, agricultural problem. We receive at our office the weekly papers from over the state. One day I made a survey of the papers that came into our office checking on accidents that occurred in rural neighborhoods in Minnesota. That was oo July 20, and this is what I found: South St. Paul Reporter: 58 - year old farmer drowned; Worthington Globe: a boy in serious condition from falling in a grain elevator; Mahnomen Pioneer: young mother killed and husband injured when automobile upset; Carlton Vidette: 45-year old man lolled when pinned between two trucks; Winnebago Enterprise: 52-year old farmer falling through a shaft in the hay loft, striking a steel stanchion and being lolled; Hector Mirror: young boy having tractor tip over and breaking his leg; Glencoe Enterprise: 45-year old man killed in auto mobile accident; Fairfax paper: 50-year old Winona County farmer killed when his team of horses backed him over steep bank; 5"/. Patel Pioneer Press: three people seri ously injured in one day in three different accidents; Fairfax Standard: 17-year old boy suffocated in the cab of his truck; Harmony News: 11-year old boy loses his eye playing with a B8 gun; Jeffers Review: two brothers in two different accidents on country roads have' arms broken; Wells Mirror: two men in the community killed by dynamite explosion and another drowned; Minneapolis Journal: 26th traffic fatality in that city on that date. Why are we having so many more acci dents now than formerly on the farm? Is it because farm operations arc much more mechanized ? Is it because successful farm operation revolves around livestock production? ]$ it bccaose older people during wartime are doing more farm work? Is it because of the immense amount of work that has fallen oo farm operators that thty are in a hurry, and hurry makes waste ? 34 33rd National Safety Congress, 1944 Is-it because they do-riot* know- the'seri-- -preached 20,000 m tiiis~country -iri.a single ousness of the situation ? Or is it because . year, and the loss of health and time has of the lack of thinking? * been enormous. The community as well as Do we need to have emblazoned do the entrance to every farm the old slogan that railroads made so much"of years ago: "Stop, Look, and Listen!'* 1 would be derelict did I not tell you of the individual family feels each accident kiss, and the community can be of greatest help in rallying the interest which alone can crowd out carelessness and replace ft with understanding and caution. some of the work done by our safety di "The following courses of action are sug rector, Mr. W- A. Dickinson. In a five-year gested by the farm safety committee to make period Mr. Dickinson has talked to 310 schools with an attendance of 78^78. He safety week effective in reducing accidents on the farm and extending its effectiveness has talked to 671 local Farm Bureau meet into, the future: ings, with an attendance of 73,404. "1. Emphasize the necessity for special This work: has reacted favorably on our membership. Our safety director has in spired others to action by means of poster safety precautions' at meetings of farmers* chibs, women's groups, service clubs, and youth groups. . contests. By surveys in some counties where he was able to enlist the aid of the rural M2L Encourage young people to take the lead in teaching and practicing safety on school teachers and.the rural pupils in mak ing a complete survey of all the accidents over a period of a year. Based on his re the farm. Schools, 4-H dubs and other agencies in the community already have pro grams*but these should be renewed and ex search material, he was able to put forward a definite, specific safety program. How often it has been said, "There is no need for such a project in our county--we do not have any accidents here.1'* This sur vey was the answer, with die facts. tended by encouragement from adults. "3. Encourage all the people on the hum to understand the true nature of accidents, that they result from bwty and thoughtless ness, that they strike down experienced farm help as well as those young and nexpen- Director jPopehr The director of this department is coe of the most popular of all thc*people in the whole organization--he is in great drnand. Right now be is scheduled for three months in advance. These meetings are held out m rural areas. The attendance figures speak for themselves. In our state, farm employment does come under the workman's compensation law. However, it does not prevent court action on farm accidents. Insurance com panies are forced to require a high rate oc cnccd. w4. Throw the spotEght on tike danyrr points known from experience and weni'ik to be the sources of tire most and worst accidents--the gentle bull that mtihly goes wild, the careless approach to slashing teeth of power machinery, the hay chute that in vites a fall with pitchfork in band, the gasoline can in the barn driveway, or the open water tank herkemring to small children. "3. Make safety instruction part of the process of learning any farm job by the worker.** farm accidents for protection. Therefore it behooves farmers to employ every manner of means in reducing farm accidents for the purpose of betterment of insurance rates. We have properly pioneered this work wxtfa rural people. However, we feel tins, tftat the ground has merely been scratched The problem is still there. It is intense, rt The recent farm safety week in Minne sota emphasized the following points; ad vanced by the fapm safety section, Minne sota Safety Council: "Every community knows the tragedy of adults and children maimed or lolled, of farm work left undone when safety pre cautions are relaxed and trouble strikes. Farm deaths from accidents alone have ap- is severe, and the more people that recog nize the problem, the sooner are we going to get some place and going to do something about it Safety is like mwrrance Most insurance agents resent competition. How ever, the more competition and the snore agents there are, the more insurance that is sold with the greater success to the insur ance business. The same is true of safety. Farm Safety Sessions Safety Demonstration By ROGER SCHLUTER and HELEN KOWALKE Sank Co. 4-H Club, Baroboo, Wisconsin 35 Roger Schluter: The 4-H Clubs of the country have wel comed the opportunity to promote the Farm Safety Program. We feci it a great re sponsibility. but, as you know, our Clubs all over the country have responded. Results have been obtained through: farmers fail, too, to realize that a tractor's center of gravity is so much higher than that of a car that it tips more readily. Con sequently, care should be taken in plowing on steep sidehiUs or in turning at too high a speed, or in operating a tractor up hill under too heavy a load. 1. Public speaking contests which brought to the attention of farm people the im portance of safety. 2. Surveys taken on the farms of mem bers and their neighbors in order to find the hazards. 3L Correction of roauy of these hazards through the suggestions offered by the 4-H members. While it is difficult to measure the accomp lishments of this cunpaign, many rural com munities have reported fewer accidents zranog faxzn people. Many millions of manpower hours have been lost to our American farms by care less accidents. And now what are some of these accidents and bow can they be piti gated? The. number one cause of fatalities on the farm is farm machinery. One reason why wc American fanners have a higher standard of living than the fanners of some other nations is because we have more and finer tools to work with. But many acci dents occur m the operation of these ma chines, and most often through the careless ness of the operator. For example, in the operation of the tractor, you will notice by the chart that of the 99 killed in agri culture daring the right month period many deaths were caused by farm.machinery of which the tractor is the worst offender. Some of the most common accidents with the tractor are caused by trying to repair or move about a machine while it is in mo- ,irm rather than stopping to make adjust ments. Many farmers allow their children to ride on the tractor or other machine-being pulled and from this practice many fatal accidents result. A startling number of fanners are killed or injured by the tractor or other machine tipping over oo them. Often times Another common mistake made by farmers is to remove the guard from shafts or gears, or other moving parts of machinery to clean or oil the machine and then fail to put the guard baric This failure to put guards in place is responsible for many deaths and noo-fatal accidents each year. Torn, loose, or worn clothing might also be responsible for pulling the operator into the moving parts of a machine. We are all familiar with the usual way by which a tractor is hitched to a farm implement. In other words, by means of a pin or bolt being dropped through the hole of the drawbar and the hitch of the im plement being pulled. This involves three things being done at the same time, namely, holding up the hitch of the implement, back ing qp the tractor to tins hitch, and dropping in the pin. Many times the operator gets off of the tractor, stands between the two machines and operates the tractor with the hand clutch while holding up the hitch of the implement. Then something goes wrong, the tractor gets out of control and the operator gets pimed or crushed between the tractor and the machine. All this oould be prevented by the use of a safety hitch. Not only will this safety hitch protect the machine by automatically releasing if a stone or sane other stationary object Is run into, but it would entirely re move the possibility of accidents caused by the operator standing between the two ma chines. It likewise would be a great timesaver. Some implements now on the market come equipped with these safety hitches, but unless time is taken to change the hitch from one implement to another it would be necessary to have a bitch for every imple ment on the hum. As this would involve considerable expense it probably would not be done on many farms. A simple solution 36 33rd National Safely Congress, 1944 would be to turn this hitch around, put it on is done to the band if the head of the the tractor. Then it would be necessary chisel is missed. - to buy only a ring such a4 this for each Speaking of chisels, the burrs that some of the implements on the farm to be drawn times are formed oa the head of the chase! by the tractor. Then by fastening a short by continued pounding can be dangerous to or rod to the hitch of the implement ' an operator's hands and eyes. If they are this "LT" bolt could be held opposite the allowed to get too long, confirmed striking hitch on the tractor. The coanectioa is thus may cause them to break loose and cause rr?'i+- as the xracior is hacked, making it injury to some part of the body* What to unnecessary for the operator to get off of dp about it? Simply grind off the burrs on the seat of the tractor at any time. an emery wheel, keeping the head of thu Not only are our farm machines danger ous, but many man hours are lost yearly by non-fataJ accidents caused by the careless use of hand tools such as a hammer, saw, screw driver or chiseL One of oar most common farm tools, the hammer, can be dangerous when the handles are split, mak ing it possible to get splinters in the hand or when the head is poorly fastened on, twalring jt possible for it to fly off and chisel as small as or smaller than the body. lia using the emery wheel for any purpose, keep your eyes on your work. By that I ``keep your eyes" by wearing goggles. Industry demands that workers use goggles. There is no reason why fanners shouldn't be as careful of their eyes. Inexpensive and convemoat goggles arc near on sale. For example, these goggles can be put on over regular eye glasses, thus saving the time of injure the user or a bystander. Such acci the operator. dents can be prevented by seeing to it that Injuries sometimes are caused by using hammers have good hamfles, and also the tools improperly. For example, a screw ?** chisel, etc., and as handles cost but a few cents and be put into a hammer bead in a few mmoles, this is a good invest ment in safety. In putting a new handle driver should not be used as a chisel or as a punch, and when allowed to get into poor condition are inefficient for the use for which they were intended, as they will not hzto a hammer, first it is necessary to work take hold of the bead of the screw prop the handle- down to the size of the opening m the hammer with a nap or other too!; the hanrfU is driven firmly into the erly. The working cad of the screw driver should be square; not too big for the screw and not sharpened^ but left broad at the ofMsnxq'; and third, wedges are placed to point so that it will engage the head of the spread the wood of the handle into the(I) screw. This also, can be done ipnckly oa an (I) to spread the wood side emery wheel. ways (Z) other small wedges to spread But not all farm accidents occur out of the cad pieces to make the handle fit firmly doors. We are told that move accidents into fl< bead of the hammer. This handle occur in the home than anywhere else. Helen will stay put- In using the hammer it should can tell us about some of these home acci be held at the end of the handle using a dents. free, easy swing with the eye kept on the Knives mil or object to be struck. In driving a nail, Helen KowaDce: it should always be held at the top, rather than at the bottom. If held at the bottom and we miss the nail head, our fingers are rangfa between the hammer and the board being If held at the top and the nail is the fingers are pushed to one side and no Aamagg is done. While knives are the most cormnou imple ment used in the kitchen, their mis-use can cause many minor as well as some serious accidents. Many fingers have been cut by using a knife to open a can. Either the hand slips from the handle of the knife onto the blade, or the hand may slip and be cot by Another little stimt that will help save the can itself. Or the person using the knife injury m the handling o! the hammer is in might also be in danger of stabbing the hand flat use of a chisel. If the chisel is held ufed to hold the can. We even hear occa with the back side of the band up a serious sionally of people trying to open cans with injury result to the knuckles and fingers . jack knives, the jack knife dotes on the if the head is If the ch?*el is held fingers causing an injury. The remedy for with the palm of the hand up, little injury this, of course, is to use a can opener. This Farm Safety Sessions 37 can. openary by which a can can be opened easily and conveniently and with complete safety, costs only fifteen cents. Often times injuries are caused when groping around in a drawer for the proper lmifc These injuries could be prevented by having a piece of slotted wood in the drawer so that each knife is held in place, is easily found wbext wanted as well as having its cutting edge protected from rub bing on the other knives m the drawer. A few simple rules on the use of knives in clude: (l) keep them out of the hands of small children; (2) in passing a knife to another person, the doD side should be toward your hand; (3) when carving meat, use a fork with a knife guard and be sure the guard is in the position to protect the fork band if the knife slips; (4) when peding apples, potatoes or vegetables, the knife is drawn toward the operator so short, controlled strokes are taken; (5) when slic ing bread, free, long strokes are taken, so It is Important that the- edge of the knife be directed away from the hand or the body; (6) when washing dishes, wash and dry sharp knives separately. Roger Schuter: . And now we are going to turn to the Number 2 offender in causing farm acci dent namely farm animate. You will notice that of the 99 fatalities and 446 injuries, me were killed and others injured by farm animals The herd sire, of coarse, beads the fist. It is nearly always the so-called gentle bull that kills. Don't trust them! What to do about it? Handle them with came. Put a ring m the boll's nose while be is sfiU yoong. When be beoccoes older, use a staff to lead him. Bull iwfcforks are bang built on many farms, providing a place for feeding aad watering and exercis ing the sire without the necessity of han ding him. Many livestock injuries are caused by fanore to speak to animals-- horses or cows--as the tanner approaches. We get so used to our livestock that we sometimes take them for granted. Many times the horse or cow is not locking at the fanner but at flies or some other irritat ing cause. Fly spray oa both horses and cow* would go a long way to prevent in juries caused by larking We are looking forward with anticipation to the rime when the new DDT powder or spray will he avail able. This very effective insecticide should be of value in helping to cut down this kind of injury. Farming as a business is so closely associated with livestock tkat ' it beoocnes very important that we take steps to prevent the heavy toll of lives and lost manpower hours through this type of ac cident. The next in importance as a cause of accidents is falls. Helen, will you discuss this cause of accidents oa the farm and in the home? Helen Kowalke: One of the chief causes of injury from falls is the failure to put small tools away after using them. Tripping over these tools or other objects left about the yard, or toys, baskets, etc., left on stairways, make this public enemy number one in this field. The very nature of farming makes it some what dangerous. The danger of falling off of a load of hay, of bring caught in the ropes or pulleys at haying time, failing from the hay mow or falling from buildings. In fact we should give some attention to this matter of climbing, because a farmer docs so much of it. First of all, ladders should be kept in good condition. They should be strong and sound, and we are cautioned not to paint than. If there are any knots in the wood or if the wood rots or becomes weak, the weakness can be seen, while paint might cover up any knots or weakness is the wood. The wood may be stained or varnished to preserve it. Another suggestion for safety: when climbing a ladder, grasp the aides of the ladder rather than the rungs, as usually the rang will give way first and thus if the hand is on the side rail of the ladder there is something secure to hang onto. Ladders never be left leaning against build ings because they might be a temptation to young children. Rather, they should be hung up out of flic way, which would protect them from decaying through exposure. Ladders oa windmills offer a real danger spot for children, especially when the ladder comes all the way to the ground. It is advisable to have the windmill ladder start ten or fifteen feet from the ground to re move this temptation. Don't use old ladders that have been patched and re-patched. The danger in loss of time through broken limbs and other 38 33rd National Safety Congress, 1044 iujuries is not worth the saving of the price of maleriaL When ladders are used make sure that the footing is good and the angle is not too steep, thus helping to eliminate the danger of falling backwards. In carrying a ladder remember the other fellow.' If you are carrying a long ladder, carry it so that the front end is high so that it will not strike anyone who might be coming around the comer of a building. If two persons are carrying a ladder they should be at the ends so that the ends do not protrude. In the home the most frequent cause of accidents is through falls in the, bath tub, cm the properly named "throw rugs," too heavily waxed floors, using chair* and boxes -- even rocking chairs -- instead of step ladders. If every borne were equipped with a step ladder, many of our home accidents would never occur. Non-slip strips should be sewed to small rugs about the house. A great help on the dark cellar steps is to have the top and bottom steps painted white. Roger, will you continue the discussion on the fourth important cause of farm acci greatest and labor savers ever brought to the farm, but improper wiring and careless use of this service lead to many fires each year. ' What to do about farm fires? Let's use common sense in lighting and controlling fires in the home. Matches should be kept out of reach of children and in a convenient place so that mice and other rodents will not get at them. Do not use gasoline or kerosene in lighting fires. Stop the tractor when peering s&ta the task because the gas tank in a tnctor is directly over the . engine. See that chimneys are properly constructed so that the floes ate scaled. Yearly examiaatian of the chimney is im portant. "No areokang" signs should be placed on the boikfiagt If for no other reason than as a reminder to offenders. Lightning rods should he placed on the buildings to redace the danger from electric storms. Metal covered buildings do not need . lightning rods but should be grounded by connecting the metal .of the roof with a rod driven into the ground at least deep enough to contact moisture at all times. This should be done on hath sides of the-building. Spon dents, fires? taneous combustion may be controlled by Roger Schltrter: drying the bay thoroughly before placing it in tbe bam. 03)' tags used around tractors, Most important among the causes of farm cars and as well as those used fires arc careless use of gasoline and kero in the house, should be disposed of properly sene when starting fires, faulty chimneys, by bormog or put into metal containers carelessness with matches, and smoking away from the buildings. The electric iron around buildings. An important precaution is forgotten when the telephone rings or a is to paint or label all containers holding caller comes, bat will do no damage if a inflammable materials such as gasoline.and metal rest is used. kerosene. Gasoline cans should be painted Of course there are other causes of acci red; kerosene cans should be labeled. In dents about the farm and home that we have Spite of this caution's having been repeated not mentioned m our chart, such as the many times during the past few years, we danger from taking (he wrong medicine, or StiU have many accidents from this cause. the danger to children and adults through Poor chimneys rank as one .of the chief causes of farm fires. They should be cleaned and examined regularly to see that they are in good repair. Every year many farm buildings bum down due to carelessness with matches and smoking. Matches must be kept away from small children and fanners and farm help must be asked not to smoke in the barn and other buildings. Many fires, too, are caused by spontaneous . combustion in the hay mows. The hay should be properly dried before placed in the mow. Lightning, too. is taking a heavy toll of our farm buildings. What to do about farm fires? Electricity is one of the allowing the farm premises to become cluttered up with broken bottle*, leaving sharp tools about, as well as failure to remove many other common hazards that might be about the farm. What to do about these things? It is important that all poisons in tbe house and out be properly labeled and locked up, or placed up high enough to be out of reach of children. Glass trash, etc, should be kept picked up, thus removing this hazard to both young and old. Pins and buttons may well be kept in a glass container which cannot be opened by babies. There are many ways by which accidents may be re- Farm Safety Sessions 39 disced not mentioned by us this afternoon. In fact, it has been said that the must im portant task for all of us in helping to reduce farm accidents is not necessarily that of telling bow but even more important is tbe job of creating in all farm folks the realization that accidents will happen if we are not alert. la other words, it is our responsibility as farm people to develop a safety consciousness. We can do this only by talking about it and by making a cam paign of it just as it Isas been done is industry. So it U up to each one of us to do our part. Tlie job will not be done at the dose of this year 1914. It is a perpetual job. It is a story which must be told many, many times every year, and It is the re sponsibility of us 4-H Qub members, farmers, fanners* wives, m fact, everyone to help reduce the sorrow and loss of time caused by needless farm accidents. NOTE: Wherever possible each point de veloped in talk was demonstrated with actual object mentioned or with picture, chart, or model when it was impossible to have object itself at hand. WEDNESDAY LUNCHEON October 4, 1944 Presiding: Amy Kelly, State Home Demonstration Leader, College of Agriculture, Colum^ Ha, Mo. Th Farm Woman's Interact in Safety By VKRA MoCKKA SEARLES ' . Director Home Department, Dairymen's League Cooperative Association, lac.. New York City When I began to think of the daily duties of the farm woman, the list became so long that I fdt it must be abbreviated, m I -turned to the alphabet, this being a day of alUteratioo. Will you bear with me for ' a moment while 1 present a nomenclature of die hazards with which a farm woman is actively awodnd every day of her Gfe: A--AoKoc, acids, axes, air guns. B--Bottles, boots, balls and bats, bones and beater*, halls and brooms. C--Children, ckshciKncs, cats, cans, cribs with rockers, cleaners, carpets, curtains, cords and eabkuT doors. D--Drugs and dogs and dairy traps. E--Electric engines, sweepers and stoves. F--Fans and freeers, foods and fires, fish hooks, firearms, furniture, fats. G--Glass and gadgets, grease and guns. H--- W>miwfc_ pOSt*. I--Iroocn, ink spots, ice and picks. J--Jars and jacks and jam* at door*. K--Knives, knobs, knockers, kiddy coops and kitchen doors. L--Lamps and lighters, latches, ladders. M--Matches, mops and milling tools. N--Nails and needles. O--Openers. P--Pots and pans, pails aod paints, pills and pens aod all playthings, - Q--Quills and quarrels and ^quibbling stunts. R--Ranges, racks and rocking chair*, rugs and runners, rips and runs, rags and rattles, ropes, roasters, refrigerators. S--Stoves, straps, steps, screens, stairs, shredders, steam pipes, sterilizers, safety pins. T--Tools, toasters, toys and trash. U--Umbrellas, utensils. V--Vacaum cleaners, valves and vents. W--Wagons, washers, windows, wne, wire on fences, aod wire on vines. Y--Yards and young ones, yipping dogs. - Z--Zipper, which doses them alL I know this list is not complete; how ever, h is long enough to indicate the need for great knowledge, wisdom and informa tion on the part of the farm woman for handling them. If any of you here today are consider ing marrying a farmer, I trust you won't be discouraged by all of -these implements of warfare of which I haj/e spoken. All of 40 33rd National Safety Congress, 1944 than may be used to build the stepping Etoocs and, 0 course, that Is Just what the well-ordered, intelligent woman is doing* On the contrary, the thoughtless, hurried, har assed, overworked, confused souls are con tributing to their own and their family's stumbling blocks. They may cause acci dents, burns, breaks and Sprains, erica and screams and ragged nerves, falls and cats, loss of arms and legs, and sometimes heads. Tn ridtTnw to the sorrow and suffering to the individual* and their families, it is quite obviously an economic loss as wdL Under present wartime conditions with the acute manpower shortage^ such** accidents add appreciably to car problems for they tax the hospitals, ambukuace* and undertaking firms, florists, travel and widows weeds. In any farm safety program it is the farm woman who most be reached, not only for her own protection bat because she is the most powerful influence in the farm ing operation. At the time she is attending to her job of homemaking, she b either sharing in the farm work and (I am sorry to say all too frequently} or she Ka<t her eyes and ears oo the outride farm activities, as wefi as mratsfly carrying the children to their play or work, to their schools, yes even to the battlefield* of Europe and Aria. If she is to be a poten tial force m solving the arrion\ accident problem m America rite needs bdp to organ ise her thinking and her work in a better fashion and to nr*^*'* far cognisant of some of the faasards that come from lack of knowledge. This is borne out by the fact that the largest percentage of accidents occurring oe the farm are in the home. I am happy that the Nstknsl Safety (j^nifii i$ Kt**"g op is.able woman's divi sion. By its assistance end cooperation wotpes everywhere m the United States will be mobilized for safety work. The New York State Health Depart ment and has developed the safety program in our States. .The first effort was to form an advisory mmrnlttec of varying representative organized inter ests. All over New York State farm folks are bang aroused individually and collec tively to their responsibility in this great national safety program. Granges. Farm and Home Boresos, 4-H, Co-Operatives, Parent Teachers \ Organizations and other organized groups) an bring supplied with speakers and movies, carrying the message of the nr*** for greater care and thought' fulness m order to solve, this accident prob lem. A State -leadership sdioot for radio and publicity has provided ways and means of supplying safety information over the air and through the press. At Cornell University the supervising dis trict nurses were brought together for a two-day couferoice. Here they were given information on the great need for safety riocttuD r1^ shown ways and mnnft of pasting on this information to others. This fall these supervising nurses are calling together in district and county meetings their viritMg nurses so that this iofonm- rina may go directly to the individual farm Item**- College eatimrion specialists are dnnoPStrating safety devices to distrxetand county gioupa of farm women. Through them and the Vv"* danoustration agents educational information is given farm taaBBOUMken on how to use and care for dectrkaf equipment, how to arrange the kitchen tint time and energy will be saved and weariness may be avoided, and sonsy more programs contributing to the health and weD being of the safe and sane faodly. is benf rfiTSriniiistrl through '>*fly of rural women The State Cotacwtil of which theaie county frtnnrifa ire a part represents 100^)00 orga nized him women in New York States. They are chosen from the Grange, the Home Bureau and the Dairymen's League. A ttlhiig school to prepare farm women for speaking oo safety subjects was held at the State College <J: jg the summer. These farm women <24 in number) are now engaged in *p**-v^*g before all kinds of farm and village giouga and are m taro traimug other local leaders to be re sponsible for reporting farm and home accident*, keeping newspaper dippings and for on fwywTM through mall local groups. The Dairymen's League Cooperative As sociation a kca appreciation of this program especially as a result of the severe accidental injury of several of our own members. One of our leaders lost an arm ia a bay baler. Another was seriously in jured by a boll, and the third was a young woman who bad blood poisoning from a pitch fork bring stock in her foot while she was assisting m farm work. Through our house organ, our monthly program let- Fann Safety Sessions 41 ten, as well as through talks at local and county meeting* we are carrying on the safety educational program. I know that throughout the length and breadth of these United States, through the Grange, the Farm Bureau, the Extension Service, the Co-Operatives, farm women are miring in an effort to protect their loved czars from the hazards of careless ness, Indifference, ignorance and be. Our New York State program is still in its infancy, but ! feri under its present able leadership it will extend m growth. Flans are already under way for reaching schools and many more organized groups. Hiss Okutoed. oar state farm safety woiker, aptty says, *W want a safety home calen dar an every farm favue a barn poster cm every bans door. We also want good safety reading materials on every farm home reading table." I feel we have the green tight to go ahead as fast and as far as the farm gates and the kitchen doors will swing open to us. Someone has said that cooperation requires the everlasting teamwork of every living soul. It is obvi ous that farm women and farm folks gen erally are cooperating in an admirable way in tins safety program. I believe we arc cst cur way s New York State to make every member of the fann family a social and potential woiker m this cause. When we are thoroughly nrrrtni everywhere to the cause, we will be on oar way to the solu tion of a great social and economic farm program. WEDNESDAY AFTERNOON SESSION October 4, 1944 Prtmfme; Joan H. Wnzn, Head, Safety & Health Section, SoQ Conservation Service, U S. Dept of Agriculture, Washington, D. C Industry's Stake in Farm Safety By HOWABD J. GKA1IUCH GamacaFAgriftillitral Agent, Chicago and North Western Railway System, Chicago Farming today is a highly mechanized ipdoatry. The form operator mast be a qfraHtf ia a number of lines. He oper ates the tractor, the combine, the baler and the com packer. AH of these ore portable marhears Even the ensilage cutter is rap idly evotviug into a portable type of field ratting unit. Practically all farm operations involving moving madaaery with parts which are re volving at rapid speed possets danger for the careless operator. It takes years for a farmci to become proficient in handling these tools of modern agriculture efficiently. An accident occurring to the operator of a farm implement not infrequently seriously impairs the food production of a given unit of* land. This is one reason why industry should be definitely interested m farm safety. . From Oxen to Portable Harvester! Our grandfathers performed most of their farming operations with pitchfcrla. ' scoop shovels and slow moving oxen. Their chances of injury were relatively remote compared to those of the farmer of today who rides over comparatively rough ground oo complicated, portable machines equipped with many swiftly moving parts. Most of these modem machine* possess chances for accident to the careless opera tor. Manufacturers have made much effort to incorporate safety devices. Most farm implements today have the slogan "Safety Firsts stamped over their frames In aeveral places. This proves that industry is defi nitely interested in the wetbbemg of the farmer. With the simple agriculture of Gvil War days, it required 500 mbintcz of a man's time to prodore a bushel of corn. With modern, mass production methods of 1943 it required only 42 minutes to produce a bushel. This is indicative of the progress which has been made. With the decrease in man-labor per unit of production has come a tremendous increase m efficiency. The 42 33rd Notional Safety Congress, 1944 farmer of today produces two and one-half times as much as did his grandfather onehalf century ago. Worker in Industry Uses Qne Machine Industry appreciates that the farmer, dux- ing the course of a year, is called upon to become highly proficient at quite a number of tasks. In the factory, the man who per forms a certain highly skilled task does so continuously day in and day out for many years. lie- eventually gets to a point where he can literally perform, the job with his eyes shut. His chances of- injury are rela tively slight because he has .learned from, practice, pod experience just what moves.to m?ir* Furthermore; this machine operator lias been warned to be careful and is not usually confronted with the urge to speed up production. Fanner Operates Many MacMnes -: The farmer, oa the other hand, uses one: type of* machine today and -another tomor row. Not infrequently, within one day, he operates several different machines, start ing with his milking machine and cream separator, then the pump; from this he: proceeds to the field. By the time the day is over he will have performed a good many tasks, the majority of which require a con siderable degree of skill. proven to be of a nice disposition may, without a moment's notice, turn on the farmer. These are hut a few of the poten tialities. . ' Farming involves working in the ele ments. Slippery ice, rusty nails, mod, ram, and cold present hazards. Ascending the windmill, the silo or to the bay track in the bam, all require a cool bead and a degree of carefulness. . Our Mutual Iatprert in Safety Agriculture and industry vc definitely tied tpgcthcr. The production of the farm, to a. large extent, determines die profits of industry. Generally speaking; oar total na tional income is seven times that of agri culture; however, the farmer's dollar is the basic one. It comes out of the soil as a result of the skilled work of the humor combined with the blessings of a kindhearted Mother Nature. The farmer's dollars Is turned over seven times before it goes back into hiding. Each of these transactions involves employment for labor, profit for industry aad a degree of satisfaction and happiness' for every per son along the line.- : Industry is interested b mmumemg farm accidents. It appreciates that the farmer operates under handicap. Farmer Works Under Prcaaon The farmer is short of help. Usually he is working against time. Under such condi tions naturally chances may be taken which the man in the slower-moving type of work might not risk. As indicative of this, a press notice from Des Moines, Iowa, under date of August 16th states that farmers head the list of drivers of automobiles involved in fatal accidents. Of 166 cases 42 were farmers. Industry can put "Safety First" signs at conspicuous spots m front of workers. The very nature of the farmers' work eliminates the of keeping before him at all times "Safety First" slogans. Risks Around livestock There is also an element of danger in volved in working around live stock. - A comparatively quiet cow with a new-born calf at her side may charge her caretaker when he approaches. The boll which has Farm Accidental The August issue of a farm magazine tells of two accidents: The description of ooe is as follows: "He fell backwards from an esxtra-'large load of hay as he was climb ing down to unhook the loader" and the second reads: "The accident occurred when the team he was handling ran away and threw him about 20 feet" These are the type of accidents which can happen even under the best of controlled conditions. Farmers, as a Hass, are careful. They must, of necessity, take some chances. They cannot turn out a good day's work on a farm without being in quite a few risky spots between, sunup and down. But acci dents have been classified as arithmetical iq thyt drey "subtract from one's pleasure; add to one's discomfort, divide your income and multiply your worries." Why shouldn't all of us think of accidents in this light and definitely endeavor to orirnmire them both in our own field and in the fields of others with whom wc work? Form Safety 'Sessions 43 Wisconsin Form Safety Program By BANDAIX C. SWANSON Farm Safety Specialist, College oif Agriculture; University of Wiaoocmn, Madiaon, Wis. A simple law passed by the 1543 Wis consin Legislature crated a farm, safety fund of $10,000 to be used for the promo tion of farm safety. CHAPTER 538, LAWS OF 1543 * AH vACT To create 20-41 (3) `(e) of the stat utes, relating to a farm safety program in the university college of agriculture, and making an 'appropriation. . The peofe of the State of Wisconsin, represented in senate and assembly, do enact .as follows: .. 20.41 (3) (e) of the statutes is cre ated to read: . 20.41 (3) (e) FARM SAFETY PRO GRAM. Annually, beginning July 1, 1943, $10,000 for the development of a comprehensive statewide program on farm safety in cooperation with farm organisations, cooperative associations, 4-H clubs, departments of vocational agriculture, federal agricultural agen cies, the.agricultural press, newspapers, and other agencies, groups and indi viduals interested in the promotion of farm safety and the reduction of form accidents. A well-presented picture of the farm accident situation m Wisconsin accom plished this simple, yet effective, piece of legislation. The appropriation is selfrenewing; and is a start in. the direction of an effective program. Those promoting the legislation recognized the job of form safety as one of,, education. For that rea son, the money so appropriated was allo cated to the University of Wisconsin. It * is, however, the philosophy of the folks promoting form safety legislation and those administering the program in the College of Agriculture that the job of form safety is not only a program of education, but also one of promotion and that the office should be a coordinating agency for all of the individuals and organizations in Wis consin that are in a position to carry on a farm safety program. In our opinion, the success of a safety ptograai in Wis consin will depend largely on the ability of this office to get many groups and thou sands of individuals interested in doing something about safety. A library of in formation, reliable statistics, a clearing bouse for contests, news releases, and other type? of publicity should be a part of she work of such an office: The general program carried on by the Farm Safety office is under the guidance of an advisory committee made up of men sin cerely interested in form safety and in a position to know wbat is practical. These men meet with the Farm Safety Specialist and advise with him from time to time. They are able to promote such legislation as Is deemed advisable, and to collect'such monies as are necessary to carry on an effective and efficient program. This advi sory committee also determines when and where state-wide meetings of farm leaders are advisable. . Statistics Necessary In our opinion, statistics are necessary to any effective form safety program. In Wisconsin, we have set up a file on statis tics of aQ farm accidents and fires. To get this information, we have employed a clip ping service and from them we bad hoped to get all of the clippings on form fires and other farm accidents. However present indications are that we gct'craly 62% of the articles appearing and that a relatively small percentage of the minor accidents reach the newspapers. Taking these two facts into consideration, it means that we need some kind of a co efficient of expansion to actually give us an accurate picture of minor farm acci dents. At any rate our figures are far short of the number of actually happening. Our picture is a little {fit better when we speak about fatal accidents, because we miss very few of those in our clipping service and in our opinion very few of the fatal accidents fail to appear in at least one newspaper and most of these fatal acci dents appear .in several, and for that reason the clipping service finds at least one of them. With that in mind, we make more use of fatal form accidents figures because 44 33rd National Safety Congress, 1944 we fee] drat we hare some degree of accu racy there. In using these statistics, are give consid erable publicity to them through the news releases and the bulletins that go to county agents, agricultural teachers, and other farm leaders. Publicity is certainly an im portant part of the job of farm safety. In cooperation with our Journalism Depart ment in the College of Agriculture, we .have given many releases to the weekly and daily papers, covering various phases of farm accident causes and prevention. Farm magazines have given us simitar co operation and one of the papers has fur nished the bonds and other prises for our 4-H speaking contest The daily papers have given some publicity, and our largest paper has carried a feature story in the Sunday edition. This article concentrated on. one county where a very intensive pro gram was carried on by 4-H youngsters. Publicity over the radio has been very good. For several months we have pre sented a weekly broadcast bringing in safety information along with farm philocOfdsy. We are attempting to build Sam Safety as a <4rart"- through which we can publicize certain farm accident hazards, and to use sooe of that information oo recordings to be distributed to schools and county agents. Other articles m the trade papers and ad vertising ticeti have helped us to can at tention to the seriousness of farm accidents. A bulletin that goes out to county agents, agricultural teachers, and other leaders in that field carries considerable infonoattoo that helps these leaders to promote local programs of their own. Many of the county fairs this year had safety booths to help call attention to the seriousness of farm accidents. One booth at the state fair, put on by one of the 4-H clubs, attracted much atteatioo. The radios throughout the state, the Wis consin network and WHA, our University station have devoted considerable time to the 4-H speaking contest. Thousands of people listened in on safety talks during the period of a month when the district and state finals were being held. Cites Organizatknc Now, as to the organizations, we fed that young people are in a wonderful posi tion to do something about safety, asd we have done a great deal of work in Wis consin trying to build up and promote m program among the 4-H dobs. We have bad some fine cooperation from the 4-H dub office. The Homemakers groups of Wisconsin, of which there are many, carry on most of their work in leader training. We have had requests for leader-training work in many counties for the cocruog fall and win ter. We are preparing material for fans women, as leaders, on the bass that farm women are able to do a great deal about safety practices--oot only in the home--but out on the farm. In other words, we believe that the woman on the farm can make cer tain that the hay chutes are guarded, that the buU is in a safe pen, tint the water tanks are guarded, and that other hazards around the farm are corrected. We believe that farm women can do as much around the farmstead as in the farm home in mak ing it a muci place to live, and oar lender trainrog is on that basis. We are also offering that service to rise Farm Bureau and to the Grange since they do considerable work along tin* tine in their local township groups. Tbe Harm Bureau paper carries reprints of tbe Sam Safety talks. The vocational agricultural teacher is an other important agency in tbe cccrouoxty. Each teacher works closely with some 30 to 100 boys and influences the activities of those families and the families doedy re lated to them. We have in Wisconsin about UhOQQ hoys and girls who are taking voca tional agriculture or vocational home eco nomics in the high schools and we are hoping to gather accident information from their home farms. If we can ge* IC^OOO such surveys, we hope to project this onto the total number of hums, in Wisconsin tints giving us a fairly accurate picture of the cost and the number of farm accidents. Survey* Started Tins survey was run in foor departments of agriculture hut spring and the resells were summarized. It vw confined to the four departments m order to make correc tions and changes before putting it on a state-wide basis. We think tbe results win be very usable. These boys are to fill out these questionnaires--not as accident re ports--but as safety surveys, so that those Farm Safety Sessions ' 45 having no accidents will be filled out as well as those who have had accidents on their home farms. We desire tbe non accident farms as well as the others in order to make our statistics accurate. Fists are being made to build a film strip taring the vocational agricultural boys in their survey as a bans, bringing in a Dumber of pictures of farm hazards and the correction of these hazards. There are also a number of other group*, that can do a great deal about farm safety. The veterinarian, for instance, visits hun dreds of farms each year. Surprising as it may sown, there are few accidents among veterinarians, even though they are cootizstaBy handling dangerous anrnial* In one of tbe Sam Safety talks, tbe veterinarian was ooe of the characters brought into tbe pic ture. At the completion of tbe broadcast, we mimeographed copies of tbe talk and sent them to all veterinarians in the state, asking them to help make rural Wisconsin a safer place to live. They have a part in tbe program just like tbe dairy plant in spectors, the dairy plant field men. and all of those fellows who deal with farmers and go from farm to farm as part of their work. This year the extension service handled all recruitment and placement of farm la bor. Among this recruitment and placemeat were included many fV**<*"** of boys and girls from the city and many thousands of business men wbo did part-time work on the farm. Much work was done with tie farm labor assistants who work with tbe county agents. We sent safety material to them and asked them to contact every fanner wbo took out a hired man and to contact every boy they placed through their office. For them we prepared cards which listed a few of the hazards on tbe farm. To the farmer we addressed another mes sage asking him to be careful of the farm labor that tie exttztsicn service was placing with him, asking hen to take some of the responsibility for seeing to it that there were no accidents. We appealed to tbe labor assistants to see what they could do to having a ckar record this year of no accidents among- tbe recruitments by tic extension service. The season Is still on. We don't know how many accidents we will have, but we believe that tins program with farm labor will do some good. Much fine material is available from sources other than our own that we have taken advantage of rather than trying to prepare duplicate materials. However, for our 4-H work, we prepared special bulle tins---one on the speaking contest and one on tbe subject of LET'S DO SOME THING ABOUT SAFETY. Tbe speaking contest`bulletin calls attention to the neces sity for safety azad gives ibc rules and regulations for the state-wide contest. Fiftyfive counties in Wisconsin took part in this contest and many of than bad local contests in the counties with from 40 to 50 contestants. County winuci s were eligible to participate at a district grailrat. The district contests were bdd in connection with tbe 4-H dob camps and judges were selected to Listen over a loud-speaking sys tem in another room. Ia other words, the judges didn't see tbe contestants but judged on what they heard only. Tbe two winners in each district were put on the local radio in that area. This gave us a state-wide coverage through tbe use of all these local radio stations. Tbe district winners were brought into Madison for a general program on Saturday, July 1st, and all of them took part in broadcasts over the Wisconsin net work. These folks were entertained in Madison by tie Wisconsin Agriculturist and Farmer and the two winners were presented with war hoods. Here again in the judging, tbe judges listend in via radio, rather than seeing tbe contestants. The dnmpioo to tbe speaking contest pre sented his talk over the Colombia Broad casting system. This added to the prestige of the contest and will help next year to secure 2,000 contestants rather than 1,200. Bulletin Published Another bulletin which we published is called LET'S DO SOMETHING ABOUT SAFETY. This bulletin tells what can be done by individuals, by dubs, and by coun ties, and announces the very substantial prizes thou are offered for both individuals and clubs. For instance, the club with the most outstanding farm safety program will receive a trip to Milwaukee, all expenses paid, to see a safe city, a safe industry, and some other things of special interest outside of tbe safety program. This con test is stiff in operation and will not close for another month or two. A large number of clubs are competing- Qub booths, win- 46 33r(t National Safety' Congress, 1944 (low displays, parents' programs, county fair activities, demonstratioos, talks, charts, posters, essays are a few of the efforts be ing made by the clubs completing' for the state-wide award. They will also be given credit for surveys on fires and'Other acci dents. These farm surveys will be cm a community basis and the club wJU get credit for the area in which this survey is T"***f Another of onr publications is the farm check sheet called YOUR FARM IS A -WAR PLANT, set up for use by 4-H dob members, farm bureaus, P.TA's, vocational agricultural teachers, and others who would like to check in the community or check for themselves their individual' farm haz ards. Over 200,000 of these have been printed, and a large proportion of them have already been distributed. In order to encourage their use, we set up a form letter for county agents to use in sending them out. We know that several counties made a county-wide canvass in this way but we know, too, that a letter to each farmer is less effective than a personal call. It is interesting to know that some counties made an almost complete accident survey this winter through their 4-H dab members. It might be-logic&l to-ask whether wc have attempted to set up in any enmity an organization, or a* council through which we might work. Counties vary in the meth ods by which, they - like to handle these problems,- therefore, we have not set up a council unless- there was a drmanrf for the same which indicated that such a group would do something about the promotion of safety. Memberships of suck councils usu ally include vocational agricultural teachers, county superintendent of schools, county fturscs, field nca for dairy plants, veteri narians, officers of farm orgamationt, and uauy others. A great deal of oar work has been done through county agents, and in most cases we accept their recommen dations on whether or not to set up a county council. Wc offer our services in helping to set up this organisation, but we do not promote it unless the request' comes from the county. Furthermore we make :our services available io any group interested in the promotion of a safety program, and we 'hope through publicity to develop a greater desire on the part of all farm groups to do something about tins problem which, to tts, is very vital. . Spreading- Hm Gospel oi Bund Safety Bjr KVERETT MITCHELL Agricultural Dir., Central Dev., N3.Cn Chicago ' Today, as chairman of the radio section of the National Safety Council's Fans Committee I would tike to talk to yon for a few moments about the -work of the committee in the past year. Knowing full well the need for information relative to safe farming practices, your radio divi sion of the Farm Safety-Committee, with the assistance of the safety council boys, moved rapidly into the farm field. Lead ing farm editors were asked to serve on this committee and to give us .from time to time suggestions that would enable the National Committee to send our pro grams to their local stations. At a gettogether luncheon' this committee was formed and to them goes much of the credit for the success of the farm radio program- These men, who are serving as radio farm directors from coast to coast across the country, have taken a keen in terest In the problem of hum safety . . . and at the present time are using more farm safety releases than ever before- Dcuing the National Farm Safety Week, through contacts made by our radio farm directors, we were able to supply 175 sta tions with three five-minute records, which were cut right out on the farm. The cut ting of these records was made possible through the cooperation of the National Safety Council and other members of the Farm Safety Committee. In other words, all departments of the Farm Safety Com mittee cooperated with the radio division. Twenty-five other stations requested copies of these records, but wc were un able to supply them because their re quests came in too late. Many letters have been received from farmers, who heard these records, telling ns how they en joyed the natural farm sounds. For in- Farm Safety Sessions 47 stance, one recording was made on the safe handling of a bolt At the opening of the record the enraged boll was really "giving oat" . . . And some of oar farm friends wrote and said that they hoped the old boy was in a good strong pen be cause he sounded as if be were very un happy, and just about to go on a ram page. ; Right here may I deviate a tittle to tell vou that we hoped that oar farm friend took his own advice and repaired the bull pea, because he was not practic ing very well what he preached ... and our crew who made the truecriptaovs told me they were happy to get off the place' because the enclosure was m a pretty bad state of disrepair. Here, then, was the first place to start ocr safety lesson. This Farm Radio Safety Commit tee also wants to take this opportunity of thanking the state extensao* Service and the United States Department of Ag riculture for their help. All of oar farm safety announcements for the last two weeks in July, which go to some 250 farm program editors, were devoted to Farm Safety Week . . . and I am bappy to say that according to reports, nine-tenths of those announcements were put ou the air. You all know the tremendous success that marked the first efforts of the Na tional Farm Safety Week. During that week one of the "Rhythm and Reason" shows, which is prepared for use with musical libraries, was devoted to farm safety . . . and this was mailed to our regular list of 145 stations that bad re quested the show. Also daring that week, many members of the Farm Safety Com mittee, such as Larry Hacg of WTCM; Ed Mason of WLW; Joe Bier of WOR; Merten Emmcrt of WEAF; Sain Schnie- der of KVOO; and numerous other farm directors besides myself, arranged special programs in connection with the observ ance of this week. Daring the past six months, I have been doing a series of programs for tbe Standard Oil Company of Indiana. This program has been heard daily over 180 stations . . . and during National Farm Safety Week, one day's program was devoted to Farm Safety and Safety Week. In this connection, I might mention that we have found everyone we have contacted more than willing to de vote radio time to Farm Safety. Our only trouble has been the servicing of these outlets. Bat this year we expect to be better organized so that we can do a better job. We find that if we make the proper ap proach through the channels that wc have opened up to our phase of safety work, endless outlets will aid. the dissemina tion of Farm - Safety ' information. The United States Department of Agriculture cooperated and through their good offices they got Farm Safety Week on three net work shows. Many safetygrams which were mailed regularly to all stations in the United States were devoted to Farm Safety Week . . .and such sponsors of radio programs as Firestone Tire and Rubber Company and Allis Chalmers Company devoted one of their commer cials during July to Farm Safety. Now, that just about sums up the highlights of the radio coverage of Farm Safety Week, but these are not the only achievements of this Farm Safety Radio Committee.... We never lose an opportunity to preach Farm Safety. This past year in the hundreds of visits that I have personally made to the vari ous farm fairs, farm homes and farm, meetings, I have been able to interest nfany radio people in tbe cause of Farm Safety. Out in Omaha I appeared on a radio program as chairman of the com mittee during which time I* had tbe op portunity to present the Farm Safety story in the hundreds of transcriptions that have been made direct from the farm fairs and the farms of the mid-west. I have been able-to drop in a tittle note into these transcriptions with regard to the work of this committee. Jnst recently I made a series of transcriptions at the future fanners fair in Oregon, Illinois . . . and an amusing incident took place, which I hope to relate to yon in the spirit in which it is meant I was interviewing a group of future farmer boys when I came to the little lad who had charge of the safety work in his chapter. After quite a discussion of what he was doing in his chapter along the tines of safety, 1 asked him whether he thought that maybe farm boys and girls or farmers take offense at the various reminders that came over the air relative to safety farm practices, and with a twinkle in his eye, be said, "No, 48 33rd National Safety Congress, 1944 Mr. Mitchell, I don't believe so, because air. One of my farm friends wrote, too many times farmers put their hands "Thanks for the interview, Everett, I where they don't belong." And as we were have never had Farm Safety brought near the end of the recordiug and I would " home to me just that way.** But there's have to retrace all of my steps, I con- plenty of truth in what the little lad said, tinued cutting and used this record on the Keep practicing safety. The Preparation oi Visual Aid Material By PROF. II HENDERSON College of Agriculture, University of Illinois, Urbane, UL While I do not pose as a visual aid ex pert, we in "Vocational Agriculture Service** at the University of Illinois, have learned certain practical facts regarding the prep* aration of slidefilms for vocational agricul ture teachers. Most of these facts are the result of a policy of dose cooperation with those using slidefilma. hi fact, some four years ago the Illinois Association of Voca tional Agriculture Teachers appointed a visual aid committee. Last year this com mittee prepared some suggestions ou the preparation of visual aids. In order to make certain that they were in agreement with the thought* of other teachers using stidcfiitns, these suggestions were mimeographed and sent to aoane 103 teachers. The teachers were asked to indi cate whether they agreed or disagreed with each statement and to return such informa tion to us, a*signed. Eighty-nine teachers replied. Out of a possibility of over 2,000 disagreements, less than 3 per cent dis agreed . and die one statement most fre quently disagreed with was still agreed to by over 85 per cent of those replying. A copy of the suggestions, as prepared by the committee, will he given to you at the end of this period hut I would like to use the time remaining to mention some of those r.nd to show you some frames illustrating various points. One of the suggestions was dial "Slidefilms should be both educational and good teaching devices and as entertaining and interesting as possible without sacrificing their educational value aad teachability." Another suggestion was "Only one mam idea should he rodtoded on a given frame, mtd the content of the frame sad the qual ity and make-up of the material included sboold be such as to leave no doubt as to the idea intended to be conveyed. Pictures alone will seldom do this." A third suggestion was "The content of each frame should be such as to eliminate the necessity of lecture notes.*** Another suggestion was "The wording used on every frame should be as simple and direct as possible. Complicated charts and statistics should be held to a minimum if not eliminated entirely." Still another was "Technical terms should be limited to those absolutely accessary, and when u?gd should be illustrated or ex plained m sdeT ~ way as. to leave no doubt in the mind ok the observer as to their meaning." Another suggestion was "Tbc number of words on a frame should be limited to those necessary' to convey the desired idea, but sufficient words (regardless of the number) should be used to convey the idea. Brevity, at the expense of presenting the idea, is on more to he desired than is unnecessary wordiness." ` And another was "Be certain that the statement on any given frame conveys the desired idea. Such statements as holding the sheep, feeding the poultry flock, pruning the tree, and the like are of no value unless the purpose is to teach those observing what is being done. Certainly such state ments have little place on frames intended for farm persons." There was another suggestion to the ef fect that "As far as possible, avoid using material on a frame that uriR 'date* the slidefilm--example, old model cars, trucks, tractors, etc_ attire of 15 to 20 years ago, and the like. If impracticable to avoid us ing such material, then i arise the slidefiJm often enough to keep it reasonably weU up to date, even though die statements and the Perm Safety Sessions 49 frames are as valid as when the sBdcfiha was first produced." Another suggestion was made to "Recog nize that the criterion for judging the value of a slidefilm is bow well it folds its purpose in actual use. Plan for an early revision of every didefilm pot oat for the first time, regardless of how much care azad attention went into the original preparation or of the ability of those assisting in the original preparation. The proof of die pod ding is in the eating,* not us who the cook was, how good the redpc, or bow wtil it was followed." Another suggestion was "Where spedfic data, information, and the like are used, give the source. Other things being equal, use as recent material as possible." Still another stated "Do not overlook nor minimize the importance of repetition in teaching, but use care in making up a slidefilm aad tiie various frames in it, so that the repetition is neither too obvious nor too boring." Another suggestion was "Test frames of various types can be inserted m the slide- film and may serve as means of repetition, review, or summary, especially if the correct answers follow the test frames." VTest frames should vary in type. Fur thermore, such frames should be inserted where they are most apt to be used. In some cases this might be at the end of a certain phase of the subject matter covered; in other cases it might be at the end of the slidefilm," was another suggestion made. Another one was "Test frames should be followed by frames upon which correct an swers are given." . Still another was "A frame may be in serted which tells of additional sources of information on the unit or subject matter presented iu the slidefilm. Another suggestion was "Beware of at tempting to snake a slidefilm that has such a wide application that it loses much of its value for any specific area or titration." "Use local facts, data, and the like when ever these are as convincing and can be as satisfactorily used as those from other sources," was another suggestion made. Another suggestion was "In preparing the sKdefilm and the content of the frames, keep m miad the importance of motivation or of you Lug and maintaining the observer's in terest in the fact or facts that are to be taught- Simply securing and maintaining interest is not enough." In preparing visual aid material oa farm safety, I hope you will keep in mind the fact that there are in Illinois approximately 350 departments of vocational agriculture, each with a vocational agriculture teacher in charge of the program offered through a local high school. Although these teachers are employed by local boards of education, their program is not confined to students of high school age. To illustrate, information which I have from the State Board for Vocational Education indicates that ap proximately 11,400 high school students were enrolled in vocational agriculture courses during the school year 1943-44, but during this year, more than 32,000 adults were registered in courses organized by these same teachers. In other words, the idiut program carried on in Illinois as part of vocational agriculture work was about three times as large as that for high school boys. Another important fact is that the courses for adults are not ooc-scssjoq courses. It is common practice for a course to have a minimum of ten sessions. Often the sessions are held on the same night of the week for at least ten weeks, although some courses for adults are organised on the basis of a minimum of 120 clock hours. If those of you present are interested in furthering a program of safety oa the farm and will lend your assistance m reaching additional people through agriculture teach ers and m preparing suitable teaching ma terial for their use, I am sure that another step wiH be taken in malting the farm and the farm home safer places in which to five and work. Home Safety WEDNESDAY MORNING SESSION October 4. 1944 . Jome 1--ion Hnm, and. Finn Satmy PrfsSdmff: H. I-- Mrasn Kir. Safer? -- Eftc Ficmcko, L I. Jii Pent fc Ncawt ft Cw., Ido, W3nwtM> DiC andVica-Praiden*, National Safety CooudL Saia Pumipw Within tlw Bon* A Mnrninj in ilw Kitrhnn Xy MARYS DAHNKB Director. Bcaan Seneynnira Piynrtraaat. Kraft Chaaat Ca, Cbacaco As every Safety Council member knows --bat too few boroe-makcr*--the latches is actually the most dangerous area in the whole house--one of the most hazardous spots on earth. Convincing women gen erally of this fact....and showing them what to do about it--i* pot only an im portant program for your educational fa cilities, bat for every teacher and school of home economics m the country--and for every xndividaal concerned with mak ing the Americas home a better, a hap pier and a safer place in which to live. The routine of a kitchen becomes such a familiar everyday thing that very few women who preside over tM most im portant part of a house realize what a source of real danger the kitchen may be --or bow menacing its equipment and its practices can become. I've known kitchens so cluttered and confused and menacing that they might as well have oeen equipped with machine guns and barbed wire entanglements. Seldom a day goes by that we don't read of some fatal or crippling accident which has taken place in a kitchen. We shudder at the stories of the gasoline stove that explodes -- the boiling water that has been left within reach of chil dren--the fall from a rickety ladder--but rare indeed is the kitchen in which none of these things is possible, because of the thorough and intelligent precautions which are taken against their happening. Statistics on the home safety record tell a truly frightening story. It's a record which is inexcusable cocsidermg the fact that the American home-maker is prob ably the most iuteffigewt oc earth. For the most part, she's a perfect paragon, who not only knows how to cook and feed her family with MVtific care and excel lence, but how to manage that family with the thdtncy of a field general. Bat in the kitchen, tide modal of e&dency has developed so many blind spots that she dcto even secs the dangers that menace her sued her family at almost every step. By six o'clock of an evening--or when' ever Papa gets home--most kitchens do, or should, exude an atmosphere of shin ing and fragrant efficiency. But if in the process of achieving that peace and calm, Mama can say that throughout the day not a single casualty has been incurred --no burns, cuts, or falls, she ought to receive some load of m^at--a good con duct medal at the very least. Generally, if peace and order are restored to a kitchen by dianer-tuae. it has taken some right or nine hours of frantic effort to get it that way. Consider the kitchen in most any typi cal American family of an early morning. Whether the alarm clock went off on 51 52 33rd Notional Safety Congress, 1944 time or not, by 7:30--or -whatever the gathering time is--a state of the wildest confusion exists and the troops are ready to break lines and retreat In confusion. It all looks like a Rube Goldberg cartoon. Everything is wrong with this picture. Mother is flying off in all directions at once, distracted, bustling, busier than a feather merchant on a'windy day. Willie, the 2& year old, stands in the middle of the floor vigorously tying knots in . his shoe laces and clamoring to be fed. He isn't dressed yet, becaose Mama had to* come down first to pot the coffee on. Father is late and he calls down from the bathroom where's his last clean shirt and his blue tie. (Willie has the tie and is attempting, rather successfully, to at tach it to one shoe lace.) Junior, is still in bed--and the only reply Mother gets from him is a grant. He's going to be late for school--and he won't have time for his orange Juice. Hell probably walk off withont his loncb box too. This picture of disorder--and potential dynamite--may be slightly exaggerated. But with varying degrees of confusion, distraction and general nervous tension, it is repeated in homes all over America every morning. It is small wonder that accidents of all types both large and small, go straight into the kitchen to hap pen. Accident, in that land of atmosphere, is abnost unavoidable. If an industrialist --or shopkeeper--started his day with such a clamor of peril and inefficiency, be might.just as well dismiss his force for the day--or go out of business. It would be the only safe thing to do. It's a curious thing that even women who have been in basiness long enough to realize the importance of industrial safety precautions and practices -- ooce they become home-maker*--are often the worst offenders against order and safe practice In the kitchen. They assume, quite wrongly, that homes, apd especially kitchens, axe run by intuition and an in born knack. Nothing could be farther from the troth. Whatever her native tal ent for homemalring, any successful home maker has to work very hard, at the job. She can only make that home and kitchen seem to run themselves if she gives the. business the same kind of intelligent plan ning and attention to detail which she once devoted to her boet* industry or office. Safety in the latches*--like safety in the factory--is sound business, the cor nerstone upon which all efficiency rests. What is even more important than mere efficiency, the very serenity and happiness of home are actively promoted by a safety program that really works. There is almost everything wrong with the kitchen plan of the family I described for you a few moments ago. The first thing wrong is that there isn't a plan at alL The harassed mother has substituted frantic effort for intelligent planning. All of the confusion and disorder of that breakfast scene could have been avoided --or most of it anyway--If the mother of the family bad planned her kitchen around a sound and safety promoting three point program. First, she shooId have planned her kitchen with a view to good arrange ment of materials; second, to the sound ness and safety of her kitchen equipment; and third, she should have developed a list of safe kitchen practices to be followed as scrupulously as the law of the Medea and the Persians. To achieve good --amd safe--arrange ment in a kitchen, she need not be an in terior decorator bat she must be able to use her head and her imagination--pic turing in advance what the special needs of her family are and what will work best for them. To avoid the most serious breakfast traffic jams, kitchen tables where the family will be eating some meals should be placed near the door. If that mycr is arranged, then Junior and Papa and Willie won't have to gam up the break fast getting procedure by stepping in front of Mother every time one of them comes into the room. Good kitchen planning re quires that kitchen tables be placed well apart from the stove. It is too easy for hot foods to be overturned onto the table --and the diners--for grease to spatter into someone's eye--if the table and the stove are too close together. Mother should have enough working space at U.e stove so that she can turn the flapjacks without poking the handle of the pan cake tamer into someone's eye. Even in relatively small kitchens, things can generally be planned so that the table is near the door and away from the flriw Safety Sessions 53 stove. If space is too fiaaiaed to make possible, then the breakfast table -- one that can be folded e should be kept in the adjacent roooi or on an adjoining porch. Electric outlets in n wall and safety planned kitchen should he anmeroos, near to the appliances wMb which they are to be used- The whtrtiic nmr, wen, beater, percolator, watte insn or whnknot -- should have regular pheet of their own --out of sight and toemfti mg. A spatial cabinet or drawur llwdf to need to told the various thuiic owA aft tagged for their proper use. No ikrtmal swvd stould ever be left itrichai to ft* weft Electrical unipmint is so flmnSar these days that jnn nnnlf nmje-- mftmtthnfi of handling it weald to lento That is very far from bring trne however, tt countless serious sedhns every day at test. The exploring fingers of children and electrical gadgets am m tod combine- tton. To see that aft of the rtonka! equipment in a home is nomcmatb and safely arranged1--end that the chaMrea are early taught to stay away from it is a very essential program for any bornemaker. Good arrangement of everything you use in a kitehen---the foods, die enokfaig utensils, the pots and pans, the soaps mid washing powders, the brooms and dust pans, the garbage disposal--even the kitchen curtain arrangement U of atmost importance in building and keeping a safe kitchen. Where coxtarns toast be near a stove, the primary rales of safety demand that they be fastened op securely to pre vent flowing over the flames. A formidable mmba of terrible kitchen accidents could be avoided if women only treated such ferocious weapons as lyc, kerosene, naphtha, abrasive powders, bleaches, and the like with the respect they deserve. Not only is it paramo-oat to see that these items are always kept well up and oat of reach of the young, bat they should be locked safely away when not in use. - Matches, the cause of so many terrible accidents involving wot only children bat their elders who ought to know better, seed to be kept xaa safe spot--in a metal container--high op away from, flames and reach of chSdrwa. Learning to strike matches away from you. to close safety match flaps before igniting the match, learning to treat fire in all its forms with proper respect, is a part of the education of both the young and their ciders which is too frequently neglected in most house holds. Foods which are to be used every day ought to be stored in places where they are most easily reached by the chief cook with a minimum of climbing and pok ing about. Reaching above someone's bead for a glass of jelly seems harmless. But not if you accidentally bring down a gal lon of Vermont maple syrup on Willie's unoffer ' cad. The most efficient kind of cabinet for the storage of staple foods is the cabinet or series of shelves with graduated layers, so that every item stored is visible and reachable. Aim- any amateur can effect this time-saving and accident saving de vice if be takes the time to do it But in any case, any boxno-maker can arrange tor commodity shelves so that the tail items arc at the back; the short ones at the front, and the ones used most often closest to hand. The service closet where brooms and dost cloths and the Eke are kept should be arranged with the same scrupulous care. Being hit on the bead with a dust pan when you're, groping for the carpet sweeper is no inspiration for a busy day. The good arrangement of everything yon use in a kitchen, aside from promot ing safety directly, afro helps to cot down fatigue for the home-maker. And fatigue in the home, as in the factory, is an im portant cause of accidents. Change Unsafe Practices We get .so used to inconveniences--to awkward equipment, to sinks and stoves that are backbrealtingly low--to holes in Unoleum--that wc don't stop to realize we have H in our power to change the whole picture. If any woman would spend twenty minutes examining her own kitchen objectively and critically, she could and would alter a hundred unsafe practices and contribute to her own effi ciency and peace of mind aa well. The second cardinal rule for safety in the kitchen, no less vital than intelligent arrangement of all equipment is the 54 33rd National Safety Congress, 1944 proper care of that equipment. For some reason, this sounds easier than it is. It's astonishing how much tolerance, and even downright affection, a home-maker can develop for an old skillet with a wobbly, half-burned off handle, or for a burnedout pan that should have gone to the scrap heap months ago. While the cook is actually in the process of getting a meal, she has no time to fix broken or dangerous kitchen equipment. The skillet whose wooden handle tarns in voar hand and which may therefore spill grease all over your arm some morning, is a men-' ace. The cook will say, if yon speak to her sharply about it, that she knows the skillet has its own idiosyncrasies but she knows all. about them and can handle them- Maybe so! Bat some fine morn ing, somebody else will be getting break fast and get a bid burn. Not only do most home-makers keep a few skillets and pans aronnd that ought to have been condemned by a kitchen jury years ago, bat they have a strange sentimental attachment for broken, cracked, or nicked dishes and glassware. They hang aronnd the kitchen until some one gets a bad cat, or has a plateful of hot food unceremoniously spilled into his lap. There is as additional danger in cracked or broken china or glass too, for cracks are ideal havens for germs of many, lands. On every count, broken dishes should be outlawed in every home. Perhaps the best way to accomplish this end would be to take an inventory every month, discarding all equipment that is beyond use, and seeing that every thing that needs repairing actually is re paired. Right now, when It's difficult to get professional repairs of many lands, equipment which cannot be $afely and perfectly repaired at home should .prob ably be stored away until the happy day when an expert can do the job. Mean time,'first class care of everything you own has become doubly important these days. Ironing equipment in a really safe kitchen must always be kept In first class condition. Not only the iron and its con necting cord but the board, the stand on which the iron is to be set, the ironing doth itself. A metal or asbestos stand for an iron is a positive essential for every home kitchen--but it's surprising to find out how many women will .use a half- burnt up pot-holder, under - a hot iron, while they go blissfully off to answer the phone and chat for half an hour about the doings of the neighborhood. Chances are that any woman who does such a stunt will be sponsoring a little neighbor hood news herself--in the form of a roar ing fire in the kitchen when she returns to the ironing. . In addition to up a safety-wise arrangement of kitchen equipment arid a safety-wise phut of beeping it all in good working condition, there is a third ingre dient which must go into all kitchen plan ning for safety. That ingredient is a list of safe kitchen practices. These begin with the orderly and unvarying technique of the cook hmelf, a formidable but learnable list of correct safety practices and they most be extended to emy rrwm- ber^of the family -- Inchtdtag Grandpa who is'apt to leave the poppy's bowl out in the middle of the floor where Rapa is sure to stumble into it on his way home from the night-shift. Safe practice in the kitchen actually begins with the very clothes which the home-maker wears m that department. Trim, uncluttered, spotless dresses with short sleeves, and no dangles or jewelry to catch on things should be the regular uniform of the kitchen. If you've ever seen a glamour girl in the kitchen, trail ing flowing sleeves over the gas flames-- dr otherwise endangering her life--you'll know what I mean. And by trim un cluttered clothes, I don't mean something on the Mother Hubbard style. Clothes for kitchen and other house work these days are as attractively and carefully de signed as the most fashionable evening clothes. They should be purchased with special attention to the case with which they can be clean, crisp and neat. Memorise Rules Every home-maker ought to fist, mem orise, and habitually practice a whole set of rules for safety aronnd the stove. She should sure that the kitchen is properly, ventilated when the oven and cookstove are in use. When she's fighting the oven or broiler, she must see that the oven. and; broiler, doors are open and that Snooty Trrri--r 55 she stands to one side when hgfiriaag fle lis been used, yooU avoid a lot of oven or broiler gas bwrocra. I 4mtt knew treuble. anything more **"'"Iti Urb smgnfl eyebrows, and that's the voyr bant that can happen to you if yon ignore this pri mary rule. Not every good cook realizes that there it a simple and right way even for rais ing the lids of kettles to avoid barns. Lids should be lifted always in such a A lot of bad burns could be avoided if the cook saw to it that a number of ade quate, thick pot holders were on in way that the steam escapes away from you. not directly in your face. In han dling pressure cookers, it's a simple and their regular spot, before ever she pats a kettle of water on to both Grabbing a very accessary matter to open the petcock before loosening the clamps. hot handle with the bare hands or a Every home-maker ought to know what thin pot holder not only results in teach to do when a grease-fire starts on a stove. ing the children a lot of words they never It's easy to start one--ud relatively easy ought to beau- but frequently results $n to stop ooe--for a handful of salt will something even more serious. cover and stifle it. In addition, every One of the best rules foe cooking safely is to see that, as far as possible, young children are kept out of the kitchen.when any cooking operation is going on--es pecially an extended and potentially dan gerous one--like canning- If the children must be in the same room with Mama while dinner is in the process of cooking, they must be taught to stay away from stove and sink--or any area where cuts kitchen should bave a pail of sand near the stove to pat out fires. Most kitchen fires coaid be prevented if good safety practices were invariable. But the inci dence of failure to follow the rules is high --and since no one of ns always remem bers to do the right thing, every kitchen V should be equipped with some kind of fire fightiog equipment. Since women are rugged individualists or bums arc likely to be incurred. Since at heart -- and entitled to run their boiling pots and sharp knives have an ir kitchens in their own way, the procedure resistible appeal for the yotag, don't ask of every kitchen will have to be suited to me how to teach them to stay away from the special pattern of that household. than. That's a problem 1*0 turn over to Tins is as true of the safety program as the pediatricians -- and every individual mother. I know it helps if you can turn of any other. Yet there are certain basic rules that ought to be observed by all of Willie over to someone in the firing room them. I know one household m which for a spdMmt if that's impossible--and there is a steep and highly dangerous he can't be chained to a play-pen. -- or flight of cellar stairs. Down cellar the doesn't like to read--then at least you can jam and jelly is stored--a constant temp see to it that the handles of all pass are tation to the youngsters of the family. turned away from the outside edge of the store. This is good practice even if there Mother--unable to make the stairs any safer--or store the jam someplace else-- are no children in the famQy. For it's easy to brush against a store--and brush has placed a large sign at the head of the stairs. It says, MIs your trip necessary?" a kettle of boiling food off with you. Kitchen Procedure By constant vigilance, too, yon can see that knives are kept regularly up and away from children's hands. Even when you're using a sharp knife--if you're called to the door- -you can put it safely There is one kitchen procedure which, I believe; would save innumerable kitchen ac cidents and preserve peace and equanimity in the kitchen. That procedure is simple. It means simply taking the time to sit down back at the rear of the sink. For your at some time of the day--to plan the activi own sake, too, wash knives separately ties for the next 24 boors. Right after from other cutlery. A meat grinder is an breakfast is a good time in most house infernal machine if there ever was one-- holds--and then, the day's program is fresh When young children are around. If a est in mind. It's good kitchen management practice is made of washing it, taking it to make out a schedule of activities for the apart and putting it away as soon as it day. the tasks that must be done, and when 56 33rd National Safety Congress, 1944 they'd best be done. Referring frequently kitchen practices and appointing the chil to that list U an unbelievable ud toward dren wardens over variousphases of kitchen getting the chores done and an active pro* care. meter of peace and happiness. The dis The children created ideas for home traction and wild flurry of trying to do too safety posters and ythem with crayon many things at one rime, and keep too many and water colors and varying degrees of things in mind must be a principal cause of talent. They submitted kitchen safety ideas, accident in the kitchen. No woman in her which were judged by the family and suit right mind would teeter perilously on a ably rewarded with extra helpings of des rickety chair, leaning over a hot stove, to sert. get a package down from the top shelf. But when she's rushed--and dinner shows In addition, this kitchen a poster showing total man-hours each week without signs of being late, and the children are ' an accident. If the week's record was per clamoring for soup, it's easy to forget* fect--without a single fall, scratch, cut, or Often the lapse of good sense and safe burn--the whole family celebrated by taking kitchen practice has very sad results. dinner out on Friday night sod forgetting One of the most successful homes 1 know is run by*a young woman who used to work in one of our Kraft plants. While she worked for us, she was tremendously im pressed by the dramatic and effective safety the kitchen and all its works. Various awards were made--ice cream sodas--and candy bars -- for various kHchoa safety dirties, performed, over and above the call of doty. The method was unustal and campaigns which are a part of regular pro cedure in the factory. She was proud of maybe it wouldn't work in every family. Bntrit paid dividends, important dividends, the safety record of her department--and she decided that when she had a home of her own, she'd profit by following the sys tem of dramatizing safety and boilding up not only in safety but also m the develop ment of character and initiative and a seme of oneness among the family members. safety records. She had an excellent oppor If every family could develop a simitar tunity to do so--for she married a widower plan for home safety--aid home eflSckocy with three half-grown children. Getting the --aod home happiness--it could go a long children's cooperation in a program of home way towards disproving George Bernard solidarity and home safety was one of her Shaw's definition of people: There are problems. She solved it neatly, efficiently only three kinds of people--men, women, and dramatically by typing np a list of and children-- and they don't get along 1" Making a Safe Sport Safer By a S. BKDELL Director, Sportsmen's Service Bure*a of the _ Sporting Anna fBl^ IfimrficlMrB'V Tstllluto, New York City Having a vital interest in the subject of firearms safety. The Sporting Arms and Ammunition Manufacturers' Institute was very happy to accept the National Safety Council's invitation to participate in this demonstration. It presented ,an opportunity to accomplish four things: first, to throw some light on the sporting firearms safety record--a record that may prove surprising to many whose ideas on the subject may be based on the number of firearms users and the lethal potentialities of the goa; sec ond, to outline the Institute's approach to the accident problem; third, to present a scries of concrete safety suggestions; and fourth, to outline specific ways in which the Institute is prepared to cooperate with yon and all other organizations and groups interested in accident prevention. Shooting a Safe Sport According to figures issued by the Fish and Wildlife Service of the United States Department of the Interior, more than eight Tallinn Americans purchased hunting licenses in the fiscal year ending June 30, 1945. This total is swelled by participants m trap, dad and target shooting; sports for which no license is necessary. It is farther increased by landowners members of their fam- Bome Safety Sessions 57 ities not required to purchase licenses in some states for hunting on their own lands, and by other gun users whose numbers are not reflected m the Fish aod Wildlife Serv ice's figures. While this total is impressive, it does not tcD the full story by wry mrvng. A survey made by Forhme Miaqsnmt a few years ago, in which S,900 rtpicaclativcs of various economic groups from aQ parts of the country were asked to specify their favor ite forms of recreation revealed that hunt ing and fishing (two activities jointly fol lowed by many sportsmen) stood first among all sports, both participating and non-participating. The maty ygtfm-- more popular than hunting and fishing were given as 1--"Listening to the Radio," 2--"Going to the Movies," and 3--1"Reading Books and Magazines-" According to this survey, more people expressed preference for hooting or fishing than sporting events of all. kinds combined--more than selected newspaper reading--more than chose outdoor games-- more than ^"vd card playing--more specified visiting die legitimate theatre. To those not familiar with the facts, such a widely patronized sport as hunting, in which an lmptiwi*nit capable of |nfl4my serious accident or death is employed, may appear to constitute a serious safety haz ard. What then are the actual facts? The gun, like fire, the automobile and numerous other rfeiacuts and devices useful to mas, can be mmru d. and, tike them, can cause injury or death when misused. As it can be a lethal weapon, the popular mind is likely to exaggerate the danger in herent in its use. But the danger of cereUss me of the gua is so obvious, aod the user has had this danger impressed upoo so constantly, that shooting has become one of tiie safest of all sports, despite its wide popularity. Recently the Travelers Insurance Com pany published several analytical tables cov ering claims made on the company in 1945 a$ the result of accidents. One table divided the causes into the broad general groups shown in this table: TABLE "A" Travelers Insurance Company Accident Cfairns Accidents resulting from causes to which all men are exposed without regard to their employment for which the Travelers paid claims in 1943. 1. At Home (Inside) ___________ 2579% Z At Home (Outside) __________ 1836% 3. Pedestrians ___ 17.32% 4. SPORTS AND RECREATION 17.05% 5. Automobiles ______________________ 1278% 6. Travel ______________________________ 3S2% Miscellaneous_____________________ 5.48% 100.00% It will be noted that among the Travelers 1943 accident sports and recreation stood fourth in this group of seven with an accident percentage of 17.05%. Now let us examine information from the same source, which shows the position of hunting in comparison with other forms of recrea tion within the group: TABLE "B" Travelers Insurance Company Accident ciwr Sports and Recreation Accidents 1943 Activity Claims 1. In Country or Woods 361 . 2. Horseback Riding_______________ 270 3. Baseball ________________________ 256 4. Football ...... ........r........ 248 5. Bicycle .................................................... 246 6. Winter Sports ________________ 219 7. Bathing and Swimming-------- 202 8. Golf ----------------------------_------------------- 178 9. Basketball __________________________ 157 IQ. Athletic Games ------------------------11. HUNTING______________________ 156 140 Other Classifications* 1,103 TOTAL--------:------------------------------------3,536 You will note that accidents in country or woods (exclusive of hunting) were re sponsible for 361 accidents: Horseback rid ing was second with 270 accidents. Baseball was third with 256; football was.fourth with 248; bicycling was fifth with 246; win ter sports sixth with 219; bathing and swim ming seventh with 202; golf with 178; basketbaD ninth with 157; athletic games tenth with 156 aod hunting eleventh with 140, or only 4% of the 3^36 accident 58 33rd National Safety Congress, 1944 claim* in the sports and recreational group. with the Technical Committee to rf*trr*r- Carrying this analysis a step farther, we taaoe cartridges whose ballistic pr rfoc--ira* find that hanting was responsible m 1943 is unsatisfactory from the standpoa* of for less than (168% of the total comber of safety or otherwise. Travelers' 1943 accident claims, as against An important function of a third com 16-37% for other forms of sport and recrea mittee, the Committee cm Protaoticuui Ac tion. tivities, is to conduct, through member am* The Institute's Safety Activities The enviable safety record achieved by the users of firearms has not been acci dental. It has been the result of careful planning, persistent education and Intelli gent cooperation by the National Safety Council, the Boy Scouts, State Game De partments and numerous others, with whom the Sporting Arms and Ammunition Manu facturers' Institute has collaborated since It was organized m 1926. The Institute's first step in this direction was to inaugurate, through the iastnsnentality of its Technical Committee, certain standard safety measures within the indus try itself. These included: Marking of chamber lengths oe shotgun barrels. Marking of corresponding shot shell pany organizations, such activities as WBy be necessary to insure proper iusciCSipn o& member company field persoumL The foregoing, however, were -mb step* to pul the industry'* earn home m order. Obviously, it was sot possMe so no dace hunting accidents to a ntiohmtaa with out educating and instructing the thouriag public, especially children aod yowtea, a the prevention of firearms aiklati. The value of such instruction had already born made increasingly clear by tW rtotBnra safety records of such supervised shooting sports as sheet, trapshooting and rile target shooting, which had cuutimxd to inerrust unpopularity with a negligible iiunabei of accidents. * To handle this task of safety education, die Institute created a Committee for the Prevention of Accidents with Firearms. lengths on cartons, and ha some cases The activities of this committee were art- u the tubes, of shot shells. Ikied briefly before this nine group last Wanting notices on shot shell cartons yaar, bat I woold Kke to take a few urin containing special purpose arrmtuaitioo ates to bring you up-to-date oo what has developing higher pressures. bees and is brig done. Wanting notices against insertion of ymal]f^pii|i tjiflt ilvtl* in chambers of !arger-gaoge gems. Warning notice* on appropriate shot teeH . cartons against use of axomamtion in obsolete arms. Wanting notices on cartons of 22 caliber cartridges against possible danger to others at extreme ranges. Establishment of proof-load standards for testing of shotgun chambers at pressures greatly hi ecoeu of normal. Warning against use of smokeless pow der m Damascus or twist steel barrels. Special alloy steels and other metals were also developed and utilized ha the of modem weapons to accommodate extra bigb-velocity rifle cartridges with safety. These cartridges are designed specifically to fit only In ride chambers built to handle them. Another Committee of the Institute, one dealing with Simplified Practice, cooperates (1) Ten Coaira,raiments of Safety The first material released was a terse set of rales entitled The Ten Cbrnmandmeti of Safety" which covered rule* considered baric at the safe handling mid use of sport ing firearms. Copies of the Tea Commandrucals" have been included ao evesy carton shipped by any gm maumfactvcr, irrespective of whether it contained a new or a repaired gun. Since 1939, over 3JMX009 have been distributed by Member gtm manufacturers. Over 62O0J000 copies have also been dis tributed by State Game Departments, bring ing total leaflet distribution to over IQGGQ,000; while at least 18 States have printed die Ten Commandments" oe their lirmte* or m their various publications released at Or about the opening of the hunting iraunn The 4-H Qttb* also have distributed over a quarter of a million copies in leaflet form. (2) Poster Program Supplementing distribution of the small Home Safety Sessions 59 leaflet, over 15,000 copies of a large card board poster containing these same Ten Commandments* have been supplied by the Institute and distributed among gun clubs aad at various places where hunters con gregate. by agencies such as the Boy Scoots pf America, the National Rifle Association 4 mcnruhu' companies of the Institute. With the active cooperation of the Milnmtisce Chapter of the Izaak Walton Um,50& cloth posters, size 17x22, were mad m a u>*t campaign in Wisconsin in MB. The Conservation Department, vari ous sportsmen's dabs, hardware stores and others helped erect these posters, and 50,000 of die Ten Commandments*' in leaflet form were dsstriboted throughout the deer hunt ing sections of the State, Both fatal aod non-fatal accidents were materially reduced that year and the Milwaukee Chapter of the Imk Walton League expressed its bcBef that this decrease was due at least in were incorporated in an interesting plot, narrating the experiences of a typical teen age American boy who attended the various national trap, skeet and rifle shoots, and who hunted in the field, absorbing instruc tion bit by bit. The film has been distributed through the various state game departments and many organization* and group* interested in sport and safety. As a result, despite gas ration ing, which has materially reduced meetings in suburban and rural areas, distributors' reports show that the picture was exhibited to over three quarters of a million people in the first two years. (4) Institute Radio Program During the 1949 hunting season the In stitute sponsored a radio program over text midwestem and southern radio stations, called "Shooting Adventures of Famous People;" designed to increase shooting and part to the test campaign. In view of tins success, special art post ers. priutfed h three colors on waterproof Wtefial, were used in 1941 and 1942 in ex tending this safety poster program to in dude she leading big game states--Maine, ifkhqpm, Minnesota, New York, Pennsyl vania and Wisconsin. ' In 1943, the porter program was again expanded to include distribution of new ` game restoration. Safe handling of guns came in for direct attention in several of the broadoatsts. Throughout the series, list eners were urged to join sportsmen's dubs, through which they could avail themselves of expert supervision and instruction m the safe handling of sporting firearms. This program, interrupted by war was very writ received and tmdoubtedly was helpful to the cause of safety. dBce-eolored posters aimed at the hunter of (5) Handbook* on Rifle and Shotgun amal game. These were distributed in tlli- Shooting aris, Indiana, Michigan; Minnesota, Okla Two Institute booklets "Handbook on homa and Pennsylvania. In all a total of Small Bore Rifle Shooting" and "Handbook *>00* posters were distributed last fall. on Shotgun Shooting," while primarily de In tee three years during which these art signed as aids to improved shooting, have lohm have been in use (and in which a heavily stressed safe gun handling. More Mti of 166,000 have been distributed) re than 335,000 of .these books have been dis ported non-falal accidents from the six tributed. We are convinced that they have states named have dropped 31-2$% despite contributed materially to the cause of modi stricter laws requiring the reporting of teaciting accidents. Fatal accidents have dropped 32.9%. Tins year a total of more than 75000 of these poster* are again being distributed. safety. (6) Publicity In connection with the various activities listed, an intensive publicity campaign has been carried oq by the Institute's Sports men's Service Boreas* through outdoor and (3) Safety Morion Picture* genera] magazines, newspapers and other In 1942, tite lnstj|trte released a motion picture to promote safety in the toe of qnnliq firearms. This film The Making of a Shooter" was photographed hi fufl color and produced in both sound and silent version*. To avoid all semblance of lectur- publications. The Institute's regular S.S.B. Outdoor News Bulletin, published bi-weekly, and various special timely releases have stressed safety measures and revealed the availability of safety material for distribu tion. mg. the subject was approached from an 'merit wim at angle The lessons in safety How to Prrreiu. Firearms Accidents A few minutes ago I mentioned the Ten 60 33rd National Safety Congress, 1944 Qjnunandmcntt of Safety that have proved so effective m combatting the catties of accidents viih qwrtnf firearms. These commandments appear so simple as to be obvious to anyone, and yet we all know that many accidents in all pursuits result from neglect of the obvious, and that it is ooly by constant repetition that the most simple precautions become habit. Fen* in' stance, Commandmczit Number Oner or^a* cvegy vriih tbs respect due a loaded gun. This is the cardinal rale of gun safety." , Rigid observance of this cesropaadment is probably the greatest of all insurance against gun accidents. There if no exense so invalid as *T didn't know it was loaded" The hunter must always assume his pm is loaded, and must it accordingly. Now let us take Commandment No. 2: "Carry only empty guns, taken down or with the action open into your' automobile, camp and home." _ This commandment offers a safeguard against discharge in the car due to jolting or to accidental trigger pressure, cither while riding, or while removing the gun or material placed with the gun from the car. It prevents discharge in camp or home as a result of falling, accidental trigger contact, or possible hnndUng by children. Incidratally, care must be taken at all times to keep even unloaded guns out of the reach of young children. f'rwrwviAtirffrw^wt Number 3 is equally simple: "Always be sure that the barrel and action are dear of obstructions." The careful guo-oser will avoid having his gtm'xnuzzle come in contact with the 'ground or with snow. If such contact is made accidentally, be will .jxnmedialely in vestigate to make sure that tbe morale has not become plugged, and when doing so be should never look into the muzzle. Any through the barrel should be done from the breech end. If necessary to take a gun apart to follow this advice, this should be done. It's time well spent. Tbe band should always be inspected before loading to see that no cartridge of a smaller gangs or calibre tfam the gun calls for has beat plmrari in tbe chamber by error, or that no foreign object has worked its way into the barrel from the chamber. These precautions will prevent any possflnKty of a barrel bursting as a result of obstruction, when the gun is fired. Cotranaadment Number 4: "Always carry yoor gun so that you can control tbe direction of tbe muzzle even if you stumble." This commandment is of special impor tance where two or more hunters work to gether. It is ea^yto stumble in tbe woods and brush, and guns are sometimes dis charged in this manner Another good habit to develop while carrying a gun is to keep the safety on until ready to shoot. Illustrating tbe proper manner of carrying gtms, I bare two photographs. These are both stills taken from the Institute Safety film "The Making of a Shooter." You will note that these hunters have removed shells from their guns, and that all muzzles are pointed in safe directions. Note that in .this illustration, both guns arc lying in the boat with muzzles pointing over the stern. Guns are empty, and will not be inarffd until tbe decoys are out and both hunters fully m position and ready for the incoming birds. Tbe In*titTTf has furnished pictures such as these to sporting and other pnblirarinas They have been given wide gradation and have done a great deal to impress hutsrs with die importance of safe gun handbag. "Be sure of yoor target before yon pnD tbe trigger." The responsible Index will never assume that the object be secs through the woods or brash is legal game. He wffl make swet And be will also make ctrah that hits quarry is not in sack poskkat that his dux will endanger others. Hus commarwfcuent las boos itrimr! m two of tbe Institmd's Saioty Putin tar designed to appeal to tig game bmn*aad one designed to caftcfc tt qc of tt man after small game. These posters dearly OhNCrate dot iar- portanceof this Cuoiaimdaam "Never point a gua at anything yen do not want to shoot" g Tbe who violates Chics i iiwivuikarnt is inviting trouble. Tbe safe gaoner mD never choose faun for a shoacang coapmos. but wiB avoid him ke a pfegur "Never kart yoor gon waHwdrrt win? yon wnlnad it first." Yon are just as intHHiMt for your gm Borne Safety Sessions 61 when it is out of your bands as when it is America, the various State Game Depart in them. The man wbo leaves a gun loaded ments,, the Natiooal Rifle Association, is every bit as guilty as our friend who numerous sportsmen's organizations, hunting didn't know it was loaded. and fishing and other outdoor publications, ` "Never climb a tree or a fence with a tbe newspapers and many others. Such co loaded gun." - operation has been given freely and enthusi It is an invitation to trouble to violate this commandment. How much better to astically, and has been utilized in the fullest possible measure. ' take tbe few necessary extra seconds to In addition there has been considerable make rare of safety when crossing a fence. ' independent effort on tiie part of these You have already seen one illustration of three hunters crossing a fence. This man is alone, but be is taking no chances. He has groups and organizations, all of which have contributed substantially to the cause of safety in tbe use of sporting firearms. removed the cartridges and opened the ac Copies of tbe Ten Commandments of tion of his rifle. If he slips or falls, tbe Safety will be furnished without cost to piece cannot be accidentally discharged. organizations or groups that are in a posi "Never shoot at a fiat, hard surface or tbe surface of water." tion to distribute them to users or prospec tive users of sporting firearms. Shots often "ricochet," that is, glance off rocks, trees or water surfaces, and may cause injury to persons apparently out of the fane of fire. As rifle bullets have a much longer range than shotgun pellets, a greater Copies of safety radio broadcasts, other talks and newspaper or magazine articles arc also available without charge upon request. The same holds good for photographs illus trating the safe use of firearms. amount of care is necessary when a rifle is Tbe motion picture THE MAKING OF bring fired. A SHOOTER, in either sound or silent "Do not mix gunpowder with alcohol." A gun, like an automobile, should be manipulated only by a person in full control of Ids faculties. Tbe caveful shooter never film, may be obtained for showing by any responsible organization or group. The only cost to the user is ti&|t of shipping charges. Descriptive folders are also available. takes a drink until after bis day's shooting The Institute will always be glad to con- i* over, nor does be resume his shooting salt with any person, organization or group after he has been drinking. interested in tbe prevention of accidents with Tbe foregoing commandments, as I have explained, have been distributed to more than ten million American hunters, and more than a million of them are being distributed to bnters and prospective hunters each year. They have also been printed and are being reprinted each year in numerous publica tions read by hunters. So are the pictures you have seen, and others, designed to im press hunters with tbe right, not the wrong sporting firearms, cither to obtain the bene fit of their suggestions or to determine whether it may be of assistance in connec tion with special problems or campaigns which may embrace the subject of firearms safety- Inquiries in this connection should be addressed to the Sportsmen's Service Bureau, 103 Park Avenue, Room 506, New York 17, N. Y. The Sporting Arms and Ammunition Man way, of handling firearms. In addition, radio ufacturers' Institute plans to continue its and other safety talks elaborating upon the safety efforts, and wishes to assure all commandments have been distributed upon groups here represented of its desire to co request to various organizations aw< groups operate fully with the 33rd Safety Congress concerned with firearms safety. toward the achievement of its objectives. Proffer of Cooperation Throughout its Safety Program, the In stitute has solicited tbe advice and the co operation of such organizations as the National Safety Council, tbe Roy Scouts of Furthermore the Institute wishes to assure all who have an interest in the matter of safety in the use of sporting firearms, that it will continue to cooperate with them to the end that the safe sport of hunting may become even safer in the future. 62 33rd National Safety Congress, 1944 Th* Most Important Cause of Serious Home Accidents: Falls By HAROLD DANFORD Director. Bdamioa Bitinw, Kateml Coaienvtiui Bureau, New York Accident statistics for homes, industry and schools show that no other single type of accident causes more disabling injuries and deaths than falls. Home acci dents take a total of approximately 30, 000 Lives every year. Palls accoont /or over onc-half (15,500) of these fatalities. At present, statistics on home accidents show only death rates. There arc no ac curate figures available on dieaKKwg in juries. However, it is a recognized fact that 25.000 people are killed each year is the United States doe to falls m B places ---that is: in homes, m mdostty and in public places. Two-thirds of these occur in homes, which majors falls the most im portant came of serious home accident*. This presents a problem which needs ur gent attention as well as the active co operation and participation of every per son in a position to oontribnte to public education. What is the reason for the extremely large number of falls compared to any other type of accident? "He just fell** is an excuse so often used as a reason for an injury. But Mis do not "just happen.'* They are caused tike all other accidents. Most of these causes resulting is falls, are of a very ample nature. A wet floor, a torn rug, a toy on the stairs, etc. That sounds insignificant in comparison to problems in industry such as machine guarding or chemical hazards. The fact, however, is that these seemingly simple causes encountered in homes represent such a tremendous hazard just because they are so simple. Whether a broken hip or arm resulted from a fall at home, or from an accident in industry, the suffer ing, loss of time and money are the same, and only too often there is no com pensation for the expenses involved in home accidents. Another reason for the large number of falls is the difficulty to organize the edu cational programs that reach the homes. What has been done in industry, and transportation ami other public or com mercial organizations through the more centralized executive sponsorship, can and must be done for the homes as welL The need for safety education on "off the job accidents" is also urgent. In order to successfully plan an edu cational program, it is necessary to an- a*y*e au-cident* in form of rouse, type, frequency and type of people involved. In this connection it is interesting to know that five out of sue persons lolled by falls are 65 years and over, which is 84% of the total. One reason is tixax people of ad vanced age fall due to such physical im pairments as: defective eyesight, pro longed reaction tune, lack of agility gad the tendency to be forgetful or to hrftww confused. Another reason is the increas ing brittleness of the bony structure which will lead to more serious results when a /all occurs. Ia summarizing these the need for special consideration of older people in the prevention of falls turnrw obvious. ' In delving into the reasons for hlk, a multitude of causes develop and present themselves, many interlocking and con tributory, but all having their share m the final picture. In the causation of most accidents there is both a physical and a personal factor present. Unsafe physical conditions, such as defective ladders, poor lighting on stairs or obstructions, once recognized, can be corrected or repaired. This is not the entire answer in stopping accidents. Poor judgment, hurry, careless ness, Lack of knowledge are personal at titudes that can only be changed through education and constant personal efforts. The following grouping presents a com plete picture of all falls and their causes: Falls occur either on Same Level or Different Level (fall from--fall to) CAUSES Physical Unsafe Condition: Faulty Design Neglect of Maintenance Improper Equipment Poor Housekeeping _ Home Safely Sessions 63 Personal Unsafe Practices: Unsafe Attitudes (Inattention, Haste, Etc.) Poor Habits Lack of Skill Lack of Training and Knowledge Body Defects (Old Age, Invalids) TYPES OF FALLS Stip--Trip--Sudden Change of Balance-- Misstep Prevention and Control For the purpose of prevention and con trol. the problem.may be broken down iwio two divisions: A. Important factors surrounding phys ical twifinui B. Bnbc Personal Practices and habits. practice among safety engi- Jcs falls which are doe largely ,,,, I eoadstioais into two groups: I_ FaJto mm the amr level. 2. Ms from different levels. Mb the same level constitute about CMfr of aff faff Accidents and under this uc hdnfed floors, sidewalks, ' 1 or latticed walkways such as refcc* or fire escapes. Of major of course, is the principal _ of walking surfaces in the Here, the principal items of pre- 1. Qmr Walking Surfaces (a) Obstructions in walking areas. A chair or a table which protrudes iafto normal walking path consti tutes a tripping or bumping hazard. (b) l.oosc objects. Toys, magazines, newspapers, may Tery likely cause a tiustep, sbp, or insecure footing. Of particular importance are small ob jects that tend to roll, such as cyl indrical objects, pencils or toy blocks. (c) Electric kiap cords. Many floor and table tamps are so placed that exam cord, which is imctaffy phrrri oat of the way, eventually diifiw loosely on the walking sur face. The safest practice, particu larly where the lamps are fairly permanently placed is to have cord lengths approximately equal to the distance to the electric outlet. Where this change is impractical for special reasons, at least cord should be so fastened or covered so that it will not be moved by oil mop or vacuum cleaner, etc. (d) Defects in the floor. Most common trouble in this connection arises from protrading nails1 that work out of the flooring from their flush position causing a tripping hazard. (e) Water or grease. Fats and grease in the Ititchen should be promptly wiped up after spilling. Water spilled on waved hardwood floors, also substantially increases the pos sibility of slipping. %, Condition of Walking Surfaces (a) Highly polished floors. All floor tdox is slippery--some more so than others. Floor wax will vary in slipperiness between the various types of surfaces to which it is ap plied. Good judgment is necessary in selecting floor wax and in apply ing it to minimize possibility of excess slipperiness. In the walking surfaces particularly, waxed floors should be covered with carpeting, securely fastened small rugs or other - relatively non-slippcry floor coverings. (b) Scatter rugs. Small scatter rugs, orientals, and the ordinary "rag" rug create very tittle friction between the underside of the rug and hard wood floor. For safety, it Is essen tial that such rags be either tacked down or that some of the non-slip materials which are available on the market as under rugs be placed be tween the rug and the floor. There are many very efficient products on the market which will absolutely prevent any small rug from slip ping. An inexpensive way by which re ducing the slipping of scatter rugs can be accomplished through the use of the ordinary mason jar rub ber rings. These may be sewed to the underside of the rug. The im portant point here is to have the thread pass through the thickness of 64 33rd National Safety igrcss, 1944 the jar ring rather than be wound around it. This insures better suc tion effect. A minimum of four rings is generally required and more may he necessary to control accidental movement of the rugs. (c) Linoleum: Curled edges or torn sections need tacking or cementing down. (d) Floor unevenness: A common haz ard in the long halls of older type homes is a hump in the floor caused , by a buckling of the floor boards. Best remedy, of coarse, is to tear up the buckled section and have the proper repair made by a car penter. Where such expense may be of critical importance, falls may be avoided through the use of an "attention arrester5* such as a warn ing sign or use of contrasting paint Other principal physical conditions causing falls on level include: 3. Overhand Obstruction* Pipes, beams, etc, which cross over an indoor pathway can rarely be removed without excessive expense, but again here, the use of a con trasting color may be used to call attention to the obstacle. An even better improvement is to pad such obstructions in a vivid colored doth to further minimize bumps or braises. 4. Floor or Walk Defects (a) Porches with latticed type wood floors are often found with broken sections. Sometimes this is due to normal wear or weather conditions and in other cases, a small section of planking may break loose, where the carpenter used a short piece to . finish out the strip and the pieced section did not bear on the floor's joists. Permanent correction usu ally involves a shortening of the longer length so that the butt end of the two pieces of planking can be joined at the center of the joist (b) Concrete sidewalk and porch floors crude and buckle due to moisture getting underneath and freezing in the cold weather months. Often the correction of these jobs ts post- poned doe to alleged expense. Ac tually almost anyone can inex pensively repair the condition to a satisfactory extent by cleaning out the broken sections and then filling the entire hole or crack with mor tar mixed as follows: half cement, half fine sand, and water. S. Icy Walks Use cinders and salt where ice or snow has become too hard to remove with shovel. Falls from Different Levels The most important item under this category as respects frequency of home accidents is stairs and steps. Ladders, open windows, elevator shaftway open ings (in apartment or tenement buildings) and use of chairs or boxes as stepladders are also responsible for a sizeable number of accidents each year and produce a high severity of injuries. Stairs sad Steps 1. Recognized pcacticcs in safe con struction ' (a) best angle of incline from the horizontal--*30-38*. (b) constant tread depth and riser bright for each flight. (c) handrail placed 30-34 inches above tread line. 2. Good Housekeeping--no materials stored or left on stairs. 3. Decent fighting! Electric light outlets in the average home are available at the upper cud of the stairs and the proper size bulb can easily be determined by allowing a minimum of one-half watt per square foot using the overall dimensions of the staircase. (Exam ple--a stairway 3 feet wide and 20 feet long has 60 square feet, thus use minimum of a 30 watt bulb.) On basement stain which are usually dark, visibility can often be enhanced by painting top and bottom steps in a fight contrasting color. This particularly aids a person approaching the steps to see where they begin and end. 4. Mats or carpeting are one of the best "fall preventers" especially where ' steps are of hardwood construction. In homes where there are very Home Safety Sessions 65 * young children or elderly people, this should be considered a "most" even in families with a limited in come. Robber mats can be pur chased for the home for $1 tp $1.50 for the entire staircase (usually 10c a step). It is important, however, to have mats or carpeting Installed rigidly. Cazpets should fit snugly especially at the nosing, while mats should have no raised edges which may cause tripping. Many stair mats use a brass or metal covering over the nosing and these need checking from time to time to be sure that they have not worn slippery. Slight buildiugs -- with young children, avoid having chairs or sofas placed near open windows unless the win dows have well anchored screens or barriers. . (b) Wall openings such as laundry chutes, dumbwaiters, etc., should always be protected with a full en closure, preferably installed with a hook or lock not readily opened by children. (c) Doors at elevator entrances need to be installed so that they cannot be-- 1. opened onless elevator car is at tbc landing. grooves filed on the diagonal will do 2. left open and yet permit car ranch to curb this cause of slipping. to move away from landing. S. Use of collapsable gate at top of stair flight to protect babies and "toddfiag'* pliiMw>n (d) Where clothes lines operating on a pally are loaded and unloaded from windows, pulley should be attached Other Fumed Level* a Ladders While design and construction details of reputable manufacturers follow rec ognised standards for the safety practice, accident* are often the result of abuse to the wail as near the window as possible and at a convenient height so as to avoid undue reaching or stretching. Safer practice is also to provide a barrier bar which can serve as a railing in case of a slip. in the care of equipment or use of make Makeshifts Used as Substitutes for shift or homemade equipment. Among Step-ladders the mors important points are: - # Accidents from this condition are very (a) Ladders should sever be painted* often attributable to haste or laziness in as this makes it difficult to detect not wishing to take the time to get the weaknesses caused by cracks or step-ladder when It is necessary to obtain checks. objects out qf reach. (Changing over (b) Slangs require regular inspection head light bulbs, putting up curtains, and at the first sign of noticeable storing material on closet shelves, etc.) wear or cracks, they need to be The purchase of a step-ladder for the replaced. . ' home is often neglected, however. If (c) Storage of ladders when not in use obtained and used, its cost is saved many should provide protection from times over in just one doctor bilL weather and freedom from collision ' or falling objects. Falls from Bed (d) To avoid undue strain and also in There are, of course, a number of bad stability of a straight ladder, when accidents each year due to people actually placed against a wall, good practice falling out of bed. Undoubtedly, many calls for baring the bane of the Ud accidents cataloged under this beading are der at a distance from the wall ap actually cases where the person bad to proximately one-fourth the length arise during the night in the dark and of the ladder. (Example--a six due to stupor or lack of equilibrium, fell teen foot ladder needs to have its near the bed. In hemes where mothers base four feet from the wall against have to arise to take care of children, the which It la placed.) idea of an automatic light which turns on Open Windows and Wall Openings (a)In homes----especially apartment and shines on the floor when the person arises from the bed, has distinct merit in preventing accidents. Units embodying 66 33rd National Safety Congress, 1944 this principle are a reality and are quite conditions* if people know how to "handle inexpensive. Chains themselves.* A fall is. a loss of balance. Equilibrium Two notable accident hazards are prev is maintained through constant muscular alent* under this item: control From early childhood oij prac (a) Chairs where the rungs have be tically every person develops certain hab come loose through heat drying its that lead to awkward positions and out the glue. An inexpensive* yet movements while performing their daily effective remedy is metal shims or tasks. These habits are gradually form collars available in many hardware ing patterns of muscle-actions which are or 10c stores which fit over the reflected in people's posture, way of walk dowel end of the run-. nd when in- _ ing* turning, lifting* and whatever body serted into the dowel ..vie* restore action may be concerned. The human be the original rigidity the chair ing in his upright position is supported supporting members. by a very small base. His feet as a base, (b) Folding chairs: Due to tbeir port compared to bis height, form such a small ability* this type of equipment is never entirely safe. Best means of support that constant muscle action is necessary to maintain this balance. Muscle prevention here lies in setting them control varies with the state of physical up where they are least liable to fitness. Fatigue--poor diet-- lack of sleep* slip* such as on a rug* and also the nervous tension will increase faU-proue- use of full care in erecting them so that they axe set up in a fully ness. Therefore every effort made to im prove public health win act as an aid in opened position. fall prevention. However, regardless of the type of person involved, there are 11. Balcony* Poaches three basic rates on Body Mechanics* These facilities represent a sizeable haz ard to children. Whilp most porches are originally equipped with barrier and which* if properly applied* will provide better muscular control and thus aid in the prevention of falls. porcbrail* they are usually designed only 1. A broad and level base for support. to prevent accidental stepping off the Examples: raised leveL Doe to the inherent tendency of children to climb* the average porch- Use legs to increase base when push ing. pulling, lifting. Proper ladders or rail is an ideal ladder for their antics. chair* for climbing--High vs. low Primarily, the solution is a matter of heels. Condition of footwear (worn- training the children themselves although down heels). a frequent step employed by safety con- 2. Weight centered and near base. Ex scions mothers or fathers U to either-- (a) Install an additional railing to raise ample: Proper placement of person or lad the overall height. ^ ders towards object to be reached (b) Place wire screening on the inside --weight of person in center of plat of the railing supports which not form. only closes the openings between bars but also makes climbing in effective by blocking the "rung" 3. Step in direction of action. Ex amples: - Advance one foot when getting up effect of the railing and interme from chair. Step backwards when diate support* . sitting down. Place one foot behind Also, of course, consideration is nec when pulling--step forward when essary to keep the barriers in good sound reaching forward* etc. coodidon (no rotted poets, broken sec tions or loose supporting brackets). (These practices should be demon strated and associated with the "unsafe Before discussing the Personal Pastors practices," leading to falls.) (unsafe practices) and their control, an understanding of the fundamental rules on Body Stability is essential. Many falls can be avoided* even in spite of. unsafe Control Through Personal Factors 1. Personal Equipment: . (a) Fali-proneness arising from m- Home Safely Sessions 67 complete or defective vision. If a person, particularly of ad vanced age* seems to be fallprone, and no actual cause can be detected* defective eyesight might be the reason and an op tical examination suggested. Vi sion can change so gradually that a person might not be aware of the need for glasses for a long time. (b) Condition of footwear: Wontdown heels cause some footstrain and affect balanced wallring. Loose soles and dangling shoe laces are tripping hazards. Soles of rubbers and galoshes when worn to a smooth surface often lead to fans (slip). Some shoe makers can pot on a new "tread." (c) Clothing: Long housecoats, robes and dangling belts are a tripping hazard* particularly on stairs. These should be lifted np when traversing steps. The combination of slack cuffs and high heels are "trouble makers" and "care" is the only solution if they are worn. (d) Bathtub: Falls in and around the bathtub are very common particularly with elderly people' and children. Handholds should be placed on the wall above the tub. Any support of this kind most be attached firmly. To prevent slips in the bathtub* soap should be kept in the soap bold er. A rubber mat or bath towel at the bottom of the tub will - prevent slipping. There are products available which can be sprayed or brushed on the tub surface to minimize slipperinesa. These may be especially war ranted for use by people having orthopedic difficulties. 2, Habits: - It is much harder to change a per son's habits (menta] or physical). than to correct an unsafe physical condition. A habit cannot merely be dropped. It must be combated by substituting for it an opposite habit* properly defined as a clean aim. Wil liam James has given us the follow ing useful formulae for changing a bad habit into a good one: 1. Define the desirable habit to be acquired. 2. Practice the desirable habit at every opportunity. 3. Create opportunities for prac ticing the desirable habit. * 4. Allow no exceptions or omis sions to occur, 5. Never permit a return to the old undesirable habit Some of the habits t' it result in falls: (a) Noa-use of handrails. (b) Carrying object*. When carrying objects, it is important that they do not obscure the vision. (c) Tilting chairs. Tilting chairs not only weakens them* but often causes nasty falls. (d) Walking habits. When walking, a person's weight should be balanced evenly on both fccL. Diagonal ap proaches should be avoided, since they disturb the balance. It is safer to walk* than to run. Look in the direction you are going. Avoid sudden turns or any quick change in direction. 3. Non-Routine Activities: (a) Refrain from changing too rap idly from inactivity to activity, such as jumping up from chair or out of bed to answer tele phone or bell. (b) Pulling and poshing objects: While pushing or pulling draw ers, furniture, windows, etc., feet should be -well braced and placed apart in direction of action. . (c) Objects out of reach: To reach high places (shelves* ceiling to change bulbs, hanging curtains* etc.) a strong stcpladder or step stool correctly placed (See Physical Conditions 5) is the proper thing to use. If not avail able a sturdy chair will serve as a good base to stand on. A firm level base is essential. Leather, cloth, or straw scats are not made to carry weight. It is 68 33rd National Safely Congress, 1944 dangerous to use rucking or folding chairs, or to increase height by ptadng boxes, tele* phone books or other devices oot intended for this purpose oo top of chairs or tables. Remem* ber: Center your weight for proper balance, which means in Hie case: Step on the middle of chair, place ladder or chair close enough to object to be reached to avoid leaning over. Avoid standing on the top of a step*' ladder. Use one sufficiently high to let you stand at least two steps from its top. (d) Traversing dark areas: To avoid falls in dark areas when no tight is available, walk as though blindfolded. Inquiries at insti tutes iOc- the blind revualad the surprising fact that falls hardly ever occur amongst their inmates. They know their lim itations and act accordingly to avoid hazards. The best way to prevent a fall Is to remove the hazard, and if the hazard is not obvious enough to be easily remedied, then the most effective accident preven tion is "Watch your Step" I Id conclusion it may be said that no matter how simple the subject of falls prevention may seem, the fact that almost l(M)0O people are killed each year in the United States by foils is reason enough to DO something about this most serious of all bomc accidents. The remedies are as simple as the causes. In general, little roooey or effort Is necessary to remove a hazard. "Watch your step." a phrase as simple as that--if observed and practiced can save thousands of lives every year. Don't Got Burned--Preventing Burns. Explosions, Fires Within the Home , - By TUKODORE GUNN _ _ Engineer, New Hampshire Board of Underwriters, Concord, N. H. Mr. Gunn's presentation was in the form of a demonstration. He demonstrated a dust explosion, using com starch as has explosive agent. He showed clearly bow gasoline vapor is heavier than air and leads to flow to lower levels. A tire from gasoline vapor used as rUamng fluid in tbe home nay be started at some distance from the source of the vapor and "flash bade" to the source. Some cleaning fluids are safe; however, Mr. Guos explained, and the vapor from these cleaners actually extinguishes a flame. What happens when a householder' re places a fuse by tbe well-known penny was beautifully demonstrated by Mr. Gtnm. Tbe little doU-housc in which tbe over-loaded wires were strung began to pour forth smoke and flame. Another electrical hazard caused by defective insulation was pre sented- This was a floor lamp which had actually been responsible for the death of a child. Mr. Giaan showed that the metal stand and bolder were electrically "stive" by running a grounded wire along the metallic parts. From top to bottom the lamp stand sparked and crackled against the grounded wire. Christmas tree lights, tinsel deenzatiods, oily mops, even certain dry chemicals in cracks in the floor--all are potential fire hazards. Tbe wise households- takes pre cautions to prevent tires and has a fire ex tinguisher handy in case a fire does get started, . Home Safety Sessions 69 WEDNESDAY AFTERNOON SESSION ' October 4, 1944 Joint Sesaioo--Home Safety and Women's Programs Presidmo: Donald B. Asmsmouc, M.D., Second Vice-President, Metropolitan Life Insur ance Co., New York City, and Chairman, Home Safety Advisory Committee, National Safety Cotrodl. Safe Homos--A Community Responsibility Finding a Program That Will Work Digest of talk given By MRS. NORMA F. WULFF Vice-President, Cleveland Safety Council, Cleveland, O. When we of the Greater Cleveland Safety Council met to discuss ways and of bringing safety to the public, we decided that the message had to be carried directly to the people and that it had to reach peo ple in all walks of life. For this reason we decided to develop a course to train home makers in home safety. We started with a of four making talks to local organizations such as tbe Parent Teacher Association, the American Red Cross, literary guilds, etc. This panel course was a proving ground for the one that followed. _ Tbe pod of four grew to one of seven in which tbe following subjects were dis cussed in ten sessions; "Safeguarding tbe American Home--Our Second Line of National Defense;" by Judge Lee E. Skcd, President of the Greater Cleveland and Ohio State Safety Councils. "Food Protection and Protective Foods," by Dr. Enos B. Buchanan, Chief, Food and Drug Administration, Division of Health, City of Cleveland. ' "Rodent Control," by myself. Let roe ex plain that this session was felt to be per* ticularly necessary in Cleveland as we have had an unusual problem in this respect. "Safe Use of Electrical Equipment," by Jack North, President, Electrical League of Cleveland. "Eye Conservation" by Mr. M. M. Bownan, Regional Safely Consultant, National Committee for the Conservation df Man power in War Industries, Drrisuro of Labor Standards, U. S. Department of Labor. "Falls--the Greatest Home Hazard," by Director Frank D. Celcbreeze, Deportment of Public Safety, City of Cleveland. "Fire Prevention in the Home," by Cap tain W. T. Fergus, in charge of Public Re lations, Cleveland Fire Department "Bums, Shock. Infections, and Asphyxia tion--Prevention and Treatment," by Dr. A. J. Pearsc, Health Commissioner, Cuyahoga County. `The Homemaker and the Law," by Mr. Harold H. Gorman, Vice-President of the Greater Cleveland Safety Council and Gen eral Counsel of the Ohio State Safety Council. "Poisons, Firearms, and Other Causes of Heme Accidents," by Captain Arthur Roth, Juvenile Bureau, Cleveland Police Depart ment. ' "Review of the Course." As I am also Vice President of the Cleve land Board of Education we have had an advantage that others may not have had This made tbe giving of a course in the Cleveland schools possible, and it gave us the ate of the Board of Education's own radio station, WBOE. Judge Skeei opened the course with a speech that was actnaXly broadcast to 3000 people in 76 public schools- Afterwards tbe speech was transcribed. Each member of the panel had his or her speech tran scribed so that it was possible in one in stance for me to attend the start of the broadcast at the station of my own speech and to bear the finish of it in the classroom. It was extremely valuable and interesting to get firsthand reactions. The coarse was given in ten sections. The radio program was given three times a 70 33rd National Safety Congress, 1944 week &o that those who could not come on one day might be able to come another. Anyone who attended eight or more ses sions got a certificate. Again we were fortunate in having my connections with the school board which, made it possible to get the cooperation of the teachers who conducted, the meetings in each school- The homemaker listened to the broadcast in the schoolroom and after wards a discussion was held led by the teacher. In the future we are going to have uni forms and the course is to be copyrighted. Any other communities or organizations who care to may then make use of it. This year the course is to be a regular part of the home economics course in Cleveland. Women's Fine* in a Community Safety Program By MRS. MAKQAKBT L. STUTE Executive Secretary, Fort Worth Safety Council, Fort Worth, Tex. Women to the right of us--women to the left of os--Women, Women, Women. In every community today, be it large or small, we arc asking ourselves certain vital ques tions. What can I do to hasten the end of the war? What of tomorrow? How shall I use the knowledge and skill I bare ac quired to the best advantage--for myself and for mankind? Will the safety move ment be alert to this storehouse of human motivation, and use the wealth of woman power for safety power? For a complete picture let tts take a kLance bade into history. Recognize the place of women which has been established and ac cepted by the world. Recognize some of the outstanding achievements of women. Ad mit that which has been lacking in oar efforts and in the failure of society to folly utilize this wealth of Woman Power. "la the .. _ t-h---e--e--a--r--t-h---*---u----w---i-t-S--a--W- fatm rad v_o_i_d_. im____d__u__bspt nvut^mo^ocab tthbecfffatcec of the duecetp~. ^- tutr,<anisaf*i is* w Uefax sod there- u lieht-" This was the first Safety act. But bow was it accomplished? It grew from an urgent need, the spirit of willingness, and the power of action. tb* And of Sexyot die tree {a ntd" ... ""thtFaeorraCGidaosd of the Garden, doth |b-e- v- Ou--t m the day that ye dull etc |nw yc> dull be opened and y ioall be as Goes, loovini seed and evil.** . . "Aod when the vodit sew the tree eras good for food, ylewnc to At eye M a tree to be dttitai to make as wml ibt took of the freit of the tree aad did eat **d nve atm onto her bwfeead-** ... **Aod God uu beheld the nun li become u one of us, to know good and evil." Here Eve, the first woman spirit, set the example for the centuries to follow. Women point the way, create the pattern. Since the beginning of time women have been the true pioneers, the spirit of adven ture; while men have carried out the deeds. Review your Bible history. Study the women of that time. Study profane history. Study the women of each age and period. What lit the one predominate characteristic of women in each cycle ? By being the so called "weaker sex** woman has always been the one to guide and inspire the mighty male. Women have pointed the way, have created the pattern. The Spartan mother of old placed the testing garments on her son and urged that be take Ids place among men. She created within him the awareness of life itself by developing a strong and rugged body. Um sailing the seven seas in ancient times protected themselves by charms and ornaments made of women's hair, teeth and other personal items. That belief, instilled at their mothers' knee, kept them strong and unafraid. So as we thumb through the pages of history wc find women acting as the safe guard. We see them urging forward, yet bolding firmly to that thing called life. 1 challenge anyone to successfully prove that women were not the first safety di rectors. the first safety engineers, and the first safety inspectors. I say they were and they still are. Woman First Safety Director Who was it that first guided your totter ing baby steps? A woman, the safety di rector. Who was it that placed all the lovely shiny objects that could so easily have caused you pain, out of your reach, when those faltering steps became strong Home Safety Sessions 71 enough to carry you where ever you wished to go? It was the safety engineer, your mother. Who cleaned the closets, trimmed the wicks of the lamps to make them as safe as possible? It was the first safety inspector, a woman, your mother and mine. Grant Shay has said, "Safety is the dif ference between a smile and a tear, that certain something that comes through just before a sure accident happens.** What is that "certain something**? Some people have called it intuition. Some have called it wisdom. Some have called it awareness. We as safety people know that it is the ability of one person to listen intelligently and the refusal of another to listen at all World War I took women from the kitchen and into the business offices of America and they stayed. World War II has put women in almost every conceivable job. The fond hope expressed by some dreamers, that when the war is closed women will return to the kitchen, is purely wishful thinking. Millions of women have become an integral and permanent part of all the working world--in industry, in pub lic fife as well as in the home. This is evidenced by our presence here today. The world was alarmed when the first women began to leave the home for the industrial plants and we were warned that the health of the nations would suffer. Last year at the Safety Congress the Rt Hon orable Margaret G. Bondfield said, ". . . A nation** , . "battered by war for three years'* (speaking' of England) "has reason to be proud** . . . "when medical authorities assure us the nation's health need cause us no alarm.** So women did prove they could cany on their share of the industrial binden and that the nation's children need not suf fer in health. In America, in I5MQ, women laid down their bridge cards, pot aside their jewelry, donned overalls and safety hats and proved they could do a' job, a big job, very well. Miss and Mrs. America have qualified themselves through intensive training by imllioos of hours of study. The American woman has acquired a thirst for knowledge and achievement. She has discovered she has skills of which she little dreamed. Then too, it will fall the lot of hundreds of thousands of these women to become the permanent bread winners for the chil dren of their men who sleep in Flanders Fields, at Bataan, Africa and the for away places of the earth. Other women will be forced to assume the care of aging parents, smaller brothers and sisters as never before. Reluctantly, industrial leaders will part with certain of their women employees, because they have proven to be excellent and de pendable workers. . Think for a moment of the thousands of women in our military forces. These women have learned something women of no other age have learned; that they can work and five together arid find a com radeship to each other's company, jost as men have always done since the begiming of time. Will they give all this up and re turn to the same life as before the war? John D. Durand, in the December Intima tion Labor Review, estimates that by 1950 there will be a labor force of 59,000,000 persons with women numbering 16# to 17 million. Mary Anderson. Director of the Women's Bureau, has said, "We know from our 25 years of study" . . . "that the vast majority of women workers seek employ ment from economic need." I think, too, that women's health has greatly improved in the past few generations. Thousands now fiod themselves at middle life, with their children educated and gone from home; while they, themselves, have the energy, education aod desire to go into business with at least an expectancy of 20 to X years of active public life. Hot all women desire to be mothers and many of them cannot bear children. These women, after the war, will be living in the ultra modern homes of that time Because of the many new housekeeping aids, much of their time will be unoccupied unless they have some outside activity. Consider* Industry Let us consider industry first The type, the number and the severity of accidents among women employees will be discussed in other talks of the Congress. The prob lems of industry to change machines so they could be operated by women is for another topic. 'Yet we all know that the cause of accidents is 95 per cent the human element as against 5 per cent mechanical and "acts of .God." In industry, then, who would be better prepared to instruct the new woman employee than another woman ? This instruction, if given in the right way, is the safe way. And safety is a definite 72 33rd National Safely Congress, 1944 ' part of the plan. Who better than a woman can supervise women and girls and under stand their physical handicap*? Women are the natural housekeepers. A woman m an industrial safety department will hdp care for that problem. Many women Eke and have a knack for minute detail. They have long been the natural teachers of our young This attribute can be capitalized on by our industries, if they are alert, la industry as supervisor, inspector, assistant safety director, women will find their place and bring credit to their company when given an' opportunity in the safety field. When we survey where our accidents are happening we find a large nurnftrr ia the borne itselL Here trained leaders are needed. Through the National Safety Cocascil and other service organ!,ration* dim are being taught in home accident preven tion. This is a field where trained women can be of great service to humanity at all times. In many of our larger cities war condi tions have placed women m oar traffic squads where their excellent work has brought honor to the police department and to their sex. Few women have mechanical ability. Those who do are, as a nde. very proficient. In teaching a beginner to drive a car, class room xnstrtsctioo in motor parts, rules, reguctc^ caa be taught more effectively by women. Men, m a rule; are better at afttml driving instruction. AU of oar ingt gQ our enforce ment can bear little fruit, if we fail to create an awareness of the value of human fife in our offspring. Safety-First ts a false slogan for youth. Without adventure, with out daring the world would have no prog ress. But it is the ability to have adventure and daring, ju/efy, that we as mothers, safely directors, mast create within our cbUdrcxL. The teacher in the school must be made aware that the pattern of life is woven with the golden thread of the ability to listen. Let ns sum the total of our job. In industry, we shall be the safety in structor of other women--the safety coun selor and guide. Here we will take oar place by the side of oar men--the helpmeet in btnldmg a better and a stronger world. to public fife we shall teach home safety, correct driving and fully inform ooudm in aO safe of firing. We shall point the way. create the pattern. If we are wise we vnQ be wiffaag to ***TM^- our share of the responsibility if we wish to stare also In the rewards. In the Women's Club*, the FTA's and all the groups where women gather we will plan to spread die gospel of safety. As professional and business women we will take an active part in the tiatioral and local safety movement. The womn-ettixeu will observe all safety rules and regulations and urge those about Her to do the same. Some women with leadership ability will find a place tn organizing for safety ia the community- . They will be in industry--some in teach ing--some in organizing--some ia training --women have a large {dace in a community safety program. But wherever they are they will still hold fast to that immortal place of women--as they call the world to listen. They will point the wary--they will set the pattern. ` CooK&natxngr Various Conununity Intpwili By B. L. CORBETT, *LD. * Executive Secretary, Milwaukee Safety Conrmiirion^ Milwaukee, Wia. We started our expanded borne safety program in the Gty of Milwaukee in March of this year. One of the first things we did in order to bring city-wide attention to the movement was to have -the Common Council pass a resolution which called upon all residents of the city, and every branch of municipal government, to cooperate in a home safety movement to combat the heavy toll of life and injury hi this fidi ' The National Safety Cremdl assigned Mr. Bernard Lundy to us for approximately six weeks at tire start of the program. With hi* aid we developed our Home Safety Home Safely Sessions 73. Board, which is composed of thirty out standing croc and public agencies. Spot maps were made showing locations of home fatalities over a period of the past eight years. AU of the home fatalities were analyzed as to type and nature. This material was then presented to the Home Safety Board with the request that this matter be taken up with their respective organizations and an educational campaign inaugurated to acquaint their membership with tire causes of home accidents--also to focus attention on the locations. A home safety portfolio was devised, copies of which were distributed to the representative of each organization. The portfolio cootamed a huge assortment of safety material and members of the Board were instructed that they could obtain same in quantities so that their respective organi zations could see to its distribution where it would do the most good. Each of the thirty representatives on the Home Safety Board was green a specific territory to cover, after being told of hs particular problem, and each was urged to work this out in whatever best seated his organization. Various women's organizations are repre sented on the Home Safety Board and their cooperation has been wholehearted. In fact wc have learned that once you get the women started cm a project, it's pretty tough to stop them I They do a splendid job. . . . This doesn't mean that the bmh do not do an equally fine job. Labor fpopulation We were indeed surprised at the coopera tion we received from the Unions, particu larly the A.F. of L and the CXO. Let me recommend, to yoa not to overlook these uxuous in any home safety project you un dertake in your community. To Show you the type of cooperation wc received, I have a foil-page ad which ap peared In our daily papers. This advertise ment was placed through our local transit company and, at current advertising rates, cost approximately $4,000. Naturally it cost the Home Safety Board nothing, bat It carried our message into practically every home m Milwaukee. Other firms will place similar ads in the pres* later m the year, calling attention to other home hazards. The Veterans of Foreign Wars and the American Legion, and their auxiliaries, have been most cooperative. And, of course, the Gfy Health Department through its visit ing nurses is a splendid medium for pro moting home safety. So also are the other soda! agencies. Our public health nurses alone average a thousand home calls per day. Another activity which the Home Safety Board has sponsored, and which we believe will be far-reaching, is the Accident Pre vention course of the American Red Goss. All th grade pupils,in the parochial schools of .Milwaukee during the 1944-45 term wiU receive the standard home accident preven tion course of the American Red Goss. This is ' a requisite to graduation. This means that several hundred boys and girls wdf be fully qualified home safety instruc tors when they have completed tire 6th grade. We are watching this course very closely and hope it will be extended to the public schools at an early date. Distributed Leaflet The leaflet CONGRATULATIONS, which calls attention to infant safety, is being distributed to every new mother in Milwaukee. This comes directly from the office of the Safety Commissico with a congratulatory letter attached. carried on a very successful radio campaign during the height of the canning season. This was sponsored by one of the agencies represented on our Home Safety Board, namely, the Home Economics in Business Group, who were themselves, amazed at the success of their venture. Home canning zeddents in Milwaukee this year took a considerable drop and we feci that a large share of this improvement is doe to the educational program carried on by the Home Safety Board. t We in Milwaukee are proud of the work of our newly formed Home Safety Board, as this is one of the first years in which Home fatalities <19 to October 1st) have shown a decrease. We believe this is par ticularly significant in view of home condi tions at the present time. Our record is thus-- , First 9 months of 1943--84 Home Fatalities First 9 months of 1944--73 Home Fatalities We have found in our home safety ac tivities so far in Milwaukee that the matter 74 33rd National Safety Congress, 1944 of budget is negligible. In any message to the entire community, you need cooperation. Let me emphasize that: COOPERA TION t You must enlist the help of every agency in your community and you must see to it that each agency obtains the proper materials and is given some idea of_ the methods to pursue In order to effectively fight the biggest accident problem of our age--the home injuries and fatalities. THURSDAY MORNING SESSION October 5, 1944 Presiding: KATHmtvE FiSHfia, Dir., Good Housekeeping Institute, New York City. Hazard House or Happy Horne? Home Design and Arrangement By KENNETH SARGENT AnocUi Profenor of AichiUetare, Syncuae BiiiwtAy. Bjtmamc, N. T. To the architect, borne design and arrange ment is the fusion of utility, aesthetics, safety and physical features of site into what we ^ plan. To discuss the subject from each of these basic premises would require far more time than allotted. Each of these particular phases perhaps might be dull to certain individuals. As it is our purpose to become more informed concern ing home safety, let us consider home de sign and arrangement as it is specifically influenced by safety requirements, remem bering utility, site, and aesthetics will always modify this subject. With the group altcatling Such a meet ing as it would seem somewhat need less to point oat the necessity of "Safety in Design** of the modern home. However, it would seem desirable that two problems be accepted and considered, namely: first. new homes and housing construc tion safe, and second, malting existing housing safer. The latter problem seems in itself worthy of great consideration, since approximately thirty-seven million units of housing exist in die United States, a large percentage of which will continue to be used. It has been estimated that about 'eight mfllioo units of new housing will be required in the next ten years. With this ratio of existing dwellings to anticipated new homes in mind, it would seem that most of the causes of accidental death and injury exist in homes now tn use, while the new construction could not be the controlling factor in the reduction of the home accident rate. However, for two reasons which I now enumerate, I am focusing my discussion oo new housing. First, the faults of new bous ing are to those of existing housing. The problem of correcting these faults in both new and existing houses seems some what similar. Second, even tboogh the elimination of hazards in these new homes would not greatly change the graphic picture of the home accident rate, arc we to allow the careless coostraction of some eight million units of housing and thus add to the already enormous problem of home hazards now causing yearly more deaths than have been inflicted yearly by oar national enemies? The quality of the design, the amu0 ment, and the safety of boosing to be con structed after this war is definitely a local problem, as I believe it properly should be. To propose a bmtdrng code would be folly; yes, to hqt rt a state code which would eliminate and stop the cod- strudico of hazardous homes would also prove most impractical. The success of a building code depends entirely upon its in telligent enforcement by those skilled in the construction industry. Such skilled en forcement officers are not available in the rural areas and m the villages which sur round our large cities. I bare bam m per sonal contact with suck braiding inspectors in the smaller conmoaities, who, even Some Safety Sessions 75 though they were most able in their respec tive field such as carpentry or masonry, as builders, had little knowledge of electrical, sanitary, or heating equipment and installa tions. With the expected complication of equipment demanded in the house of tomor row, it is self-evident that the enforcement of any such building code is impossible. Assuming, then, that the quality of bous ing is a local problem, upon whom will the responsibility of providing new safe hous ing fall? No oe group ran be held re sponsible because of the nature and ramifi cation of the building industry as organized hi this country. The responsibility of safe design and arrangement of housing must, therefore, be placed upon the following groups: First, manufacturers who prefabri cate most of the material and equipment which is used in the construction of bousing. Second, architects or designers who plan and design the structures and dic tate the use of these materials. Third, the builder who actually assem bles the materials according to the de sign and plan, and Last, but not least, the banker, the insurance company, or any other mort gagee who may finance the construction. R&mb ReapooaibfHty The fact that the responsibility ties with each of these groups can be demonstrated. It is certain that the architect cannot be held responsible for the hazards of falls in the bathtub if the manufacturers do not provide him with tubs that have flat bot toms; glazes which are not slippery, and suitable unbreakable grab bars for the per son taking a shower. In these cases, themanufacturer would be responsible for the marketing of hazardous materials, and may I add that the catalogues have been filled with such equipment It would be to the financial advantage of these manufacturers if they designed safe materials and equip ment, and so advertised, as the various cam paigns by such agencies as the National Safety Council and the many state and local safety councils are fast creating a demand for safe equipment and homes. Likewise, if the architect or designer places a prefabricated stairway too close to the door so as to become a hazard, it is certainly not the manufacturer's fault. Similarly, if the builder places the smokepipe of the heating unit too close to the floor framing without protection to this wood member, he alone is responsible for the resulting fire which annually destroys a vast amount of life and property. This illustration is typical of the causes of fire about which oo one save the firs insurance companies expresses very much concern. X must add to the group of those respon sible, the banker and mortgagee, for who else is more responsible for the limiting of budgets of housing titan this group? The extent of the budget, unfortunately, often controls the freedom of hazard of the bousing. For instance, there is available today a very fine prefabricated window which which also offers the safety features of inside application of storm sash and screen. Both sides of the glass of this sash may be safely washed from the in terior of the house. Unfortunately, this window costs more than the common haz ardous vertical sliding sash known to the trade as the double hung window. Tills latter unsafe window offers nnne of the features above mentioned, but is the cheaper. The use of the cheaper window has been almost universal in this country. The bous ing- built on too limited a budget cannot afford such safety features of design. Definitely, hazard-free bousing depends upon budget. Allow me to paraphrase the letterhead slogan of the New York State Department of Health, "Public Health is Purchasable. Within natural limitations, any community can determine its Own Death Rate." I would restate similarly "Freedom from Home Hazards is purchas able. Any community can determine its own Home Accident Rate." Again I wish to demonstrate the respon sibility of the bankers and mortagees In liberating the future householders from the home accident hazard. If this group would formulate certain minimum requirement* similar to the minimum Construction Stand ards of the F.H.A, adherence to which would be required of all structures financed, they could by such action, largely eliminate all the more common hazards found in new housing, for little new housing is constructed on a cash basis. It might be financially ad vantageous to this group to eliminate hu* 76 33rd National Safety Congress, 1944 ards, for m my opinion, a dead tnortagor is definitely a poor risk. I have referred constantly to details of hazard-free design and arrangement of housing. To design for safety, all pos sible hazards which might be the direct or indirect cause of an accident should be eliminated. To play upon that familiar word of today "FREEDOM" as four times re peated in the Atlantic Charter, twisted to suit mjr purpose --we should so construct these new homes that we would insure for our homes: Freedom from hazards caus ing falls, Freedom from hazards which cause bums, Freedom from electrical haz ards and Freedom from poison gas and mechanical injuries. The numerous details that require the designer's attention is order to insure this Freedom from Acadttit hazard are so numer ous that it would be impossible to discuss them intelligently m a short tame. In order to illustrate a typical hazard from each of these rhun of accident causes, allow me to describe an example of each. Freedom from falls is a major problem of all home hazards. True, that homes planned without a second floor offer many advantages to the homemaker, since such bouses eliminate windows above the ground, stairs, mod resulting fatigue caused by the additional effort required to maintain two floors. To plan all new bousing on one floor only would not entirely dominate the causes of falls because of the many other causes, such as slippery floor finishes, maintenance of eziowr approach, house arrangement, eta Again the budget offers an obstacle, since the single floor boose will always cost more per room because of the added roof area and foundation. In the northern states, I would point out an other barrier to elimination of stairs, namely, traditional living. Up to the present time, most prospective home owners demand a cellar became they have not been educated to the benefits of the cellarlcss house now possible because of modem improvements in heating equipment. Stair Hisisdi Since stairs are d^maiwWI tn most houses, what are typical hazards of stairs ? The lark of hand rails are a common defect Many builders still believe that stairs enclosed between partitions need no hand rails. It seems common practice to omit rails on cellar stairs. Too small a space for stairs also frequently demands the introduction of winders to secure the proper number of steps for the vertical distance traversed from,floor to floor. Naturally, the danger of this device is the unequal width of treads. Elimination of details such as this and the construction of adequate rails would safeguard most stairs. These simple com mon defects thus illustrated are by no the only stair hazards. . To illustrate freedom from bums. I pre. seat these common errors of design and arrangement. The kitchen planned by the unskilled designer, who, m order to place the necessary appliances in the space al lotted, locates the kitchen range near the window. The curtains which every home maker demands are frequently the cause of fire when blown Into the open gas flames. Or again, the improperly planned hone or house constructed with a limited budget is so arranged .that the cellar stairs are not cut off from the furnace room. The fire that so often starts in this area is imme diately spread to the only exit available from the second floor, since the usual prac tice is to stack the basement stair below the stair to the upper floor. You open your mormxig paper to see that John Jones' chil dren were burned to death because a fire blocked the only means of escape. Freedom from electric hazard b very cktsdy. related to other accidental cm-- bed its identity is so marked that it merits indi vidual attention. The equipment used in past years often invited accident. The very Jetice used to safeguard your ipptiwccs and yoor per sonal safety, frequently was the indued cause of a fire. When the last fuse was blown, bow many of you have hmfitrd a penny in place of the fuse in the fuse box? Mr. Gunn illustrated tins hazard jemnfa). You did not think that the very cause of the fuse blowing was overheating of the circuit, which you permitted to coutinue and which might have resulted in a fire in the system. He did not teO you bow this harard was eliminated m modern con struction. Perhaps you have not been guilty of this infraction of safety but have you placed a 30 ampere fuse in place of the 15 ampere fuse winch you removed? This allowed the Borne Safety Sessions 77 overheating of some appliance which per haps ultimaicly will cause a breakdown of the iniariagi and ultimately fire. New equipment such as the automatic circuit breaker, an improvement of the fuse box, eliminates these hazards, as it ->****i- the personal dement m its Operation. I might add that this safety device does not affect the budget greatly. My final classification of housing hazards is that of freedom from the hazard of poison gas and wwkantral injuries, perhaps a nttber miscellaneous classification. During the beating season, your daily paper regu larly shows the toll of life taken tty fur nace gas. The usual furnace blower in stalled by the householder to bum small sized coal and thus reduce his fuel budget, is a source of fatality. It is true, that with care and caution, this equipment may be reasonably safe, but my experience leads me tn believe that this means of forcing combustion is frequently the cause of fatal accidents. Cool, when improperly burned, is a ********* source of carbon-monoxide -gas. Modern stokers are safe, in that this car bon monoxide from the coal is burned as it passes through the fire since the coal is properly fed into the fire from below, a sjsteu not now possible with hand stoking. If the designer fails to study the circu lation of the bouse, the arrangement may result m considerable traffic through such rooms as the living room. These arrange ment* may influence furniture placement that involve safety. This hazard may be further increased if light control is sot to allow ^dvanee fighting of yoor passage. This is especially true if yoor hnmft.r.t*. U what T term a "furniture mover'* or perhaps you never have stum bled in the dark over the coffee table that wasn't there this morning. From the examples cited, it is evident that planning; arrangement,. and design of the safe home is by no means simple and lacking in complications. The common il lustrations selected demonstrate that home safety U dependmt upon the collaboration, ability, and training of all involved in the construction of housing, the architect or designer, the builder, the manufacturer, and the financier. As I have demonstrated the importance of each group, I have also at tempted to show a few examples of hazard through poor design and arrangement. The building code will never insure the four Freedoms from Hazard in all new housing. What then is the means of elimi nation of accidents from these new homes? I believe that educational programs should be fostered and continued among these groups. The program of teaching those Whose responsibility it is to provide new will not only result m safer new homes but will also improve existing dwell ings which are subject to maintenance and improvement by these same groups in the building industry. Lastly, I emphasize the desirability of en listing every organization in a program to inform the householder and tomorrow's homemaker of these built-in hazards and inferior planning so tint they will recognize the most common hazards incorporated m their existing homes, and so that they would avoid the purchase of the unsafe, poorly planned and "Jerry-built" home, and so that they would not allow unsafe details to be incorporated m the home being planned for them. Safety* in the home cannot be and should not be a matter of legislation. 78 33rd National Safety Congress, 1944 ' Let the Seller Beware! By H. D. VALENTINE Sties Promotion Mgr., The Profiles Gas Light and Coke Company, Chicago I believe we are in agreement that rigid safety measures and rales of conduct to preserve safety, are a resultant of modern technological civilization. Primitive man dad not need to worry about his personal safety beyond an alertness to attack by wild ani mals, enemy forces or natural acts of God. With modern invention however, living has become more complex until at the pres ent tame, we are surrounded with mechanical gadgets that inherently carry the possibility of hazards to life, limb, or property. That this is true is evidenced by the need for and the splendid accomplishments of this great institution, the National Safety Cooncil. With the advent of the automobile, the relatively high speed obtainable coupled with very impersonal mechanical linkages* pro duced, and continue* to produce, an alarm ing number of accidents. Fortunately there is % more comforting side to this picture dace from the ccnsooasoess of possible danger from the use of due automotble have ctxnc better automobiles,, better roods and more stringent regulations as to who may drive, and how, and where. Similar conditions obtain is most mechani cal equipment that people ose in and about their homes. It is this appreciation of hid den dangers that spurs engineers, technicians and legislators to investigate means where by these hazards can be eliminated or minimixed and thereby help to promote the gen eral safety. In this category of mechanical equipment can be grouped domestic gas appliances-- the gas range, the gas automatic water beater, the gas refrigerator, and the gas beating or winter air-cooditioamg system. We need speed only moment in cover ing the first three of these since continued research over many years has developed a highly recognised rfffnmt of efficiency and safety which undoubtedly has contributed to their increasing popularity. The develop ment of burners that prevent the posribtlxty of any carbon monoxide in the fine products and the invewtiha of positive burner igni tion and thermostatic controls are samples of the features which have added to the safety and general usefulness of these appli ances. A more recent and more inclusive ap proach to the subject of safety in modem borne appliances can be illustrated m the more or less recast complete acceptance of gas for home heating and winter air conditiooing. The popularity of gas for home heating dates from 1931 when natural gas was brought to the Chicago area. This coupled with an effective promotion of conversion burners which could be installed in exist ing boilers and furnaces, provided the im petus towards a mass acceptance of gas for heating homes. In recent years, as the cooversion burner proved the value of gas for heatingT gas designed boilers and furnaces have become more popular. This incrasiiig popular demand for gas home heating equipment introduced a safes of conditions, wbkh if not properly con trolled could have influenced, adversely, the high standards of efficiency and safety of heating installations which was, and con tinues to be, the haftmark of Peoples Gas service. These conditions are of two types, the first engineering hs character and the second related to botiness and public relations. Let us review the engineering phase first Gas oonrerSBOB burners and gas burning central heating boflen sad furnaces are in themselves cent mechanism* designed and constructed to tadnde maximum operating efficiencies and the highest factors of safety. However, hr the case of conversion bur ners, installations generally are made in older boilers and furnaces designed for solid fuel. These may be faulty In one respect or another. Consequently the assembly of burner and furnace unless thoroughly ex amined and supervised, would be as ineffi cient arid hazardous as the least perfect past--winch m this case would be the old boiler or furnace. Again a gas designed boiler and furnace or an ideal conversion burner installation iwwv provide heating service until it is Home Safety Sessions 79 tied - to a heat distributing system which jadndcs piping and radiation for steam or hot water or duct systems tod register openings in warm air systems. Here again if the heat distribution systems were faulty in ooe way or another the complete instal lation could not he expected to give fully satisfactory results. Installation a Specific Problem Goosqnently every installation must be regarded as a specific engineering problem. Each part of the system must be as near perfect as possible so as to insure maximum customer service. It is understandable that in the promo tional period of home heating with gas it was possible for Peoples Gas to carefully supervise each job from beginning to end. First a beat loss was calculated together with a careful engineering survey of all conditions which could in one way or an other affect the final results obtained. In addition Ideas for obtaining additional econ omy and safety were suggested--insulation, changes in the heating system, chimney lin ings, etc, etc All such engineering data together with an estimate of the normal heating season cost and recommended equipment com prised the "proposal." After the sale was made Peoples Gas supervised the installa tion and checked its operation. Each instal lation was "custom built." However, as acceptance grew and the market for gas home heating expanded the second, the business and public relations phase, became imminent. Certainly Peoples Gas, even had they wished to, could no longer, as a single or ganization, squire each house heating equip ment ale and installation. At the same time, however. Peoples Gas believes that when a certain acceptance of a use for its product has been reached through Company promotion, any expansion should flow into a free market through the normal channels of trade. This means as the demand for gas home beating grew, more and more of the business fell to the beating contractor. - Such a change in distribution actually occurred. In 1935 most of tlie sales of home heating equipment were made by Peoples Gas. In 1944 over 99 per cent of the business was on the books of heating con tractors. Such cooperative effort, commendable as it is, could present a problem which could depreciate the already acquired high accept ance of gas for home heating. It must be remembered that when a free market grows in response to demand, then competition enters. Under such a condition a customer is likely to shop for price. This price consciousness would naturally be re flected in the business programs of manu facturers and contractors. It is evident, however, where price is dominant, quality may easily deteriorate. If this occurs in the purchase and installation of gas home beating equipment, customers could never be certain that they would enjoy a heating service of maximum efficiency and safety. In order to retard the growth of such a condition. Peoples Gas announced its Cer tified Quality program in January 1940. What the Certified Quality program Is and bow it functions can be most easily ex plained la a series of questions and answers. L What is the meaning of "Certified Quality V fa) Certified Quality aims to protect the ultimate user of gas as a foci by ' giving recognition to such factors of equipment selection and installation practice which maim gas service for heating satisfactory and economical. (b) It means that boilers and furnaces which are made to use gas as a fuel have certain quality features of con struction and performance which will give a user greater assurance of satis factory and economical operation. These quality features are over and above those now required under minimum national standards and apply to the serviceability,'durability, added safety and efficiency and capacity factors of the equipment. (c) It means that the selection of equipment, design and construction of the heating system and the installation of the unit will take into consideration such installation factors which also give greater assurance of satisfactory and economical operation and which are, in many instances, above the mini mum standards now recognized by so 33rd National Safety Congress, 1944 architects, contractors' associations and national organizations, Z Whom does the Certified Quality plan benefit? The benefits that can be derived from this plan will primarily accrue to the purchaser of gas beating equipment be came it is designed to protect his in terests. Manufacturers aod dealers who follow this program w31 also indirectly benefit through continued acceptance of their products and work* ctanrinp. 3. What are the steps that a customer should take to obtain Certified Quality hating? The Peoples Gas light and Coke Company has provided a certification form which can be offered by the con tractor or demanded by the customer. This form serves in a sense as a guarantee bond to the customer that the contractor wiO furnish and install equipment that meets Certified Quality 4. What are the steps that a contractor should take to obtain Certified Quality eqoSfMoaaC? The People* Gas light and Coke Com pany faas provided a certification form which can be offered by the manu facturer or demanded by the contrac tor. Has form serves in a sense as a guarantee bond to the contractor that the manyfarfwu vriB furnish equip ment that meets Certified Quality standards. 5. Who has Certified Qualify equipment? Any manufacturer who reasonably complies with fie various factors listed in Tsiontutka on Certified Quality Requirements for Gas Fired Winter Air CoodhkxMng Equipment Installa tions," a pamphlet which has to do with the selection of the equipment, can be yciimifti to hare Certified Quality equipment. 6. Who makes Certified Quality installslatioos? Any contractor who agrees to sell Cer tified Quality equipment, as mentioned before and -to reasonably comply with the installation considerations covered in a pamphlet entitled "Information on Certified Quality Requirements for Gas Fired Winter Air -Coadihoning Equipment Installations" can be con sidered as providing Certified Quality installation. 7. Will the People Gas light and Coke Company verify a contractor's proposal to see if it meets Certified Quality staodards? No. Peoples Gas light tod Coke Company has published the standards for Certified Quality and any proposal winch complies with those standards constitutes Certified Quality. 8. Will the Peoples Gas Light and Coke Company check the completed installa tions to see if it meets Certified Quality stahdards? * Yes. Field engineers make an inspec tion of each installation and, in addi tion to determining necessary informa tion which makes it possible to ap prove or disapprove of it as satisfac tory gas heating installation, will also obtain the facts winch enable the Com pany to Interpret whether or not such an installation can be classified as meeting Certified Quality standards. 9. How does The Peoples Gas Light and Coke Company enforce this Certified Qualify program? It is important to bear in mind that The Peoples Gas Light and Coke Com pany docs not enter into any dicta torial attitude nor does h propose to act m any way as a police power in the enforcement of these standa-ds. Our purpose is primarily to put into the , hands of the manufacturer, architect, builder, contractor and customer the essential information which make* it possible for them to sell or buy in terms of Certified Quality. The Certified Quality program has been most successful m its so far short life It has added considerably to the consumer's knowledge of bom* heating, ha* supplied manufacturers of equipment and heating contractors with ao instrument to enhance Home Safety Sessions 81 their prestige, and Peoples Gas feels reas sured that in the sale of gas for home heat ing their customers will continue to enjoy the best of service. It should be remembered that the plan in no way suppresses progressive competi tion. It identifies no private name, brand, or system. It prescribes fundamental en gineering and operating minima all keyed to the use-needs and expectations of the ultimate customer. Its greatest value, however, lies in its schematic adaptability. Such a plan can have*, usefulness in any Industry that is more or less a product monopoly and consequently has a tendency towards strong internal competition. It tends to increase the total market without danger to any vendor, ex cept he who attempts to secure business at the expense of service. If properly op erated, the slogan, "Let the Buyer Beware" wifi soon be amended to "Let the Seiler Beware," truly a more progressive approach to successful postwar marketing. Planning for PrMfint and Future Electrical Needs By FRANCES ARMIN Director, Consumer Education, National Adequate Wiring Bureau, New York City There is an old saying that "hind-sight is always better than foresight.*' Unfortu nately, never was this more true than when it is applied to borne planning 1 If the borne-builders of IS or 20 years ago could bare foreseen the increasing dependence of every family upon electricity, I am sure we would not be heed with the unfortunate conditions that are present today in thoosaods-of homes. Many of us come face to face with an noying evidence of these conditions, daily, in oar own borne*. Homes that arc serene and safe, by day, often become fearsome cav erns by night where nratren dangers lurk. If we safely negotiate the "uo-manVland* between the door and the light switch, we congratulate ourselves at having reached our goal without tripping over the exten sion cord entanglements! ' But inadequate lighting and inadequate numbers of convenience outlets are only part of the story. We would probably all be shocked if we could know the numbers of 25 and 30 ampere fuses bring used on wiring circuits that are intended to carry only 15 amperes of electricity. The entire situation is typified in a survey made just before the war, in Wichita, Kansas, by a graduate home economics student from Syracuse University. These results were recmtly published in Electric Light and Power magazine. Here is what this student found: Table I Size of Fuses in Use in $9 Homes Using No. 14 Wire, in Wichita. Kansas, 1941 Per Cent of Homes 33.8 15.3 153 35.6 Fuse Sixes in Amperes 15 20 25 30 Table U Number of Circuits in Homes in Wichita, Kansas, 1941 Number of Circuits 1 2 3 4 5 or more * 61 Older Home* Per Cent 42j6 41.0 93 53 1.6 50 Newer Home* Per Cent -- 56.0 22.0 14.0 ao Perhaps this looks to be a gloomy picture. I assure yon it is not an exaggerated one. But remember, I have been indulging in "hind-sight." Merely 'to eliminate from the homes of tomorrow the possibility of such conditions as those I have mentioned would be a great public service. It so happens, however, that' adequate electrical planning has very interesting advantages today for those who plan and bo2d homos for sale, 82 33rd National. Safety Congress, 1944 yrSn addition to ifiy>MimpnK (J wuVjx in tbe home's safety factor. There are several rasoos for this: 1. Tbe pafclic has fawned its "ABC*" of borne vma|. Dunns tbe var, amamcr sroa])* everywhere. m the anm of learn ing bow to set along egboit tbe power mmyany * ilti ioc ana iw learned that onoiftiA-f nttaip mir faun to Uov. They have Irarwd to ocnanx the member of foae* or owcm facMnrre to the box near the meter. and Thereby find oxr hoar many ctrnm* there are m tk home. And in many caw-k they have learned dat there are mat m&m&A. to >ieraxT ceewoacni. calc, and d5< port me of ektnc terrace. To doe peo ple. tbe new hone nratb emauyk ciromU wiD have extra appeal. 2 The heme byag pdtfic has emxmly been exposed to its aamo of fdWidtj about the ~gfaTTioqr-g*rtgffl~ wid which every postwar home 3 he foBy equipped. Ifneb of thi* puhBcityhasbeai cwfoctuoalc. and steps are being taken by rmniMiHr fwmSfrt of the bmldmc industry, md by tbe better manufacturers, to correct false impression*. Bat the fact stB it Mint that much cmphasU is being given to die arnomatic features of tomorrow's hnmei. Regardless of whether the rryi'yent it self is immedindy arubUe or not, when home constxvctioa is returned, the home which has provision for that cqiiifrnrnt in its electrical system will be much more ac ceptable to the buyer aod to the financing agencies than the one which does not have such provision. All over the country today groups of people are gathering regularly under the auspices of civic and business organizations, for courses which will help them in wise planning and selection of the homes which they will build or buy tomorrow. All such courses include sessions on "Planning for Present and Future Electrical Needs." A large number are using a series of charts, developed for the purpose by-the National Adequate Wiring Bureau, and based on the National Minimum Standards of Residen tial Wiring Adequacy. I should like to run through several of them, quickly, to give you an idea of the contributions which adequately planned electrical facilities make toward a home that will be safe--and a home that will sell. Every day, nearly all the important func tions of a tuxne depend wholly or partially upon electricity. We depend upon it-- FOR HEATING. VENTILATING AND AIR CONDITIONING Room Coolers Air Filter Automatic Heat Cemrct Complete Air CcafiMnag Humidifier* Pnrt^hfa FfcB . Kitchen Vadhior Attic Fan Space Hauer FOR LIGHTING-- FOR BEAUTY AND DUTY Decorative tatsgi N*cL. T Window Valanac Lighting Paod lighting Outdoor Lighting General I ighrmg Lighted Work Sym Night Lights for Safety Christmas and Garden t i^tiiing FOR MEAL PREPARATION AND FOOD STORAGE Electric Co olriag Refrigeration Mixing and Bang Toasting Wafffe-Makxag Coffee-Making Roaster-Meals Home Freezing FOR ENTERTAINING AND HOSPITALITY Lighted House Number Door Chimes Table Appliances Radio-Phonograph Entrance Lighting Bridge Lamps Motion Picture Projector FOR HOUSECLEANING, LAUNDRY AND SANITATION Vacuum Cleaners Floor Polishers Washer Drier Home Safety Sessions 83 Jroner Hand Iron Dishwasher Sink Garbage Disposal FOR EDUCATION. RECREATION HOBBIES Study mid Reading Lamps Radfa Tdernno Photographic Equipment Electric Tools Sewing Machine Electric Tor* POB health protection and good grooming Stoedmcr* Garaaodai T amps Cha-Vwkt Lamps FOR UTILITY AND PROTECTION Pump Electric Water Heating Extension Telephones Signalling Bells Fire Alarms Door Openers Lawn Mowers Insect Exterminators Is there any doubt that we should plan home electric operating facilities that will be adequate to tbe family's needs of today and tomorrow? Moat of os consider electric wiring a very mysterious technical matter upon which we <*** check inlets we are trained engi neers; bat there are certain fundamentals *W -yrUl help ns to plan Adequate Wiring system* for tomorrow's homes. Here are the ABC's of Adequate Wiring-- A An adequate entrance for electric service B An adequate number of circuits, of large-enough wire C Adequate locations for use and control of electric service Now let us see what constitutes each of these three elements. Most of us think of a "service entrance" as a place where packages are delivered. Sometimes it is the back door; sometimes the back porch. The "Electrical Service Entrance" is tbe place through which elec tric service is delivered, if it does not have great enough capacity, we can bring in only a limited amount of electricity. If you see to it, however, that your home's electrical service entrance is adequate --you will be able to operate any piece of electric home equipment you want---today or tomorrow. The capacity of the electrical service en trance varies with the size of the home. For the smallest home, three wires of No. 6 gauge will provide sufficient capacity for most needs (3-wire, 60 ampere). If you have a larger home, a service entrance of greater capacity would naturally become necessary (No. 4 or No. 2 gauge wire). An electrical service entrance of at least three No. 6 wires will be your home's sym bol that it is electrically modem, and it will enhance its value as long as the house stands. Annoyances such as fuse-blowing and the hazards of overloaded wiring can be shut out forever from tbe home which has enough circuits of large-enough wire. There should be four kinds of circuits. (1) Circuits for Lighting, Radio and Small Appliances. There should be at least one of these general purpose circuits for every 500 square feet of floor area. These are the wires that carry electricity to light ing fixtures -and to convenience out lets which serve portable lamps, radios, vacuum cleaners, and other small "plug in" appliances that are used once in a while. These circuits are generally No. 14 gauge wire. If, however, such a circuit most travel more than 35 feet or so from the fuse or circuit breaker, it should be No. 12 gauge wire This will permit the electricity to reach its destination without losing part of its power along the way. (2) Circuits for Kitchen, Laundry and Din ing Table Appliances. In order to do their best work, and to prevent frequent fuse blowing or opening of circuit breakers, appliances f 84 33rd National Safety Congress, 1944 Borne Safety Sessions 85 such as roasters, refrigerators, waffle irons, toasters, irons and washing ma chines, must have circuits of their own, which are not used for lights. To provide for this equipment, every home should have one or more circuits the circuit. It should be 15 amperes for the general purpose circuits, and 20 amperes for the kitchen, laundry and dining table ap pliance circuits. The special circuit, of course; would vary according to the piece of equipment each one served. of No. 12 gauge wire which carries Having provided an adequate entrance electricity only to eonvemen outlets for electric service and enough circuits of in the kitchen, pantry aod darting spaces. large-enough wire to carry electricity There should be another such circuit through the home at full power, the newt serving laundry equipment. step is to provide for safe and convenient These circuits will be more impor use and control of electric service. Re tant than ever in the years to come, member that location Is just as Important as new and improved electrical devices - as quantity, in planning tights, outlets and become available for oar homes. For example we would connect a home food freezer to such a circuit switches. Outside of House (3) Circuits for Built-in end Individual Equipment. There are certain pieces of electric equipment which must have individual circuits, to which no other equipment or lighting is connected. A home that is well planned electrically will have one special circuit, probably of three ,Na 6 gauge wires, which serves a special receptacle outlet in the kitchen, at the First, let us go outside. Here we see one of the first requirements for a well planned and well lighted home--a light at the en trance. We are told that a very high per centage of home accidents occur on the front steps. How many of them could have been avoided if the entrance had been well lighted--to say nothing of the cheerful glow of hospitality a lighted entrance provides for guests! range location. An electric water There are many uses for electric service heater, a built-io space heater (perhaps, in the bathroom) or other built- m heating devices each requires a circuit out-of-doors as well as inside. Outdoor weatherproof outlets, located on the outside of the bouse will provide for such things of its own, using No. 10 gauge ware. as outdoor dining, outdoor lighting, the The automatic control for the boose electric lawn mower- - -and even the electric hearing system would also have its own insect killer. circuit, probably of No. 12 gauge wire. Hall and Stairway (4) For Future Additions to Home Eire* triced Equipment. You may fed some of the electrical operations we have mentioned might not be possible immediately in the home you are planning. But remember what has happened to home wiring systems in -the past ten years! It is considered good practice to make sure that the main fuse box or circuit breaker panel contains at least two spare terminals for future cir cuits. If this is done, future additions to home electrical equipment will not make it necessary to install a new dht- Another safety measure is the bdtmoa of lights at the bead and foot of every stairway, with switches to control them from above and below. Notice on the chart the little switch symbols masked *3". Tins means that they are so arranged that you can turn downstairs lights on and off from above; and upstairs tights on asd off from below. A switch controls the outdoor mtrsner right from inside the hall, and Acre shook! be another to control the same right from the garage Onsets need light too; for copvraaimoa, as veO as to help an avoid polling down triboriou panel. nnwn boxes OO OUT btsdsl In most homes (and in all note homes) We often forget all about the telephone there is me circuit for each fuse or cir- until after we move into the bouse. But ctrit breaker. The raring on the fuse or* why not think about it an rime to provide circuit breaker should tdl the capacity of concealed ranways for the telephone wire, and designate the most logical place for its location? A light and a special outlet near the 'phone, will help to save rime in emer gencies. . Extension telephones can be provided for in a similar manner; so ran rv%mnmni*ai/wi systems within the house or between the bouse and the garage or other outside build ings. On farms, particularly, such installa tions are helpful--and safe. germicidal lamps to help protect the fam ily's health; or they will make it possible to use a sun lamp, or, perhaps, a little spot heater to help take off the chill on cold mornings. In (he bathroom, light* on either side oi the mirror give illumination for shaving, while the outlet is handy lor the electric razor. Although the bathroom in the chart is small enough so that adequate illumina Living Room tion can be provided by the mirror lights, it Here, in the living room where family might be well to provide an overhead unit. and friends gather, it Is most essential to It not only gives general light, but also provide adequate outlets, properly located. provides for installation of an ultra-violet First let us consider lighting. Ceiling units lamp which will make a sun room of the are generally needed for adequate illumina bath. If switch controlled, it could be used tion tn a room as large as this one. This for loog or short periods. unit can be controlled from either entrance. No groping through the dark here I In this house; provision has been made for con cealed trough lighting over the windows. The little triangular symbols signify provi sion for such special uses. Notice the convenience outlets, including one in the top of the mantle shelf! The homemaker who lives here will be able to re-arrange her furniture at will, without baring to worry about connection* for her lamps, and never need- she resort to \5 or 4 plugs 1 The rule is: at least oce duplex _ convenience outlet for every twelve feet S of waJ] that is unbroken at the floor tine Kitchen And here is the workshop of the home where electric service is constantly needed. The central ceiling unit which floods the kitchen with light can be controlled from either doorway, providing safe passage by night Here is a single convenience outlet provided, in advance, for the refrigerator. Do you think it strange that there is au outlet under the window? Remember in the kitchen, we have continuous counter space This outlet will be located at counter height, to serve the mixer, or any other ap pliance which is to be used here. I (baseboard), and one such outlet in any I wall space which measure* three feet or % more. ' There is a light over the sink controlled by a nearby switch. No danger here of knicked fingers 'when vegetables are being The square symbol, marked ~T* on the peeled. So many such little accidents occur chart, indicates provision for a special out simply because we cannot see clearly. let for ground and antenna connections for Another of those "special" outlets is pro radio--or television. The adjacent conveni vided for the electric sink. We find an oat- ence outlet, connected to a genera! purpose circuit, wall provide electric power for its operation. Meanwhile, regular outlets can be used for the radio. let for the range, with another outlet in the wall above for an electric dock. Next, we find another duplex convenience outlet. Homemakers all have recipes which say Bedroom and Bath. In the bedroom, too; provision has been made for concealed cove lighting at one window, controlled by a switch at the door. A central ceiling unit controlled by an other switch at the door, provides plenty of light for dressing, and for finding things in the bureau drawers. Convenience outlets, placed according to the 12-foot rule, mil assure case in locating an electric clock, radio; bedside lamps, and the like; ! Some day, these same outlets may serve "simmer over alow heat, stirring or beating constantly.* But what good is the electric mixer for this purpose, if there is no outlet handy? This same outlet is also convenient for preparing toast and coffee while keeping an eye on the eggs, and when used that way would prevolt the tip-overs of scalding coffee which sometimes occur on crowded range-top*. In the dining space, a ceiling light assures u* of a cheerful eating atmosphere, and convenience outlets at table height make it possible to use the waffle iron, coffee-maker, 86 S3rd National Safety Congress, 1944 toaster, and tbe like, at die talk, or <m the buffet. This < gtnte aw Ahofite haiTiwirf. Most postwar utility rooms will occupy only a fraction of this space. Bet tbis serves as an illustration of knr to provide for all possible electrical needs in tZds area. Note the light at the foot of the stairs, which can be controlled from above and below- I hardly need to stress, for this audience, the essential need for this kind of control. The central light m the laundry space can also be controlled from two points; as can the light in the recreation room. With control so convenient, there will be far less inclination to forget, and leave basement lights on, when do one is there, asd cer tainly jt will help to eliminate nasty falls. In the heater room, we have, of course; another overhead light, and one in the storage room. In the heater room we find two pieces of equipment which require in dividual circuits--die one marked *A** is the automatic f--cocitwl and tbe one marked "B" is for tbe water hater. The laundry section has bees pfarairri to mal good use of tr>ihble space. An out let for the washer is located to the left of the laundry trays, and oar for the iraoer is at the right- There is a special outlet for the drier, brraoir this is anrtfaer piece of equipment IV rtrpirrrf m mdmdtni circuit. ? Tbe convenience ootkt on the wall oppo site the washer win serve a small hotplate, for heating starch. Ucaching, dying; and so on. An electric sewing machine could be used in this comer, too, since there is a convenience cutlet available. Coovcxneaqe outlets for portable lamps and for small coolnrg appliances make the recreation room a hospitable spot instead of just an caused basement space. And provision is made cu tbe storage closet for a home food-freezing unit. FZaomng tbe house's electrical life is a game, and one which will pay big dividends in future satisfaction. Safety Features of Modem Plumbing By RUSSKLL G. CHKVISTON Birertot, Public Relations, Crane Co, Chicago Presented by H. A. Bcrgdahl, of tbs Crane Company We can assume that the bouse of tomor row .will be essentially die bouse of today with improvements that have a real justsfication. Certainly anything that contributes to safer construction and to greater safety in rwfr?n*ral equipment is a real contribu tion to bousing progress, and will find a general acceptance ymy builders and the public. T as over the household plumhang, therefore, to see where improvements can be will contribute to greater safety. ' I Hdr we should start with materials, because these, after all, are the basis of all product design and engineering. In respect, public preference is a sound criterion. Enamelled cast iron and ceramic materials, because of ' their emi nently satisfactory record of service in the past, will continue to be the preferred ma terials for the manufacture of plumbing fixtures in the foreseeable future. As for fixture trim, that is, faucets, valves, drain controls, etc, there is no question that chro mium plated brass is tbe ideal material. What? No plastic plumbing fixtures, you may ask. No. I don't think so. Neither, as far as I know, does anyone else m tbe industry who has given tbe matter careful study. Nor are we likely to see alomunnm fixtures or glass fixtures in the near future. Manu facturers of aluminum have said that vary ing water conditions maim aluminum un suitable for use on a large scale m the plumbing industry. As for plastics, there arc; of course, many kinds. At the present time none of them present any outstanding advantages either in cost or in durability over tradi tional piping raUerals such as galvaaited Home Safety Sessions 87 iroa, wrought iron, cast iron, copper, brass, or lead. - Piping is, of course, the basis of all plunderer. I think we should begin this tfivimwiMi of greater safety in the house of tomorrow by consideration of the fun damental importance of good piping. Piping has been formed the veins and arteries of the house. It sixxtld be exactly that. Unfortunately, however, for many ex isting houses the piping is more like capil laries than veins and arteries. I have reference, of course, to inadequate suing of the supply piping in many houses, schools, institutions, commercial, and in dustrial bmldmgs. Much present day piping is woefully inadequate, according to good piping standards. Excellent research work on the funda mentals of good piping has been done by various agencies in the plumbing industry, notably the Institute of Hydraulic Research at tbe University of Iowa under the direc tion of Dean F. M. Dawson, The work at Iowa is sponsored by the National Asso ciation of Master Plumbers. Compares Piping Piping may be compared to a bridge. Just as a good engineer would not design a bridge without an adequate safety factor, so a good master plumber will not design a plumbing system without an adequate safety factor--but safety costs a little more --and your support is needed to aid the cause of adequate piping for postwar berns- Wbat are the disadvantages of inadequate pipmg? First of all, an inconvenience. Many of you have used faucets that delivered only a dribble of water because fixtures in other parts of the system were in use. __ Second, a health hazard. Inadequate piping suing is one of the causes for vacuum formations in supply lines. A vacuum is dmgtroo* Scranv, under certain cooditaoos, back-siphonage from certain types of fix tures may occur. Third, potentially injurious. All of you, I suppose, have heard and some of you may have experienced sudden changes in tbe nhme of hot or cold water while taking a shower. Perhaps you unknowingly blamed the shower when actually the fault lies with the piping behind the walls--pipe sizes so small that the water for either line might be starved by a sadden demand for water somewhere else along the line, usually on the floor below or at adjoining fixtures. Thus I think you win agree with me when I ay that the first step m building greater safety into postwar plumbing Is to provide adequate sized piping This is par ticularly true because the water demand curve goes up with every advance in living standards. The demand for water will be greater because we will lave more plumbing fa cilities, showers will be more evident, both the type over a tub and in a separate com partment, and water requirements will be greater because of new equipment such as air conditioning, lawn sprinkling systems, disposal units, and electric dishwashers. _ Let us turn now to a detailed considera tion of tbe fixtures. If we begin with the bathroom, we are first of all confronted with the fact that the bathroom, in the past. Has been unjustly blamed for too great a percentage of accidents in the home. Bathroom Safest As a matter of fact, the records of the National Safety Council justify the state ment that tbe bathroom is the safest room in the bouse. I hesitate to make this state ment, however, lest I soon complacent. This is not the case. I merely wish to place the matter in its proper perspective. According to an anstal report issued by the Kansas State Department of Health, approximately 3 or 4 per cent of the fatal falls that occur in the home take place in the bathroom. As for non-fataJ accidents, we know little about them* statistically. It is safe to say that a large number of falls occur in bath rooms which do not get into the headlines or are not serious enough to be referred to hospitals. Slipping in the tub is, of course, imforUmately ooe of the most com mon, Others are scalding freen mlcontrolled and unregulated hot water, electrical shocks from the use of electrical appliances in the bathroom, and cuts on the hands resulting from broken or cracked handles on faucets or valves. Tbe plumbing hadoratry is fully aware of what the hazards m the bathroom are, and we are doing our utmost to correct those as 33rd Natiotui Safety Congress, 1944 - Home Safely Sessions 89 which come within the scope of car activ ities. The design of the fixtures naturally is our responsibility. We can not assume responsibility for incorrect or careless use of fixtures. Postwar plumbing fixtures, like the best of prewar models, will be designed with rounded corners instead of sharp corners to reduce the danger from cuts and bruises in the case of accidental falls in the bathrooms. The rounded comers are more pleasing and thus this trend in design combines aesthetic as well as utilitarian advantages. * The modem tub is low--the trend in bath heights has been downward for years. The present day built-in bath stands about 16 inches from floor to rim as compared with been used. This is a safety feature in that it prevents unexpected showers. Tbe bather should always take the precaution of first adjusting the waier .teroperatum by letting tbe water run into tbe tub and testing it with hi* hrwt or toe before stepping under the shower. gfiahtBS Water Another way to jiegahte the water for a shower other over the tab or ha a sep arate compartment is by use of a mixing valve. Tins units offers the advantage of oocxvenscpoe inasmuch as tbe tern of ooe handle will produce the proper water tem perature Tbe utmost in safely is provided by tbe tbenDostaticafly-cootroIled mixing valve Often a bather who feels himself slipping will grab for the nearest object which is likely to be the curtain or the rod. Hods should be securely fastened with tong screws into the studding and not merely into the lath and plaster. House blueprints should specify studding where the curtain rod U to be fastened. Electrical equipment in the bathroom calls for every precaution. The basic law is: electricity and water do not mix. A shock which might be only unpleasant to a thor oughly dry skin may prove instantly fata! when the hands or feet are wet. Electric bearers, hair dryers, therapy machines, and yes, even electric razors, have all taken their toll in the fihroara. about 22 inches for the tub on legs. The which yrwwrmticaEly cats off the flow of Probahaly the most common source of modem bath has * flat bottom and straight water if a safety temperature is exceeded. trouble is the foolhardy business of at sides to provide greater safety. The tread toward seats, ether of the integral' rim type or end seats, is all to the good became the ' bather who sits on the rim before attempting to get in, is tmlikdy to slip. In connection with the question of water temperatures, reference shoukl also be made to^the desirability of equipping the main water line with a water mixer or water blender to prevent excessive temperatures. tempting to handle a light chain or switch while part of the body is in water or some of it U wet You arc flirting with suidde when you stand in a tub of water and pall the unforgivable metal chain an a lamp. Besides these factors of design, there A temperature of MO degrees for hot water What to do about it? How can vre make are other precautions to which I should Idee heaters is adequate for general use. the postwar bathroom safe electrically? to invite your attention. The -plumbing in dustry believes that every bathroom should This, of course, brings up the entire ques tion of controls for the safeguarding of Obviously, there are several precautions that should be taken: be equipped with one or more firmly an tbe equipment for heating Ac domestic hot All switches should be more than chored pah bars or hand rads. We "also water. Every water beating unit should be arm's length away from the tab and advocate tbe use of vacuum grip rubber yrith a pressure and temperature -wash-basta so that the bather can not mats tn bath tubs. Unfortunately, this item relief valve of approved make. Further reach them. is a war casualty and is unobtainable at present Tubs equipped with, a shower and I be more, the owner should be instructed how to operate ti^e valve so that be will at intervals of two or three months lift tbe valve off Us B All lights should be controlled by wall switches rather than by metal pull chains. lieve every tab should be--should have a grab bar long enough to serve tbe shower bather. There was available before the war an T-shaped bar which was most attractive as well as practical for both the nser of seat so as to prerent corrosion of tbe op erating parts of the valve. Uoless tbe valve i operates freely there is no assurance, of \ course, that it wiQ perform its function \whcn most needed. Only the finest grade extension cords should be used in the bathroom. Excess humidity can coavert an inferior cord into a live wire. tbe bath and the shower. \A Porcelain handles are a definite hazard. Tbe bathroom is (he health center of the Shower cabinet manufacturers' before the war had developed a very satisfactory type of non-slip receptor. Reference has already been made to* the importance of piping of adequate size as a safety factor. There are, of course, three ways in which die volume and temperature of water for the bath and shower may be regulated. The simple way is by the con ventional two-valve system. When tbe spout of the tub is equipped with a diverter valve, the Sow of water may be switched to tbe tub or shower. The flow of water is auto matically diverted to the tub when the They should be replaced as soon as metal or satisfactory plastic handles are available. The plumbing Industry of tbe United States has not made porcelain handles for a num ber of years because we recognize the danger from broken handles. Those handles which were co the market just before the war and which unfortunately were purchased by some owners in*t-ad of changing to metal handles came mostly, I understand, from Japan. Presumably, after the war this source of bathroom hazards will be elimi nated. - Attention is called to tbe importance of borne. Quite naturally people go to the bathroom when they feel ill. Tbe bath room, therefore, often is blamed for falls and other accidents which occur because people went there when they probably should have gone to bed. All of this is by way of introduction to the question: Shall we do away with the bek on the door of the postwar bathroom? Questions Lock I am asking this question in ah seriousoe5s. Is it necessary in a house occupied by ooe family to have a lock oa the bath valves are turned off after the shower has film anchoring of shower curtain rods. room door? Why not same land of a signal system or even a "Do not disturb'' sign on the bathroom door ? AH o which is another reason for making generous pro vision in the house of the future for a suffi cient number of bathrooms to accommodate all the traffic, so that doors will not have to be locked to insure privacy. If the builder feels that the bathroom must be provided with a lock, be should specify the type that can be unlocked from the outside. There were, before the war, special , locks for bathroom doors which could be unlocked from the outside with a small square key provided the lock was properly adjusted when installed. It would help if locks on bathroom doors were above the reach of small children. In conclusion, let me summarize briefly some of the do's and dovifs for greater safety in the bathroom. I am not now speak ing primarily of the postwar bathroom but of the ordinary routine day-to-day precau tions : Safeguard your tub or shower stall with a'vacuum grip rubber mat to pre vent falls. Have a substantial grab bar or hand- holder on the wall beside the tub or inside the shower. . Use porcelain rather than metal elec . 'trie light fixtures to reduce the shock hazard. If you can't do away with the metal chains oa hathroom lights, insert an in sulator in each one. Or tie a pull string at the end. See that no electric switch comes within arm's length of the bath tub or wash basin. Use only tbe finest grade extension cords. Use a fairly rigid soap container. Never get in the tub while a cake of soap is loose at the bottom. Never leave a snail child in tbe tub-- or even in tbe bathroom--by himself. And last but not least, find out how hot the water is before you get into the tub or shower, not after. Semple precautions, surely. But with them year bathroom will continue to be the safest room in tbe house. School and College Sessions TUESDAY AFTERNOON SESSION October 3, 1944 Presiding? Fitanr: E. Bakxs, Pres., State Teachers College, UHwaokee; W15. Securing Community Support for Safety Education By WILLARD W. BEATTY Director of Education, Office of Indma Affairs, U. S. Department of the Interior, Chicago, HL Accidents are such casual occurrences we have an intimate feeling of tragedy that the average individual seldom iden when we see the lists. tifies himself with danger. In a population of 130^00^000 the 97,500 persons who met Unpredictable Attitude death last year from accidental causes During the same period of time that actually were spread quite thin. Most of our anmeaThave been in the field civilian os don't know anybody who was lolled or casualties hi war industries among the seriously injured. It is therefore a little men behind the men behind the guns have difficult to dramatize danger of accidents exceeded those suffered in the field, yet because we don't feel that the dramatiza we have oo sack well organized means of tion really affects us. . making these tragic losses equally poig nant to the community at large. The Even when the Army began its train- , wasteful and unnecessary deaths and in i*c program before the Pearl Harbor at- juries sustained m war have been suffi tack, ooe of the most difficult jobs that ciently dramatized that the American it bad to oodestake was that of persuad people by an over whelming, majority have ing the men in training that they were come to the conclusion that war mast be ngigrrt in a dangerous business. Finally, abolished. Republican sod Democrat, in order to save lives at the front, they New Dealer and conservative alike, are nnrtni to the use of `'live" ammunition agreed that steps must be taken to out during dm training periods. Not until the law war. If we are going to stop the teaghhoy beard the swish of bullets above baa bead as he crawled through more conatisaons and more ultimately deadly drain on the manpower of the caafiatac battle fines did he finally con nations, people at large must be equally clude that to save his own hide he should convinced of the need to take steps which hey i--riuaioni and keep himself close will decrease the hazards of daily life. m tbs gin--dL Let us not make the mistake of assum Because war is a destructive business ing that our present attitude toward army and a* arscy's objectives are achieved only rasnalHrv is the common one. As a mat a proportion as representatives of the ter of fact those of ns who. remember the ate side are pot out of action, we ex Spanish-American war remember the cal pact warfare to produce heavy casualties lousness with which the nation greeted h dead and wounded. Despite the fact the loss of thousands of lives because of that these casualty lists represent men carelessness in the training camps and from every state in the union and from the tainted food sold the army by ex hamlets scattered through those states. ploiting contractors. A consistent cdu- 91 * 92 33rd National Safety Congress, 1944 cation program over the last 40 years has transformed our altitude to ooc of great concern. * - When the safety movement was first started there were plenty who argued that the job was too big and' the victims of accidents so widely scattered and the nec essary publicity to dramatize the trage dies of accidental death or injury in such bad taste that nothing could be done bout it. Even today despite the amazing progress which has been made by the National Safety Council and its associates' in arousing increased consciousness of safety needs, the public is far from de pendable. It is still difficult to predict . where the public's sympathy will lie in the case of an accident caused by care lessness or disregard of public rights. During the summer just past, for example, two people were hilled by stunting air planes. In one instance the pilot zoomed repeatedly over an automobile on a desert highway, each time dropping -lower and ' lower until finally the driver's bead was cut off by the wing of the plane. The pilot was court-martialed and sentenced to prison for life. It so happened that I spent the summer in an area close to the scene of that accident and I found that sympathy oo the part of the greater som ber of nearby residents to whom I talked was with the pilot, whom they believed had been unduly punished for a thought less act. Had a homeless tramp lolled the same antoist with a piece of lead pipe, these same people would have gladly joined in a posse to track down the murderer. Cowuannfty Program Needed It is with such attitudes that we mast contend in an endeavor to build a com munity program of safety education. An other instance will serve to point out a further problem with which we frequently come tn contact. The'Army has spent years of research in attempting to de velop a metal helmet which will protect the head and neck of the average soldier from injury by bomb fragments and shrapnel. It is required that these helmets be.worn in combat and soldiers are ac tually required to wear them in maneuvers and training camps to accustom them to the slight discomfort which they occasion. Yet within the last year a magazine of national circulation baa oo three occasions commented favorably upon military lead ers who in battle **caa*t be bothered** with helmets and go bareheaded or with some soft and aoa-protcctrre bead gear, leaving the implication in their story that only sissies protect themselves from possible head wounds. That kind of exaltation of a man who is criminally careless of his own life U another factor with which wc must con tend in building a safety program. In the average community the bdxoct finds parallel in goggles for workmen in fac tories where steel splinters may injure eyes, helmets in work where falling ob jects may injure an individual, safety belts and safety nets for workers on high structures and sane operating speeds for automotive vehicles. ' ,,Society is often tempted to approve the reckless individual who endangers his own life and that of others just because of bis recklessness. There are many sim ilar examples which could be cited but I believe these should be enough to in dicate that any program of safety edu cation most be a community program-- one in which not only the school and the safety council, but athletic dubs, newspapers, women's clubs, labor onions, and a variety of other organizations and individuals are enlisted. A careless or thoughtless cartoonist of a popular comic strip can undo the hard work of a safety organization in a few brief moments. The headline writer of a newspaper or a col* (intrust or editorial writer, by implying that the man who takes care is a sissy or not quite as brave and courageous as he might be, can easily build an admiratioo for aeedius recklessness. Praacotafiou Should Be Dramatic Statistics are useful because when care fully gathered they give us the facts with which to support any campaign for safety which may be undertaken and the Na tional Safety Council's pamphlet "Acci dent Facts" which sets forth in a variety of ways the losses of life and the injuries which have resulted through accidents is a goldmine of information around which a safety campaign can be developed, bat as a result of personal experience I am School and College Sessions 93 'convinced that case histories dramatically In the last two years of the record, 115 presented so as to reach the imaginations lives have been saved. and the emotions of many people, are needed in order to carry conviction. I shall not devote much time to dis cussing safety education in our schools To those who may easily be discour aged by the slowness with which the gen eral public has responded to the safety movement daring the last 20 years, may for . the Council has already pat forward an admirable program. It will suffice to say that any program must represent ac tivity for the children in which they may I commend the success which crowned be conscious of doing something to pre the "Kindness to Animals" campaign in vent accidents and, second, that they augurated less than two generations ago must realize that as much merit accrues at a time when physical cruelty to ani mals on oqr city streets was an every day sight. The humane education move to the preventing of injuries or death as is gained in life saving. With the dramatic fact recently adduced by the Council that ment was inaugurated through the efforts of one man until today it would be second one in every three deaths of children is by accident, We should be able to enlist nature to most of us to report instantly to the nearest police station or policeman, man or boy, woman or girl whom we the active service of parents to safety education. In dealing with parents, it is equally important that we persuade encountered maltreating an animal. mothers that we cannot deprive their Similar success has accompanied much child of hazardous experience. of the work in public health to the point that the general public is today conscious of sanitary practices and quick to report the lunch room with a habitually dirty kitchen, the open cess pool or the decay ing body of a dead dog to the nearest sanitary office. - Health, strength and courage are born of hazardous experience--climbing trees, walking fence rails, swimming, running, playing rough games. None ol these need be fool-hardy- It is the danger and fool hardy action which must be avoided, not the hazardous but needful. Safety education has not yet reached the point where similar safety hazards are promptly-reported, but it is a goal, toward which we can strive with some hope of success in the fight of the success which has accompanied the earlier cam paigns of similar nature. In the Indian Service, we have had certain experience which 'confirms us in the conviction that the dramatic pres entation helps. Back in 1936, we made the discovery that deaths and injuries from accidents in the Indian Service were rapidly mounting. We began, through our fortnightly field letter, to dramatize the personal suffering which these entailed rad at the same time inaugurated a pro gram of training for automobile drivers, lor inspection of automotive vehicles, for (be inspection of shops, road gangs and The timorousness of many mothers has set back the safety movement for many .children. Enlisted parents can carry the program to luncheon clubs, women clubs, labor unions, newspapers, churches and radio stations. Wise parents can organ ize support for desirable safety ordinances before legislative bodies. All of this ac tivity Should Ultimately lead to a sensitiv ity of safety which results in the prompt report of unsafe practices as wc would report the abuse of a horse or an open sewer. We should move for a newspaper treatment of accidental death which would appeal to the emotions as strongly as present newspaper reports of violent deaths. We should breed in our young people and their eiders, the abhorrence of a careless action which might lead to* the death or injury of another person and enterprises of all kinds where hazards ap lastly, we must continue to stress the peared. By 1941, wc had the following cost to the city, to industry and to the record to justify the programs we had undertaken: individual of unsafe practices. Let us never forget that it is through the money 1935--deaths 203 3937-- M 327 that countless industrial enterprises have *1936-- " 273 1938-- " 274 become conscious of the need for safety. 1939-- ** 212 Program inaugurated When a factory owner had to pay for the continued support of the widow and or- 94 33rd National Safety Congress, 1944 phxns of a worker carelessly killed, safety devices began to make sense. The human side is important and will reach the heart of the average man or woman; the economic fight is equally im portant and will reach the mind of the businessman. Let us continue to stress both. Every Quid In Q>a Safety Movement By KIMBALL WILKS Asst. Dir., School & College Divn National Safety Conarfl. Inc^ Chicago, DL Every time I talk about safety I am re minded of a friend of mine. Art is a Greek, alert, with a hair-trigger mind, a little blade tamhek. and snapping black eyes. He was bead oi Use training school of a huge east ern war plant. One day while inducting the new employees, former beauty operators, in accidents, that somewhere around 35,000 are killed in motor accidents, that some youngsters are drowned and others are electrocuted dying kites too near high tension wires, but most of us do not know that accidents kHl more children than the most deadly diseases. bakers, butchers, he was describing the use Tuberculosis, heart disease, pneumonia, and value of safety glasses. To prove his diphtheria, infantile paralysis are secood point, he took a pair of glasses in bis hand, rate killers compared to accidents. Between a hammer in the other, and said, **1 am go- . the ages of fifteen and nineteen accidents iriB mg to show you bow strong safety glasses ' twice as many young people as tbe most are.** He hit one kstse. Although the odds dreaded diseases. against the glass breaking were probably 1 to 1OO0GO, there was a tinkle of gfcuu, and a look of horror spread over the faces of the new workers. Quick as a flash Art came bade with "that is what happens when you bit ordinary glass, now I am going to show you what happens when you hit 97,500 Killed in 19*3 If you are like me, you find it hard to visualize the 97,500 men, women and chil dren killed m accidents last year. We my "97,500 oat of 130,000^00-oot bad* and proceed to forget h. safety glass." Fortunately the second lease But let's look at 97,500. did not break. Suppose the 20th Century is wrecked to Because of a flaw the first lease was not day and 200 people are killed " And to strong enough to protect the wearer; morrow the Southerner is derailed and 200 neither ly the school safety program in all more die. And tbe next day the 'Chief schools strung cnoqgh yet to protect all the pupils. All of you have seen the "coe in three* card that the School and College Division mailed last month. I seat ooe of the first copies to my wife in New York. By return mail I received a note from her which read, "What are you trying to do--kid the jumps the trade end 200 are killed. An other tram and another 200 persons the next day, and tbe next day, and the next, throughout tbe year. The total dead for the year would not equal 97,500. Or, suppoec the inhabitant* of Savannah Georgia were slowly wiped oat during 1944, and we know that Waterbary, Connecticut public? Those facts just* are not true. As would be destroyed in 1945, and El Paso I look back I cannot remember many young in 1916, and Allentown, Pennsylvania ia sters being IglJed." 1947, and ooe sack dty every year. My wife was not alone in her reaction, half the people to whom I showed the card gave vent to similar feelings. Most of u$ do not realize that one out of three who die between the ages of five and nineteen is killed in an accident. We know vaguely that approximately 100,000 are killed yearly If the 97500 were killed in tram load lots were wiped out as tbe total population of a single dty, we would demand action. But when a baby fails from a fourth story win dow in Flashing, a man is gored to death by a beH in Ohio, a girl drowns ia Late Michigan, we do not become aroused. Eves School and College Sessions 95 * 200 dying m accidents over the Labor Day safety education. As you know, the entire holiday week-end does not seem too bad. 1940 year book of tbe AASA was devoted Tbe Allied peoples were horrified and to Safety Education and tbe NEA has es nauseated when the Germans wiped out the tablished a National Ccmrrosrian on Safety tittle Czechoslovakian town of Lidice, yet Education. But, if ray experience is a true m the United States last year we lost the sample, the majority of the American equivalent of 65 sock communities--and most of our people never gave the accident situation more dan a passing thought. teaching profession feel all this talk about safety education is much ado about nothing, that safety education is one of tbe new The Hartford circus fire shocked the en triUs, that all there is to safety education tire country, yet in accidental deaths we is to tell pupils "be safe" and to give them suffer the equivalent of two such fires each a list of "don't**." working day, or 609 such fires cach ycar. If every child is to be enrolled in the What do these figures mean in teems of a group of first graders in our schools? Suppose 100 six year olds started to school last month. Tbe chances are that ooe of them will die in an accident before they graduate from college. By the time the group reaches tbe age of 66--four will have been killed m accidents. In other words, during a 60 year period the chances are one in 25 that a person will meet an acci dental ' safety movement, this attitude must be changed. All teachers must be convinced that safety education U a necessary part of the curriculum. Thts task is the responsi bility of the groups interested in safety. We must present "97,000 lolled annually" and "one in three" so vividly and so frequently that all teachers will become conscious of the menace we all must fight. I believe that we have.reached the point where if we tell the story effectively, we con break down the apathy toward safety Moreover. 350,000, or a group equal to education in the teaching profession. Two the population of Cincinnati, Ohio, suffered weeks ago the National Safety Council sent penxmsf dtsabQrty ranging from finger the "ooe in three" card to school admin ifiitiliiin to complete crippling in 1943. istrators all over the country. The response hi addition to the four who die, twelve of has been overwhelming. Replies have come the 109 first giadcis will be permanently from every state in the union. Already we crippled by accidents before they reach 66. , \have had over a 10?t return and cards are Significantly, far those of os concerned coming into the office by the hundreds each with education, the accidental death rate in day. If we don't accomplish anything more creased more among children under 15 in at this* Congress, each of us should resolve 1943 than ia any other group. . to speak up more forcefully for safety These figures give use pause to stop azzd think. Can anything be done about acci dents or are they just going to happen? education. The second step is to get boys and girls to take an active part in the safety move ment. It Is not enough to teach safety to Pnrvwatioo, Through Participation a passive class. We must get boys and We believe tbe answer is that many cddeots can be prevented. Further, we believe . increased safety for children can best be brought about by making every boy and girt a fart of the safety movement. Partkapation and building of interest and proper safety attitudes go band in hand. How can this be dene? girls to do something about safety. It won't be easy. In some communities we will be starting far behind scratch. In many situa tions safety is not respectable with boys and girls. It is a sissy attitude. Tbe boy who wants to slow down when the speedometer reaches 60 is a "fraidy cat." So Is tbe un certain swimmer who will not swim out to the raft, or the boy who will not climb Ooe of the first steps is getting school - the tallest tree in the neighborhood, or cut administrators and teachers concerned. All across the field in which there is a mean of us lave a deep interest in safety or we bull. Safety or caution is considered indica would not be here. Such organizations as tive of fear and the one who hangs baric the American Association of School Admin is ridiculed. Adolescent leaders are often istrators aad the NatiOnahtEdacatidn Asso the ones who take the greatest chances. ciation recognize the need for . improved One of our biggest jobs is to make 96 33rd National Safety Congress, 1944 safety seem smart. The Array Air Corps hut bad a hard time teaching its pilots, par ticularly pursuit pilots, to be safe. One technique the Air Corps has used is "Dopey Egg," a comic strip character who always chances and loses. ' We must be even more ingenious in mak ing safety seem smart. One hunch that Dr. Whitney frad is that safety must be pre small. For example; it may be nothing more than *w"g a member of a good house keeping committee. During 1943 more per sons died in falls than in traffic accidents and as far as could be determined, the major cause was disorder. Good housekeeping is a wnal'l thing- hut when we realize that it makes a direct contributed to saving lives, then it assumes importance. sented as a way of making: life more en Another activity worth promoting is bi* joyable. not as a way of talcing the cycle dobs. When driving returns to nor adventure out of life. The emphasis should mal, with more bicycles than ever on the be placed upon knowing bow to enjoy the road, *** ride on a bicycle may become present situation m such a way that the a safety activity. Schools should encourage boy or girl will be ready to enjoy future, students to organize bicycle dubs which and possibly 'more worthwhile, occasions. give safety information along with oppor Another idea that some of us have fotmd tunities for enjoyment through bicycle out helpful is that safety means controlling one's ings. environment; to the extent that boys and Providing programs for school assemblies girls control their environment they are for community clubs is another func learning to live safely. tion boys and girls can serve. A Speakers But back to pupil participation. As long Bureau with a list of safety topics is a as safety education consists of adults giv way to spread information and give oppor ing -boys and girls a long list of "don't's" . tunity for pupil development. It is also a it will never be effective. The class room way of bringing English teachers, speech technique is not enough. If in some manner teachers and the dramatics teachers into we could determine the safety facts that the safety movement. every American should know, undoubtedly we could teach them so easily that every child could past a paper and pencil test with flying colors--and then our pupils would go right out and get injured doing the thing ***** they* had written they should not da Adults do the same thing. For ex ample, all of us know we should not drink then drive, yet in 1943 13% of automobile drivers killed bad been drinking. ^ Safety, Eke every thing else, is a posi tive proposition. We must feel that we are part of it, that we are making a direct con tribution or we lose interest. Boys and girls are the same way. They are safety conscious and live safety *o the extent they feel that safety is their responsibility. Campaigns, from fire prevention to deanup. are means of enlisting the whole student body. When given a real chance to plan and execute the safety program for the school, students are accepting the responsibility. The School ami College Division wants to do its part in getting every child in the safety movement. We are seeking to pro mote safety through all possible channels. We are publishing Safety Education, safety posters and safety lesson units. This year for the first time, it is possible for schools to beetle full voting members of the Na tional Safety Council. Members receive a small library of safety education materials, a subscription to Safety Education, teaching Popd Activities - Boys and girls can do many things about safety. All of us know of the work of student safety organisations such as School Safety Patrols and Junior Safety Councils. These are fine as far as they have gone frrtt we believe participation in safety activ ities must extend farther. In some schools of 500 the safety patrol consists of 15 and units and posters for the grade levels de sired, materials at membership prices, safety organization manuals describing ways to carry on a safety program, npnsoitahm on a committee and foil membership in the National Safety CoundL We are ready to do whatever we can to help any school with its safety program, from supplying a single lesson unit to providing full membership. the Safety Council of about 20. 35 out of In the light of present knowledge the 500. More students must take part. School and College Division plans are the Tbfe actual contribution . -.ifcty may be best we have befh able to devise. Bat tmjU School and College Sessions 97 we are missing the boat. Maybe despite all the flexibility that we think our plans have, they still don't `meet the specific safety needs of your school and your community. If yon have suggestions for ways to im prove oar. help to you, please give them to os. The National Safety Council is your organization. People at national headquzrtors are there only to facilitate the exchange of your safety ideas. Only with your help In making known your safety needs and in contributing your safety ideas, can we be successful in helping you to get every child in the safety movement. I have been talking twenty minutes. Dur ing that time four persons have been killed by accidents and over 380 have been injured. The task of getting every diild in the safety movement is certainly one to chal lenge our best effort. The Function of the Committees By MISS MARY MAY WYMAN Supttiiior, Special Education and Safety, Lonuvilk Public Sffbooh, Looieville, Ky. There are a few facts about the National Safety Council that we, who are primarily interested in a program of safety education for children, must keep in mind. The Na tion Safety Council was originlied by in dustry to promote programs of safety in in dustry. It was, and is, primarily supported by industry. As the safety movement grew. It became evident that it was necessary for persons with like interests and problems to have opportunity to get together to discuss their problems. The organization of the National Safety Council was designed with that purpose in mind. At present, there are, five mam divisions of the Council: Indus trial, Traffic and Transportation, Home, Farm, and School aid College. Some of these divisions have many sections. For example; the Industrial Division has Pctrokam, Kmhift Metals, and many other VTtitini In the working of the National Safety Conil, industry realized the need for child education, and devoted a part of its funds to child safety education. A School and GoOeti Division was organized and it Has rendered efficient service to all of us fVraqTi the years on a relatively small Tiii%W. two-tenths of one cent per school child in the country, or twenty-five cents per school We have beld meetings and talked about a CMd Edncatioo Section. But actually. there has never been a Child Education Section. We have not paid membership dues; wc have not had a voice in any of the affairs of the National Safety Council. In our meetings we have attempted to cover all levels of interest, from the kindergarten through college; from the viewpoint of the teacher who taught many subjects besides safety, to the foil-time supervisor who de votes much or aQ of his time to safety education. The time has come when education needs more official recognition by the National Safety Council. To attain this end member ships are available to individuals and to school systems. Sections may be established. No one knows at this stage what the most effective arrangements are to enable groups of persons in safety education to meet together and to discuss and try to find anwers to their problems. For this Congress, five tentative groups have been established: Elementary, Secondary, Higher, Vocational and Driver Training. These groups are Organized as a point of de parture, as a Casts for study. They may be disbanded after the Congress. Or, a group may ask for recognition as a section if it wishes. Our concern is that persons of like interests may come together to study safety education problems. As Dr, Dong said, "We. covet yoor consideration and criticism of this grouping." 98 33rd National Safety Congress, 1944 . WEDNESDAY MORNING SESSIONS October 4, 1944 Group L Elementary School Problems Presiding: Maky May Wyvan, Supvr^ Special Eifncatioo and Safety, Louisville Public Schools, Louissille. Ky, and Ctoinnan, Elementary School Committee. Safety Education in Tomorrow's Schools By JAMBS W. MANN Pcmcip*!. HnbWd Wood* School, Wmaatfea, DL It is most appropriate that we do some post-war planning for safety education. The physical and mechanical aspects of our children's lives will he different in many ways. There wiii be much new construction of buildings, tools, machines, and apparatus, all of which will involve questions of safety botb in Its construe* tioa sad in its use. The concern for safety must; therefore, begin with the de signing of equipment and with the plan ning of buildings to be used by children in their education and in their recreation. Fortunately, designers and builders are already aware of the need and of the demand for safety features In all construc tion. Safety is now one of the selling points of school equipment. Credit for this Vs certainly due in substantial meas ure to the work of the National Safety Council. School officials will continue to welcome the work of this organisation in co-ordinating efforts and giving voice to the best thinking along these Goes. We have, of course, no very dear view of what the mechanical and structural patterns of the future will be. It is only as the post-war patterns of living unfold that we can see and measure our prob lems. Safety education and safety research must, therefore, be always in the fore front, working with planners and build ers, to see and foresee problems of dan ger to human lives. Each new develop ment of civilisation seems to bring new dangers, even as it eliminates the oldThe paved highway, for example, may well have made travelling safer as well as easier at the time; yet xt made pos sible a new potential tn danger--the de velopment of high-speed travel, and so our accident rate on the highways mounted in increasing proportions. Thus we may to be losing the race even as we think we are about to win it. There is one clement In our favor. That is the disposition in present-day commu nity planning to look forward and to anticipate weaknesses and danger spots In any program of construction. Both edu cators and safety experts must be ready with ideas and plans which fit In with community developments as they affect the lives and well-being of children. It is most likely that their advice will be welcome and even solicited in all in stances. We may go one step further in sug gesting and even insisting that any pro gram of public works necessitated by post-war reconstruction devote a share of its efforts and resources'toward the im provement of conditions for the safety of children. More traffic tight* where chil dren must go, more underpasses, re-build ing of fire trap school buildings and other buildings frequented by children, im proved playground surfaces and appa ratus are surely appropriate subjects for the peace time utilization of man power. The Human RUramt We must not, however, think of stop ping short at this point. As educators* we must save the major portion of oar energy for what ties beyond the matter of mechanical construction. We must real ize ***** no matter how perfect a physical ys.4| world we have, it will not be really safe except as we can find means to control the human element Now no pine of us in his right mind will drink poison, leap under the wheels of a mov ing train, or turn a loaded gun against School and College Sessions 99 himself; yet every one of us will take unaeceessary chances even when the ele ment of danger to ourselves or others is present. Automobiles can be perfect in design so far as control of danger ele ments is concerned; yet they are still sub ject to the whims and reactions of the human at the wheel. In fact, the very perfection of its mechanics may tempt the driver to take chances nothought of with a poorer machine. It is the same with children. It may be no mechanical fail ure of the traffic light which causes a child to be run down but rather a faith in the light that it will stop even the driver who gnesses wrongly as to when it will turn and whether he cannot make it before it turn*. So the problem, tomor row, the same as today, will still be one of educating humans and their reactions, no matter how great the physical im provements may be. iMtxoctSooal What shell be the approach to safety education? What materials of instruc tions are available? What methods will be most effective? First as to materials. Certainly no instructional material should be need that U not simple, clear-cut and compelling in its appeal. Otherwise we may do more harm than good. Good poster material with pictures, slogans and' similar devices will cogtince to be useful. We are a nation of advertisers, and smart advertising methods, up to certain limits, appeal to children as well as to adults. Coarse outlines, intelligently used, have value, but should serve more as guides than as materials. Children today are very visual minded, and the field of visual edu cation is to my mind the most fertile one of all for modem safety education. Films, film strips, slide*, picture projectors should come into far greater use in schools. They should be good, equal in technique, if possible, to those of the commercial theatre. The modern child is most discriminating in his judgment of movies. A good subject may be ruined educationally by an inferior presentation. Because of the talent and expense in volved in making good visual material, it is therefore necessary that we pool our efforts along as wide a front as possible in order to get a maximnm of benefit from these materials. Another fertile source of teaching is the radio, and efforts most be made to harness more of its re sources in safety training. I well remem ber one of the earliest attempts along this line when "Unde Bob" of Station K.YW in Chicago appealed to young chil dren through his "Curb is the Limit" dub. No one knows how many young fives he may have saved through his dra matic repetition of one simple rule. This was, of course, a commercial venture and had to pay dividends to its sponsor in order to justify its existence, but it was a most laudable example of what can he done. Who knows what exciting possi bilities television may hare for teaching safety from the field and from the lab oratory. Method So much for the materials. As to methods, we must assume, I believe, that safety education, like any kind of teach ing, must depend upon the successful application of sound psychological princi ples. The ultimate aim is intelligent, re sponsible behavior. We must somehow equip children with sound, sensible reac tions to situations both expected and un expected. And we aU know that it is at the latter point that children's reactions and their good sense often fail them with consequent tragic results, iu spite of the uncertainties ahead, it seems wise and possible to train in certain rather funda mental procedures. Let us consider a few of them. I believe that safety can and should be made an attitude. The general idea of liv ing safely should be assumed as an integral part of bosic and school routine; just as eating, playing; and resting are a part. We should expect and intend to act safely and intelligently. We do not dismiss a matter of safety at nine o'clock and then act in an unsafe or unwise manner an hour later. Rather a problem of safety is given con sideration at the time and in the place where it arises, just as any other problem of living U considered. It is not ignored; neither is it set aside until some other more convenient time, for by that time all of the emotional elements involved will have been lost and its teaching potentialities greatly deteriorated. It is also important that the atmosphere of the school be such that children as well as 100 33rd National Sajety Congress, 1944 teachers recognize and act upon problems of safety as they occur. Whether it be on the playground, in the shop or labora tory, in the classroom, or' on the way home, any threat to safe conduct should become the immediate and automatic con cern of the whole school community (chil dren. parents, and teachers) and should be given whatever priority it seems to demand. We want to strive for a quality of living in the school that makes safety a serious business and prevents before it must cure conditions and incidents of danger. Such a program implies a unity of purpose between' teachers, children, and parents of which I shall speak later. Good psychology implies skillful timing and proper emphasis. Every situation of crisis Ins an optimum moment for teach ing, and the opportunity should be seized or it is soon gone. One dramatic lesson pressed home at the propci moment is Car more effective than repeated "do's** and "don't*." 1 remember having a part in one such lesson as it happened with some five year olds early in the school year, before routines had been established. *ifr. Frank,** one of oar traffic'officer*. appeared at my door literally herding the** children. In much distress he reported that the chil dren had ran across the street without has belp^ and that when be called to them, they had disregarded his signal. I thanked brim very solemnly for bringing them to me and for has help to the school every day. Then the children and I west to see their teacher abort the matter. Seated eo their classroom rug with all of the chil dren, they had a "meeting about cross ing streets.** Soon aB the requirements were dear in their minds, but the mat ter did not end these. Toward the end of the morning section the whole group west on what the w*chrr called a safety walk, suing to the rveming as question, eon tacts*!* Mr. Frank, who by now was goalthed m their summAs as a "hdjwr," and with Ins Ms ffsmf thsnugli the motions cf rrnw'mg the ***** sidy. The lassos was clssr cm; th itnhi insifru and wbokeoes*. The* weSaMgse f dcasastrsmg rnrj &>** sms he seponed srith varia tions and uMb gawSfiesdaosw at aB age levels. Oosely iavtdvsd arid* the question of safety training, is the whole mental, emo tional, and physical make-up of the child. I have already implied Che necessity of the positive approach at all times, The negative effects of continual warnings can dull a child's reaction toward situations of danger and can even produce the oppo site of the effect desired. It is particularly unfortunate when s child's whole attitude toward life and its possible dangers has been colored by negativism and fear. The over-fearful child is in more real danger than is the seemingly over-confident one. ' Hi* re-actions are slow and confused. His bodily co-ordinations Imperfect because hindered from developing naturally. He is generally .unsure and therefore unpre pared to meet emergency situations which demand quick and accurate response-for safety. On thrf other hand the normally -active; well-coordinated* child is efficient in his movements; his re-action* speedy and usually - sore; and his chances of safety thereby immeasurably greater. He needs-only a few wefl-ehosen lessons in balance of caution; while the over-fearful child must be built up both physically and emotionally before he can become a safe and effective person. It thus becomes the concern of almost every department of the modern school to prepare children to five safely. Yesterday my playground teacher reported as the major successes of her day that two children, one a spas tic child and the other extremely imma ture emotionally and socially had suc ceeded m reaching the top of the climbing rope apparatus. A few days previous she had introduced the chSMbrcn to tins appa ratus, giving them the Mrfinhiucs stress ing care and accuracy erf movement, but minimizing the dangers. It seemed a good lesson in safety. 1 fed that sot only most schools definitely train children along these lines, bat that they mast somehow xmtofect parents in the proper approaches, beesase It is they who are responsible for the earliest training in bodBy move ments. Children, Kkc acfaihs. iwnfiff Wuom based oa reason and logic, and are loath to accept mere trivia as motives hr ac tion. Too often, m oer eagerness to cover the whole fflwttos, we stress so many _ ammportauot details that the important * aspects of a situation lack proper empha sis. I think that the bicycle wtsatice fur- School and College Sessions 101 nishes good examples of this. We have double, hut what to do about fathers and {eared many things for child riders which mothers who ride the -baby uptown in the never come to pass, and have preached basket or take sonny for a jaunt on be many cautions never illustrated by a real hind? We can also train children to ride happening. Proportionately few children on the right side of the street in keeping have been involved in serious accidents in with the state law and the definition of a the ordinary course of riding, even though bicycle as a vehicle, but over and over a good many automobile drivers lave they sec adults riding without reference come near to heart failure or nervous to this, regulation. To some extent chil prostration. Children seem exasperatingly dren can and do teach their elders about fearless of the possible consequences we these things, but that Is certainly not a have preached to them. We have no doabt wholly satisfactory solution. Somehow made them callous through meaningless we must work out techniques for reaching repetition with no dramatic illustrations out to the parents of children to get their furnished as examples. There axe real danger spots with real examples to illus co-operation. Hot only must they be en couraged to constitute good examples for trate. It would seem more effective to children, but they most exert positive point out those dangers, and for the rest backing in the program of educating the appeal to a child's intelligence and good children. judgment. ; Children should have a part In the re search aspects of safety education. When caned upon to act as a result of facts In our school we nse the weekly news bulletin to parents as a means of follow ing up problems encountered at school The parents are tims apprised of the facts which they themselves have discovered, the results are both positive- and perma of the problem, what the dangers are and the line of action taken or suggested by nent. Children can ask and solve such vital questions as how quickly can 1 stop my bicycle, what happen* when I must the school Quite often they are very grateful, both for the suggestions of help and for the weight of school authority in turn short with the added weight of an the matter. This procedure gives a rather extra passenger on my wheel, how diffi cult is it to see a rider is the dusk orhi storm,' and bow does something white worn by the rider effect his visibility. If it Is drinking that we wish to culti complete coverage of the child's welfare at yehool at home, and as he goes about the village on his way to and from school Perhaps yon may ask if this as not assum ing too much responsibility on the part of vate in preparation for safe Irving, then the school? In this time of change in practice must be carried on in the area of home and family set-up, the answer is no. the desired behavior. The results must WhSe the school is not Habit in matters of sorely be more permanent and effective safety at or oa the way to and from school, than when we merely rely oa teQntg and it shock?, if it is a good school feel respon adjnratkm- Tbc job must be done over sible for the children m its care. and over. A Couwuiy KufauiUkr The problem* of safety are i* many respects cnrmmuwty peuMnnii Over aad over we damw that the roots erf a prob lem lie in the home or m the mnimr--ilj aad that the vohtfinu depend* fin* upoo some change in home saxvottoa, parental attitude, or m eouauunrty pattern. Apah, the biqrck uoo examples. furnish r j many coo- Comrnunity negntaring* and standards often become ontdated and need overhaul- tag to meet changed conditions. Consider again the bicycle situation. Many commararirf peobatit bicycle riders from os- fingthe sidewalks; yet we know bow dan-gcrort it Is foe younger children to ride oo the hosier street*. Cornmnnities should, aad some daw allow bicycle riding on sidewalks, pxrtkohdr for younger chil dren. in onr village a recent law, framed Our viBsge ordamany for example, pro aad presented to the village council by hibit* rifisg doublee tiwrffc seat tricycles. joaior high school pQptls, prohibits the Tbia. eiiieawty. is a irfiip measure. W riding of bicycle* on certain designated can pretty waff write cMJitn that it lettitf UawJhd streets; here they are is riinguues and therefore unwise to ride expected So ride on the walks. A hindrance 102 fnytiJ, 19(4 to Uri* typ* l coestnKttfi otf curb* at each ace the ate of Post-war wbcnever pooaJbl* cycle rider* each traffic Use*. mmd i There are ufficr mm# ai raararalQr plamtmg which raw* a* the Iraant rajffiosize safety wirswww wrorr. I.orafriow of play areas with irfcnact to nfcirlt tnKe; improvement of tnflt wgiaH as %bey affect bicycle atd pefetsraa traffic; the toeatkm d ccwrtrnctinu eves of all commerebJ enterprise* whose patrons are children merit more serious planning than has heretofore been ghren them. There are other afndes in the comas* nity who deal with children xn matters af fecting tbeir safety besides the schools. The police department, for example, has an important educational role to play in dealing with children. Its approach can be negative, authoritative, and punitive; or it can he positive, co-operative, and highly educational, depending upon its omiook. Ideally someone on the police force with a sociological and a psycho logical outlook should be the safety spe cialist whose major concern is -with the problems of children. Police and schools can then work together with good effect on tbeir mntoal problems of safety. The fire department can likewise make its con tribution to safe and sensible living. Other departments of local government can work in and with the school* oa matter* of safety as can also private enterprises operating within a community. I get each year just prior to vacation time a form letter from a railroad company whose line r village asking dwMffn i against playing on the right ' j the vacation period. They anal paw in their appeal, bat I _ ' r how much effect the read- C *d letter has. It is a very fcnper- tanaf Into1 from the Impersonal corpoca- las ethane headquarters are not in the emmmmmiij. vea the local station agent, whom a few of the children might know as a person, does not figure in the rc- gwcflL Seal values derive only froch a direct approach to pcnwialitie* and problems involved and a consequent understanding of reasons and motives be hind then. There are doubtless many areas un touched by this discasskm. 1 have tried to present what seemed to me some hope ful avenues of approach to the idea of safety education in tomorrow's schools. I have suggested first that we must play a real parr in the planrung of buildings and equipment to be used by children, and that ^>e outlook there i1- * ;ry hopeful be cause even the commercially-minded are aware of the values of providing safety features in all construction. I indicated that the whole field of visual education is one to be fully exploited for its values in safety education. And I have hoped to impress each of you with the realization that most important of all in the days to come is the matter of a positive, intelli gent approach to the human problems in volved. Always social invention has lagged behind technological development, and in that area of maladjustment lie many of the problem* of safe living. And it is only as schools, homes, and local governments work together In a unified approach will we realize our goal of prevention rather than cure. Digest of Pane! Discussion Following Dr. Mano'i address on "Safety in Tomorrow's School,"' the committee turned its attention to "Classroom Prob lems and Acriritics in Safety Education." This topic was discoseed by a panel com posed of: Dgwzif T. Bbu*ji, East Chicago Public Schools, East Chicago, Indiana. Dojcacu U. Caxsoll, Acting Supervisor, Traffic and Safety Activities, Pittsburgh Public Schools, Pittsburgh, Pa. Saleh Hekkx, Safety Director, Peoria Public Schools, Peoria, lUinois. C. W. Himi^ Director, Child Welfare and Safety Education, Pasadena Public Schools, Pasadena, California. Ruts 103 martoct vifi (to Standard^uteTworked the; L TW Vm *tioa* a* They arisu IlMiMhtediMtisUL viral aafi* as# ttfi* ray to toed. tot the rtol uflyetMMty 5ov sofaty ajfitica lies m helping difiw Vo solve effectively safety prrMera which confront them ta their daily live*. 2. Need for visual aids which stress a pcsthre approach to safety education was emphasized. Too large a percentage of present safety visual aids teadh through the fear motive. Souse agency should evaluate visual aid* which are at present available for classroom use and make this evaluation available to classroom teachers. 3. Fire drills are stQl an important part of a safety education program. The soc cers of the fire drill will depend to a large extent upon the attitude of the teacher, which seta the pattern for pupil attitude. 4. We should continue to have school patrols in the elementary school. However, the patrol should be considered but one pari of the total safety program for the school. Educators should assume their retyousibnity m organsring and supervising the patrol, but should regard the patrol a* uto a few year* ago by the National Safety CauariT. Ike National Fdacarion Axsoeza- mem emi other interested agencies. The pa trol should not aurnqji* police functions- If traffic is too heavy, a po&xmu should be wrignM to an sstersecrioo. The patrol afriCvM sot direct traffic nor work in the street . 5. Safety uducatsou course* should be re quired for iQ students preparing to teach. Since safety education is a part of aU liv ing; it is xbsinbfe to segregate it in the school curriculum. AH teachers should be able to teach safety when the opportunity arises in their particular Hasses or in any school wtoEstsoo. Coarse* should also be made available as in-service training for teachers who are already In the profession. 6. An attempt should be made to have talks oa safety education included in the programs of educational association meet ings, both state and national. 7. Wider and more intensive use should be made of Accident Facts and of Safety Education magazine in classroom teacliing. 8. More comraanity agencies should be encouraged to exercise their influence for safety. If these agencies can be reached, the school program m safety education will be greatly strmgtheaed. 9. All teacher* should be interested in safety education to toe end that alt children may have the advantage of safety teaching. Group 1L Secondary School Problems Presiding: Saxfooxi Scuta*, Jil, Headmaster, The Elgin Academy, Elgin, 111., and Chair man, Secondary School Committee. The Lag of 801017 Education in the Secondary Schools By DAVID M. TSOUT Dan at Stndeots. Cmlnl MMiipit College of Kdnctioo. Ut. PVairrt, Michigan This subject suggests that there is a lag ia toe secondary schools. Out of fairness to those who are responsible for secondary education and m the interests of truth, it is necessary at the outset to inquire whether this U to tod to determine, if possible; toe extent to which the condition exists, la Thera Such a Lag? Lag is a btgbiy relative term. It suggests a comparison of the respective speeds of two or move processes which are directed toward a common goal or objective. In order, therefore; to determine whether the secondary school* are tagging behind the procession in the teadung of safety educa tion, it will be necessary to compare them in this respect with other insritutioos and processes. Three have been chosen for this purpose. Health Education and safety education 104 33rd National Safety Congress, 1944 are approximately tbe same age culturally. program of the high school makes the intro Only alter World War I did either of them duction of such reading material exceed receive much attention from teachers .and ingly difficult. As a result, safety education educational leaders. The one has. however, appears to be lagging - m the secondary far outstripped the other in achieving an schools, if we compare its place there with established position in the curricula of the its dramatic position in the grades. secondary schools. The school nurse, who The National Safety Council, in opera gives much time to adolescent health, the courses In hygiene, the sanitary provisions architects are building into modern school tion less than a third of a century, has accomplished magnificent results in xhe field of adult edocatioe. Through it the impor plants, the health specialists who are be tance of safety, the tragic losses from acci ginning to appear on tbe staffs of state dents and the method of preventing them departments of education, the large sums have 'becn continuously and effectively of money being expended by individuals dramatized. The pofe&e ha* been widely and foundations to safeguard and improve informed at appropriate intervals regarding the health of children and youth, college the of safety campaigns. Note curricula which provide prospective teachers worthy success id preventing losses due to opportunities to major or minor In health accidents hm been pobikly rewarded and education, the employment of teachers to praised. These achievements have resulted give full time to the teaching of this sub in. inventions, oghacering insights, 'wide ject in the high schools, and many other spread care md thoughtfulness, pride in trends, indicate how rapidly the importance preventing acridents both to ooesdf and to of health education is being appreciated. others. The accomplishments of thisorgani- When we compare the progress made by zatioa.constiot aoe of tbe most noteworthy health education with that made by. safety examples of adult education anywhere in education in the secondary schools during the nation. - the last quarter century, we find that the latter has lagged far' behind its cultural This convention attended by thousands of engineers, executives, administrators, inves twin- '* ' tors, educators and other national leaders, The Elementary Schools have been largely demonstrates .the remarkably deep and influenced in their emphasis upon safety: widespread Interest in safety which has education by tbe greater dependence of the developed almost eodrdy within the last young child upon adult concern for his wel quarter century. The exhibits. show how fare, by the persistent efforts of automo inventive ingenuity, engineering foresight bile clubs to protect small pedestrians on and capital investments have been stimu their way to and from school and by tbe lated, enlisted and directed daring this attractive literature on the subject of safety period. Even the printed program shows which is now available for young, children. the> great attest tar which this relatively The safety patrols rwithctbe oniform* 'ind young educational movement bas ^ elicited insignia keep the young aware of the im the thoughtful support of outstanding per portance of being careful while the moth sons from nearly all field* of human erly interest of women teachers, their effec tive instructioia and-' application of^-Safety principles and the general docility of tbe young child, all contribute to the ttcdlcnt record of few accidents and fewer fatalities -endeavor.'. '. v; :j\'_i !o dj~ J Even when full credit is given for those brilliant safety programs which one finds -here and there in. the' high schools of the ration, the progress of safety education in the early grades. among adolescents seems, nevertheless, In contrast, the secondary schools are feeble, sporadic and unorganized when found to be larking in any organization which stimulates the-imagination as does compared with tbe vigorous, well inte grated, socially inclusive accomplishments the safety patrol system of the elementary of the National Safety Council. gradea. Concern for the safety of pupilsis also much less evident and the opportunities Safety education has made much more to demonstrate safety procedures except in progress both in the elementary schools and a few instances, are much rarer. Literature among adults than in the secondary schools. TOiKyinoed with safety seldom reaches the Although health education and safety edu ye of tbe adohisewt because the academic cation qw* into the high schools at appraxi- School and College Sessions 105 cutely the same time, tbe one bas far out stripped the ofher in becoming an integral part of the -curricula and so we conclude that safety /'education is lagging m the secondary schools.' . Why the Lag! Many conditions contribute to this situa tion. I shall discuss four of them which seem to ne to demand tbe best cffoxls of educational leaders. The Traditional Conception of the Acci dent.--PreEterate peoples such as tbe North American Indians and the African Bushmen who persisted for centuries without devel oping written oocaunmacatioa between the past and the present bad what may seem to os vague and strange ideas regarding causa tion. Whenever an event occurred the causes of which they did not understand, they attributed it in accordance with the mood of the moment and the cmumstances, to a mysterious, an awesome, or a wonder ful potency, which ca one tribe might be called uwtifl, in another makan, and in a third mmmiou. Before pretiterate peoples became aware of the spirits and gods believed m by {iterates, this causal potency was usually regarded as non-personal, prob ably, alxt as uoo-pbyrical. The technical term now most used by anthropologists .to describe this primitive concept is mmta. Current notion* expressed by such words as chance, luck, fate, are the modern cul tural despondent* of mows. Persons mnwg us who are not disciplined in scientific thinking are apt tq assume that all events which they do not understand are caused by chance, accident, fate, lock, or some spiritistic being. This attitude is obviously a survival from our proliferate forebearer*. It is manifest in the thinking of those min ister* who, when speaking at a funeral, ay "The Heavenly Father has seen fit to take this dear child from us," when nearly all of their listener* may know that aa influ enza germ.or virus killed the child. The gambler wbo attributes hi* success to fate or luck and the soldier who believes a certain bullet from the enemy has his num ber oo it also exemplify it.' Just as tbe ancient: believed that things which he did not understand or for winch he did not want to take responsibility were due to mono, so Ins successors came to believe that they were the results of chance, luck, fate, or a spirit In modern times we call many of these happenings accidents and thus relieve our selves of the obligation either to understand or to control them. Our behavior is a kind of rationalistic projection which serves to excuse us from the development and use of the required foresight, which under cur present educational system is seldom empha sized sufficiently even though the need for it grows greater with each new invention and each scientific discovery. To teach the character and significance of this cultural survival is an obligation which our. secondary schools should under take if we wish to supplant the common attitude toward accidents by one of circum spection, foresight, and social responsibility for the control of events. This educational task; if well performed, would become one of the most significant contributions which the secondary schools dm make to safety education. The Adolescent's Admiration for Daring and Independence.--In his autobiographical writings Tolstoi has related how when he was a boy of 13.to. 15, his companions went away from home to attend the gymnasium. Each Sunday when these boys returned to their home community, they would have a meeting in his father's barn to learn what new discoveries had been made. They were most impressed by the finding that there is no god. Tolstoi went to church each Sunday as his orthodox parents required him to do, bat be 'secretly harbored the feeling that he was' brave and sophisticated when be watched the older people begging God to'protect them as if they were His little children. Because most adolescents struggle to escape from what they regard ai that parental protectiveness which marks its recipient ai children and because they want to regard themselves as free, self confident adults, they are peculiarly apt to admire what ever is dangerous and daring and to try to undertake it just to show that they can take care of themselves. Too often they associate safety 'with the cautious restraint which adults -impose upon them and which they frequently resent As a result they project upon safe behavior the hatred they fed for the inhibition they are cooseqtMsxtiy forced to endure. This emo tional misplacement sot only make* the 106 33rd National Safely Congress, 1944 teaching of safety in the secondary school a difficult task; but it also forms a causal background for the large increase of accidents which occur during the normal pubertal years. The data from Accident Facts support the foregoing analysis. If the number of accidents per year is plotted. It becomes evident that the accident rate per 2uG,0GG school days increases rather rapidly from the third through the seventh grades and then begins to decrease until it reaches the eleventh grade. Such a curve shows that the increase follows closely the releasing of teacher supervision over the play activities of boys and girls. It is also known that the greatest number of actideoH results from undirected play during these years. If the secondary schools are to teach safety with any considerable degree of effectiveness, it will be necessary for them to democratize teacher-pupil relation* to a far greater degree than is now being done, to devise recreational activities hi which teachers and adolescents can participate on a more nearly equal basis, to emphasize the stupidity of accidents rather than the cau tiousness and timidity usually associated by the adolescent with safety and to give par ticular attention, in this respect, to the junior high school curriculum. The Collegiate Curriculum of the Sec ondary Schools has been a distinct hindrance to the teaching of accident prevention. As aQ of os know, the old'Latin Grammar School and the academies which undertook to prepare students for college, were the predecessors of the modem high school. Due to cultural lag, the latter still carries in its curricula the teaching methods, and to a large extent, the subject matter content prescribed for admission to college in the days when oar colleges were entirely aca demic and devoted to what they called mental discipline. It was believed by those who advocated tius position that one who hai mastered such difficult -subjects as Greek, and Latin had achieved that insight and perseverencc which arc necessary for the solving of any problems the person may encounter throughout his life. The college preparatory schools, accord ingly, devoted most of their time to the trat-Vpg of difficult subjects in order that the students might be properly prepared to enter college. Today probably not more than fifteen per cent of the students whs attend our American high schools ever plan to go to college, and certainly not more than thirteen i>er cent ever succeed in Wing admitted to institutions of higher learning Even though eighty-five per cent of those in high school are not preparing to go to college, they are, nevertheless, requited to study to -* large extent the college prepara tory courses which were developed under the influence of those who sponsored the doctrine of mental discipline. When a crrriculum is academically organ ized. H is both logically and psychologically difficult to introduce into it a subject as human and practical as accident preventimz. The same barriers hinder the teacher from enriching as academic coarse with materials on such a subject as safety education. These codditions, therefore, prevent the teaching of this subject to any large extent a> a part of a program of study for the high school student. The Norroto Social Responsibilities of the Secondary Schools.--Even though the Ugh school of today is essentially a folk school, a place where the children of all the people nay go sad learn those things which they need to enrich their daily living and to prepare then* for the years ahead, it is still hindered in the performance of its rightful functions by the survival of the academic traditions of other years. We now know that the study of Latin, Greek, higher fnatWatii^ and the other so-called "diffi cult disciplines* are m do sense the most appropriate experiences needed to prepare ooe for the ditties of citizenship pa a democ racy, for the difficult problems which coofront young married couples, for the devel opmental issues which arise in the rearing of a family or for the many community obligations which characterise our daily living. We know, too, that the study of qw4i subjects contributes tittle to ordinary tiring in a mechanical age; performing the functions of a breadwinner fas a world such as ours is. mid adapting to the many and varying uiuiiiuHtorrt created by modem mvaaaos. This mumfri should not, however, be interpreted as a denial of their value to persons who plaa to enter certain profes. mans. It is no wooder that a high school which has carried die academic tradition through the years, can find tittle enthusiasm School ond CaUfi* % i rim i 107 among either its students or its faculty for neb a hmrrau and practical subject as attiiknf prevention, and yet it is quite evi dent that if the high school is to become an fcntUitfinu guided in its rurrinnlu-- asking by broad social responsibility in stead of a college preparatory school, k most cinawin itself with matters of tins sort ns wsD as the other varied demands which society today imposes gen its grad uates. Not nay years ago, the surras of a high ndnooi was munnii by the extent to sink Its HahIda earned high grades in college. In the days abend its rflfirirury witi be mrainrcd by the degree to which its gradstori cm Eve effectively m a world sodb as oars is. If th* modern high irlid tuamf the broad social K^tenUWg winch its phot aa iwwVta Efe demands, accident prcviatiua nil become a heghty luprrttllr study in its aurindnaa. HM Is Writ Pat Even though the secondary school suffers from academic handicaps which do as particularly recard dm of mftiy m the elementary grades, and even though it lacks the legal wipgort and the rewards which motivate safety among adults; it is, nevertheless, undertak ing to do a acmrher of commendable things m this field. Here aod there among the high schools of tiie nation one finds *ntaWf efforts' to revise and modernize the high school curriculum an three respects. I shall ducars each of these briefly. Enrichment.--Mmay specialists advocate the enrichment of coarse* with materials from tiie field of safety education. This is being done xa a number of schools. English teachers are using assigned readings which cover the subject of safety. They are m some instances requiring themes mud essays. Instructional materials m borne ccnoomics, shop, physics, and other fields closely related to industry are beginning to show the effect of this emphasis. We can hardly assume, however, that enrichment is the final sohttwo. An; illustration will, perhaps, make this point dear. Last year a specialist ha health education was exhorting a group of seniors to include materials from her field m their courses. After she had been talk ing for approximately 45 minutes one of the seniors rose abruptly and stomped out of the room. Later she said the woman was talking nonsense; that it was foolish to thank of trying to drag her health education uteridf into aa English course. Herantag- aum to the procedure which vre have alri wriefanut suggests the logical and fjfhjhgk.il barriers which are apt to be cnoaunDcxwi when we undertake to teach actiihD prevention in this way. While these are a tew teachers who can males lias it U probable that most of than mre ton subject-matter minded to be dfffll in this sort of practice. /utepnrim.--In in tarn fields, it is a siDpic teaser to teach safety as an integral part of tec morse. Pinautions in the use ot Moratory materials aad equipment xa ten firite of vhrteftery. pfajrics, biology aod pijrhrisgj; rrgriwinm and practices in srhnnl shape with regard to the use of tools ami ogtepHMwt: precautions taken in the Mi of home economics, all iQustiate the integration of actidsC prevention principles m baric j--rmrtfnnsl practices. Wherever safety caw be taught by this practice it is ape to he done effectively, hut it needs to k rsmgaisnf that not all kinds of Instructisaaft materials lend themselves so easily to iwrh an integration of the principles of aeohat ymucipu Cnurjqr m Safety.-^Wc have been told during teas conference that in Indiana stu dents are inquired to take two semesters of work in the study of safety. It is note worthy that they are placed in the curricahm so that at least ooe of them should directly affect the thhuldog of junior high school students. This is commendable. Wb3e there is much opposition, to the addr mg of ocw courses to the high school carries]nm. it seems to me that much can be sand for this' method of rntrodoctog accident prevention at the secondary level. Teachers are course minded. If we include materials which represent the gradual growth of the safety movement in our orilizatien and show the cultural survivals which hinder its development, a course in safety can be made both academically valu able and practically significant. In summary, then; wherever teachers are competent to do it, courses should be en riched with instruction which bears directly upon the problems of accident prevention. We should not, however, put so much stress npon this practice that we develop opposi tion among teachers and students who do not possess the accessary attitudes or the 108 33rd National Safety Congress, 1944 logical flexibility to see the relationships of such materials to the rest of the course. Wherever the nature of the subject being taught is such that sound and natural inte gration of safety instruction can be intro duced, it Is certainly commendable to make it a part of' the course, but it should be recognized that there are many courses into which we cannot easily integrate the litera ture and methods of safety education with out giving the appearance of dragging them, in and treating them as more or less irrele vant to the general content being considered. There Is a traditional attitude which makes it difficult to introduce new courses into the high school, but if this school is to become largely responsible for the broad social adaptation of its students to living, theo I can see no objection to a sound,, broadly conceived course in the nature and preven tion of accidents. We should enrich courses wherever possible, integrate safety instruc tion as far as we can and introduce courses at appropriate points in the curriculum which will deal with the important prob lems and the scientific data related to the prevention of accidents. Extra-curricular Activities. -- Up to this point in. our consideration of the things which arc being done to promote safety at the secondary level, we have been dealing largely with courses and curricolam pro cedures. Many other activities contribute directly to safety for secondary school pupils. I shall mention only a few of these. Code making is an important function in designating socially approved and disap proved 'safety conduct In a democracy a code is much snore valuable if it is a crea tion of those who are to obey it It is of much less significance if imposed by some superior authority who is not subject to its requirements. For this reason,.the making of safety codes can teach both acddentpreventing behavior and the democratic social processes involved in making; and obeying laws and regulations. To a large extent the making of safety codes has con tributed to the democratization of the groups for which those codes are intended. Much more needs to' be done along this line. Accident Facts shows what a fine, piece of work is being done by many of our schools in reporting accidents. If this proc ess can be localized so that the reporting is done to school groups as well as to the National Safety Council, it may become an important method of teaching safety. It is probable that all of the students in the school as well as the teachers can be enlisted m gathering and tabulating the data regard ing accidents, When data are gathered by the whole school, they should be organized to give direction in the formulation of future codes and In the taking of necessary precautions. CiuschtiYe records should, be kept so that progress can be measured from year to year in a grade or school system. Industry has long recognized certain indi viduals who are classified as accident-prone. .While our cumulative records of accidents at the adolescent level are not sufficiently complete to show whether or not these accident-prooe persons can be identified while in high school, it probably would be possible to find them if we kept proper tnefividna! records of accidents. In case this is true, there is little doubt that counseling and guidance would prove effective in reduc ing the accidents which these persons nor mally have. It is sny opinion that most of thefe arc persons of somewhat lower than average intelligence who do not easily're spond adequately to the stimuli in the acci dent situatipp If they are given proper gmdaooe; it is probable they wilt kam to respond more completely and will thns re duce the accidents to which they are subject There are, of course, many other reasons for stressing the importance of counseling and guidance in the prevention of accidents through face to face discussions between counselor and counselor. Many of the pecu liar individual characteristics which lead to accidents can in this way be identified and precautions can be worked out to pre vent the undesirable consequences to winch they might otherwise lead. The National Safety Coundl has under taken to publicize widely the number of accidents which occur, the financial losses suffered from them, the hindrances to social progress which they represent, and other information designed to introduce more care and foresight on the part of all our people. It seems appropriate fofr the sec ondary schools to follow the lead of the Council in this respect. We have not yet worked out methods of doing this in most of our schools, but certainly the challenge to do so is worthy of our attention. Next Step* The suggestions which grow out of this School and College Sessions 109 discussion point to certain policies, pro grams and procedures which if adopted will, no doubt, reduce the lag in safety educa tion in the secondary schools. By way of summary I shall list several of them. * 1. Wherever teachers and student* wel come it, enrichment of courses as here dis cussed, should be encouraged. 2. Safety instruction should be made an integral part of all courses into which it can be introdurrd appropriately. X Psychological considerations and the data from "Accident Facts" strongly sug gest the great need for instruction, super vision and guidance not later than the be ginning of the seventh grade in order to reduce the unusual accident rate hi junior high school. The .social and scientific signi ficance of accidents might constitute a highly stimulating and valuable course if placed m the latter half of the twelfth grades provided, of course, it was well taught. *4. Use enlistment of students in extra curricular safety activities, which has been done with such effectiveness in the Evans ton Township High School and in other communities also, should be given a larger place in secondary education. 5. Democratized safety code making to gether with motivation to obey the regula tions so established will contribute not only to accident-prevention bat also to a basic understanding and appreciation of the democratic way of life. 6. The enlistment of all students and teachers m the reporting and recording of accidents will fix school attention upon them and stimulate interest in tbeir prevention. 7. If accident data are kept from semes ter to semester and used to create knowl edge of progress or lack of it and if evaluations of the safety program of the ffckml are definitely scheduled so that all teachers, students and other personnel are isvvl--vd tHezu, ^roc^--ures will stimulate enthusiasm for alertness to prevent accidents. 8. Publication of favorable records of the school as a whole, classes, social groups and individuals m preventing accidents will also be of great service m educating for safety. 9. Because the social organization ef American society produces in adolescents aa aversion to anything which suggests that they lack courage, are trying to "play safe" or need protection, and an attraction for whatever is daring, they are apt to be re pelled by the usual terminology which is attractive to adult students of safety edu cation. It is important, therefore, to give careful consideration to the semantic aspects of the subject especially when it is the concern of younger adolescents. 10. The law is particularly lenient with persons who are causally involved in acci dents. The homes and schools reflect a similar attitude. Social and individual re sponsibility for such events is not well established. This' condition is a su .'ival from the days when preliterate'men believed in the mono concept. Only proper teaching can correct it. The secondary school should provide instruction appropriate .to' this end. Digest oi Panel Discussion on Improving Safety Education in the Secondary Schools "Improving Safety in tile Secondary Schools" was discussed by a panel com posed of: Thomas E. Bcmncx, Dean, College of Education, University of Illinois, Ur ban?. IQ. Wm. H. Hollis, Sperry Gyroscope Co., Great Neck, New York. F. IJstJE Spexi, Supervisor. Safety Edu cation, Board of Education, Cleveland, Ohio. A. N. ZicHua, Educational Coordinator, Traffic Safety Asso., Detroit. Doa Benner pointed out that one weak ness in edocatioa ha been a tendency to think that we could solve each new problem by legislating a new 'course of study. He suggested that safety education requires a long-time program, as well as a program of immediate action, and to that end as serted that all teachers should have "citizen understanding'' as well as some general training in safety. However, some teachers no 33rd National Safety Congress, 1944 wilt need specialized training hi safety in order to provide superriioiy talent, Ur. Spar trade a pka for the idea that safety education has its own content and should not be integrated into the regular school curriculum. One of the big problems in his experience has been interesting second ary school teachers in safety education- In Oerehuad their policy is to try <*tt a safety idea in one school before using it in other*. Socceas in ooe place helps to sell it to another. One junior high school of ow 1,000 pupils has been selected as a demon stration center m safety education, and k safety fdaation throogh com mittees of students and faculty members. . Jfr. Hollis 1 for greater practicality aid advanced the following recommends.- fomg: i. Every teacher shotrtd have a basic philosophy of safely. 2. Every teacher should understead raiiws for accidents, tm- safe and unsafe cfndfrkra. 3. Safety habits should be stressed. Attitudes and knowledges are important but, in the as) safety habits determine the sum or falter* of the program m safety. 4. We need a complete revision of oar idea of safety training. We mot* use democratic processes; not teC; napret individual judgment and give Minfants a feeling of bring a part of establishing the safety procedures. M,r. y+* hirJ emphasised a need for a gen- cxal program in rafety training that every one gets. All children should be taaght that acddentX; are a result of breaking a natural law. The following sagg^ftkas tssee from the audience: ' L A supervisor or roncrTifry is tneded to unify the complete safety adneatioa ,?ro* gram in a school or school system: 2. There is a need for a brief and infor mative statement of curisteng safety agoodes, their program and their atcomplwlgnents; a summary o) the successful safety programs now in operation m schools tbroogbout the country should be made. This report should be available to groups of teachers who are working with the problem of a safety curriculum. 4. The important problem is getting ^ariif* interested safety. Administrators most becocne conseioas of the need for safety education and seek ways of providing in-service traknog m safety education for teachers. The dosed with a motion that a small starring committee be appointed to draw up the program for the coming year. It was seconded and passed neammoosly. The committee is to be anramrrd later. Group IE Drrrer-Trainmg Pioblwaa Presiding: Gonwx C G*aham, Supre. Safety Edoartion Dept, Detroit PtWc Schools, Detroit, frKrih-, and Chairman, Dirrer-Tramrug Committee. Digest ol Panel Discussion an Problems ai Drirei Training in the School The two purposes for the meetrn, stated by die chaintan were: I. To enhatc driver trainini problems to whether which were of sufficient imporaoee for the com mittee to study. Z To determine whether it wes the will of the group to become a reco*- oized section of the Sdrab sod Colk*e Dfriiioa of the Nldocul Sefety GoaaaL "Problems of Driver Training in the School" were considered by a pood com posed of the following participants: Lieut. J. K. Adams, Sixth Service Com mand, Chicago, IJL Koval S. Bbowme, Instructor in Safe Driving, Lane Technical High School, Chicago. - Milton D. Reamkm, Administrative Asst, Center for Safety Education, New York University, New York City. A. R. Lauo, Prof, of Psychology, Iowa State College, Arnes, Iowa- E J. Neaxv. Safety Director. Waukegan Township High School, Waukegan, IIL Ty D. VnRm, Dir. of Safety and Education, Ohio State Automobile As~ whdon, Cbhnte\ O. five problems were recommended for .further study. They : 1. Should model legislation for driver ediKatiou be prepared by ***** group? School and College Sessions Ill Tf. Hour can we get around the low pupilteacher ratio and the high cost resist ance on the part of administrators? 2, Wbat can be done to encourage college accreditxog for teacher training in driver education and its recognition in relation to other subjects? Dr. Laser broogbt out the point that the Norte Central Association of Colleges and Secondary Schools does accept this credit. There are two problems involved here. (1) acceptable credit for college entrance, (2) credit for teachers taking training m this field. The print was brought oat that for tee coarse to receive recognition the com mittee should recommend that courses be available for teacher training in alt vttMrt 4. How should the personnel for driver training teachers be selected? 5. How should the terms "Driver EducationM and "Driver Training** be defined? In addition to the Questions on winch it was decided farther study was needed, defi nite opanoas were `expressed on three other problems. They are as follows: Schools should not attempt to certify stu dents for drivers* license. Mr. Browne and Dr. Lauer expressed against the sebooTs certifications being accepted cn Iren of driver's license examinations by proper au thorities because neither the teacher nor the school should be asked to assume that responsibility- However, it was suggested that the written portion of the driver's ex amination could be prepared by state officials and admmastered by teachers. Driver* training should be placed in the school curricnitan just prior to the legal driving age of the local community. If 1Burner's license restrictions prevent placing it before the legal driving age, driver train* mg should be given at the beginning of legal driving age. One of the difficulties in driver training has been securing cars for school use. Sev eral methods were suggested for obtaining cars: 1. Approaching automobile manufac turers. 2. Obtaining surplus or released Army equipment. 3. The use of some trucks in the driver training course. It was sug gested that a questionnaire be developed for securing further information as to how school* had secured or were procuring cars at this rime - The motion was made and passed that th* Driver Training Committee make formal application for recognition as a section of the National Safety Council. This motion wiQ be referred to the other members of the Driver Training Committee. Group IV. Vocational Education. Problems Presiding: Co-Chairmen, Vocational Education Committee (Home Economics Education and Industrial Education), Rena Honour, Supervisor, Home Economics Education, Board of Vocational Education, Springfield, IIL, and Glytc A. Bowman, Dean, Industrial Education, The Stoat Institute, Menominee, Wi*. Digtd ol a Panal Discussion on Post-War Needs A panel composed of the members listed jcIow opened the discussion of "Post-War Needs.** John J. Harris. Chairman, State Co ordinator of Apprentice Training, State Board of Control for Vocational Educa tion, Lansing, Michigan. DeWitt Hunt, Professor of Industrial Arts, Oklahoma Agricultural and Me chanical College, Stillwater, Oklahoma. Helen R. LeBaxox, State Supervisor, Hommnakaag Education, Burlington, Vt. Dk. Russell H. Landis, Special Agent, U. S. Office of Education, Washington, D. C Fkamcxs L. Swain, Director, Household Arts Department, Public Schools, Chi cago, IIL Lxttiia Walsh, Head, Home Economics Education, Stoat Institute, Menominee, Wisconsin. Dr. Hunt staled dat "Shop teachers have an interest m safety as a matter of self preservation and have ooe of the best op portunities to teach safety." We ought to ask teachers to pledge to teach safety in the 112 33rd National Safety Congress, 1944 shop, to have two yearly inspections by a local committee from outside the school, and Co report accidoits oa a standard acci dent reporting form. Moreover, all teachers' journals should have a page u safety. State departments should have a supervisor, and safety materials. xfa as films, *should be available free to the state and dty visual aid libraries, niywrm^tw. Ot mformatioa concerning materials is cue of the important problems in safety education Miss Swain pointed out dux the home ccooomics teacher needs to tears ftnctkoal tedmi<)U(5 of safety instruction. Site ant create a desire for safety information. The home economics laboratory presents as nearly as possible hocne titration. sod classes should be gu to work out their own safety rules to he loilowed sa handling equipment. The need in teacher-training is to develop a belief in safely, in Miss Walsh's opinion. We must dramatize safety so that teaflwts feel the need for ft and believe m it Survey* show that there is a lade of cany-ovcr of safety into the home, due to the befc of interest on the part of the teacher. Miss LeBaron recommended the setting up of a family living shop, where famiic* or individuals could come to leans how to use home equipment. The coosohants ia this work shop should include mstroctort from the various fields of vocational edneauoo. "There needs to be cooperation be tween the various fields' of vocational educa tion in their safety work." Other problems tint were raised by Ac group included: 1. Accident reporting and the use of fig ures after they are compiled. 2. The relation of fatigue and nutrkkaa to accident occurence. 3. Putting people into slum' clearance houses without teaching them bow to use their new equipment. 4. Cooperation between tbe management of federal hoerung and instructional agencies. " It was agreed by tbe committee that acci dent reporting is needed in tbe various voca tional educational services. However, the accident reporting to be really valuable needs to be done in a way that records the The groop voted to go on record of being an favor of rnoouragiw^ prevision for a vocational efiobov -g at the Con gress next year wed that the action be re garded as Innlriag toward die formation of a section in `the Natiotoi Safety Council. It wan recccacncnded that a field commit tee be appatod to cofcct material, prob lems. sofcnwH. pvotdvtf now being used The recawnacafiackn waa approved and the Mr. Annm Swope. Associate Professor of lahatriil Cdeafia, Fgfdae University, Lafayette. Infina Mr. ftey Van Own. Director, Vocational d Adah: Fdartoirai. Pabfic Schools, West AMtt. Wk lfitt Tfinrl Schidtr, Home Study Depart- aaoat. Oacaga, Dfinota. . Mr. Ralph Howard, Stare Supervisor of Agriculture. Otao Seine Board of Educa tion. Cdaafiw, die 0>CWin Hwk, Prefeaw of Industrial Am. OMahnnw A. * U. College. Stillwarer, OMihnwn Tbe w*t*-*Nr*~3 is to be pooled, channeled the American Vocational Associa tion vice prandods ad through tbe Na tional Safety Conned (Gladys T. Olson and Dr. Wayne Hughes) to tbe Joint Commit tee, which serves as a fnactiooxng clearing boose to bring aX of tbe safety problems to the attmlinw of aft oonrrrard School and College Sessions 113 - Group V. Higher Education Problems Presiding: Paul V. Sanchew. Pres., Western Michigan College of Education, Kalamazoo, Mich, and Chairman, Higher Education Committee. Teacher Education in Safety ' By FRANK A. BEU President, Western IB- State Teachers College, Macomb, DL In January, 1944, the American Asso ciation of Teachers Colleges through the Standards and Survey Committee sent opt a detailed questionnaire to its members relative to safety education in teacher-ed ucation institutions. At the time the ques tionnaire was sent out. President Saogren said, "The war has highlighted the. im portance of safety education and, in gen eral, found teacbcr-education institutions unprepared' to assume their responsibili ties in this field. As almost one-third of all school age children and one-fourth of college students who die, die in acci dents, we cannot afford to neglect this problem. Further, safety constitutes an important area in which the techniques of democratic action can be taught through living democratically. It is hoped that through the prcvalidatlng of the question naire and the careful techniques made possible by a grant from the National Safety Council, this study will be one of the most significant the Association has ever undertaken." ' The results of that questionnaire hve not been published, but I shall merely in dicate one or two trends or facts from the study. First, the division or depart ment most frequently grring a safety ed ucation course or doing something defi nitely about it was the physical education department with 21; the department in second place was industrial arts or man ual arts with seven. This again indicates tint teacher-education institutions are not doing their part in teaching safety educa tion. Safety education today has reached the stage where it demands recognition on tbe part of educational institutions on all levels. My discussion will deal with -ifcty education on the college level. Tbe gen eral purpose and aim of college education ts to provide learning experiences which will make young people self-dependent and snore effer*' c members of society as citizens, to provide them with the cul tural background to live more wholesome and longer lives. Today duriug a period of war, we are more in need of safety education than at any time in the history of college education. Faculties in teacher- education institutions should definitely do something about teaching safety educa tion to the students in their respective institutions as part of the entire education of the student. Safety education must be functional and meaningful to a child, to a student, to an adult in order to have it put into practice. How many of you have seen persons of all ages after taking a drink of water at a park, or golf course, place the drinking cup or glass used up side down and keep all the germs inside rather than leaving it tipped up for the sunshine to help make it more sanitary? All of us who attend athletic games see an entire team of players use one towel. .What a nice way to spread boils, skin diseases, etc. What goad are safety edu cation courses when people who teach them do not carry them out- in practice? Why should we do more about safety education? If we were interested in only one phase, namely, accidental deaths, we find that 97,500 persons were killed acci dentally in 1943 according to this book let put out by the National Safety Coop ed. I dislike bringing up such an un pleasant subject, but sometimes it takes facts like that to make us realize what the real situation is relative to accidental deaths. Separate Courses? There are two possibilities on the col lege level in teaching safety education. One possibility is to have a separate coarse labeled "Safety Education." The second possibility is to definitely assign certain phases of safety education to re quired courses already being taught in the college. Without any statistical analysis to confirm my statement, I will venture to 114 33rd National Safety Congress, 1944 say that the majority of colleges and uni versities will agree that we will be more likely to obtain functional results If we take the second procedure. My reason for this is that there 'are so many new and important subjects being added to the curriculum almost daily due to World War 11 that there is a limit to the num ber of courses or the hours in a day to which a college student can devote his time and energy. Furthermore, I believe that safety education is most effective; when taught at the time and the place where it is needed. It does not snake very effective learning procedure to spend hours of time telling the student about the safety precautions to take in flying an airplane when his daily interest is in driving an automobile. For example, I would teach safety education in Physical Education on the various grade levels in grade school, high school, and college relative to the type of safety measures, accidents, etc., which should be guarded against in physical education. __ No doubt, immediately, someone is go ing to say, "But there are certain general principles which should be taught to ev eryone and most of all to the people who are going out as teachers." I think that is true, but again I would say we could teach these general principles in the senior year in the course that goes by various names, such as a methods course, an integration course, a seminar course, or whatever name may. be assigned to it in the various colleges and universities. In this course you would point out such things as teaching children to observe traffic rules in crossing the street. Traffic Violations . I made a special note last evening and this morning as to how few adults in the city of Chicago take any cognizance of the red and green lights. Pedestrians, not only in Chicago and other large cities that have stop and go lights, believe-that those lights are a special device to harass the automobile driver when according to all standards of safety education they are put there, as we understand it, for. the bene fit of the pedestrians. Bat the average pedestrian thinks it is some kind of a game, tike football, and that each indi vidual Is a "broken field runner" trying to cross the street against the red light because they believe they are in a hurry. Sixty per cent of all pedestrians killed by automobiles in 1943 were over 45 years of age. What is the reason for such action? First, the lack of safety- consciousness. Grade school, high school, and college teachers, parents--all along the line, and not just one agency or educational de partment--are responsible. Wc most make students safety conscious. The second reason for these people skipping across the street at the risk of being bit by an automobile, which has the right of way, is that they are in a hurry. All of us should be conscious of a popular song, which most of you are familiar with, which is entitled "Relax, Take It Easy." No one who starts in time is likely to be late for an appointment, for a job, or to accomplish a certain task. That seems so simple some of you will even think it is trite few use to mention it, but I am sure all of you agree that as an admin istrator that idea must be repeated to the students and faculty hundreds of times daring a year, directly and indirectly, to make any Impression. My opinion is that safety education would be more successful if colleges and universities would incorporate the differ ent phases of safety education in required courses already being offered on the col lege level and eliminate "padding" or non-essential material in said college courses, rather than set up definite re quired courses in safety education. ^ (Safety behavior applies to the entire living of each individual in nearly all his daily ac tivities and not merely to industrial arts, to health* to athletics, etc.; it can be taught more readily in some subjects than ia others.) Safety Education Laws Along this same line I wish to compli ment the people who are in charge of safety education relative to the laws which have been passed to date in many states in that they are making the teach ing of safety education oo all educational levels permissive rather than mandatory. I am afraid that if you as an organisation exert too much pressure and try to make these laws m the respective states manda tory there may be a reaction toward yoor program, and also it would mean that the School and Cottage Sessions 115 courses given, would all too frequently be highly theoretical rather than functional and practical. Safety education to me is part of gen eral education. Therefore, it seems that we rV*rA* take up the phases of general education which are in part responsible for accidents and for types of behavior which are not conducive to sane and safe firing. Before p"| into the second phase of what I think Is an important part of safety education, I wish to point oat what the members of the National Safety Coun cil set up as a definition of safety educa tion; " `Safety education,* as used in this study, is defined as that area of ex perience through which boys and girls learn to make wife choices when the possibility of injury to self or others is ocms of the factors involved. "Implicit in definition is the concept that among the school's im portant responsibilities are the fol lowing: CD to guide each pupil in developing the slnQs and abilities and n acquiring the knowledge accessary for living a full life an his environ ment; (2) to guide each pupil's de velopment of the capacity to evalu ate his own ability for a specific task; and (3) to guide each popfi develop ment of a desire to make wise choices mbmm the possabdxty of physical in jury is one of the factors Involved.** T--rrin--1 Maturity In view of the above definition and the implication of the definition, it seems to me there is another important phase of the cause, reason, or whatever yon wish to call it for moat activities which are un safe procedures. This element, which is stressed in any literature deal ing with safety education, is emotional control. I think that all of yoo wul agree that many accidents, many unsafe activ ities, many unwise decisions which cause difficulty and unsafe procedure, are m many cases due to lack of emotional ma turity. Emotional maturity cannot be defined accurately, as what is mature or iairaatore depends upon the age of the child. For example, if a child of six years has an outburst of temper because be cannot attend the movies or has lost a dime, it is tolerated due to his age; if on the other hand, a young man of fifteen or twenty displays ~ when confronted with either of tne loregoing situations, be loses the respect of his colleagues. Helping a child to achieve emotional maturity does not mean that the emotions of the child most be neglected or vigorously curbed; it means that they must be controlled or directed into more useful channels. Teach ers need to be alert every hour of the day to help children to better emotional control Human beings and their reactions are very complicated. Emotional behavior is not explained simply by saying that dif ferent conditions bring about different re actions . Emotions may be both of a pleasurable or unpleasarable type. The variation be tween these two states of feeling consti tutes much of an individual's existence. The proper education of the emotions is one of the important tasks for the parents and teachers of young children. From our point of view as teachers, the signifi cance of better emotional control is that it contributes toward the general happi ness 'of the individual We do not claim that better emotional control win guarantee a perfect indivi dual, but we do believe that it will bring shoot a gmt dead of improvement rela tive to the number of accidents or a more safe and sane mode of living. People take absurd chances doe to emotional disturb ances in driving' a cur, in athletics, in work pursuits, in pleasure. Avoid Fcsr Motive The relation of fear and safety is con troversial in the minds of some people, bid it is not so as far as I am concerned. Knowledge should replace fear in all sit uations I can think of for safety educa tion. Would you people as teachers frighten a child sot to touch a "live wire" broken down in a storm or would you --p***" to him why be should not touch it? Country children are afraid of police men because their parents have caused them to be afraid. City children in the main go to a policeman for protection. life 33rd'Nations Safety Congress, 1944 Respect or caution relative to danger should not be- confused 'with fear. Some one will say, "Bat fear gives you more energy in case of danger/* It might, or it might cause a person "to freeze on the spot** in the slang expression. You naturally will ask what we can do to improve the pupils* emotional control in order to directly and indirectly im prove safety education: . 1. Improve the individual's health . 2. Remove the cause for the emotional disturbance. 3. Teach the child skills or techniques which will aid him in overcoming bis dread of' a situation. For ex ample. fear of water may be over come by learning how to swim.* 4. Interest the child in something other . than the occasion for the anger. 5. Bring the child into contact with the fear object, or situation' gradually. The association of a reward or a pleasing stimulus with the fear stim ulus may improve, the situation. 6. Appeal to the Individual's intelti-. gence. * - 7. Direct emotions into useful channels. g. Set a personal example .of better emotional control. 9. Remove privileges in response to. outbursts of fear or anger,. - ; Wartime Attitude* , . A third phase of safety, education which colleges have neglected is the correction of the unsafe or reckless attitude develop ing on all age levels due to World War XI. It seems to me that teacher-education institutions must present subject matter and a philosophy to their graduates to help overcome this attitude on all levels.' I shall start with the grade children and see what type of unsafe and inappropriate impinging extra-curricular education they are confronted with which is sot good. How many of you in this room ever listen to a radio program for children be tween five and six o'clock in the evening? Yon would obtain a liberal education in what a program should not be if you do. I shall not attempt to describe them for you, but will merely state that those of you who have listened will agree that .those programs are over exciting, full of fear situations, killings, revenge, crime of all sorts. What effect does such programs have upon children? It seems so obvious t^iat they are bad from a health stand point, a cultural standpoint, and a safe mode of living. The same thing can be said about certain motion pictures such as "The Lost Salt Mine, Episode No. 23/' . Again I urge you, for your own education, to visit one of these double feature spe cial Saturday afternoon movies in the average final] city. It is the same as the radio, program, 'and possibly a little more harmful as in addition to hearing the undesirable actions they likewise see them on the screen. * ' You say, "What can we do about it?" A great deal, as radio programs are por trayed. according to* what the' public wants. The' same thing is true of motion pictures. If you start a campaign m your respective communities discouraging par ents* from having'their children listen to such radio programs* or attending such movies, those agencies will change^to the type of radio programs and motion pic tures which children will Ksten to or at tend. We as educators' are lax in not educating parents, teachers, and children as to what type of programs -they might listen to or what movies to attend.- Here is an example of the past week. Several - children, ages five' to nine, at tended a movie entitled "Lady of the Flame" in which the main actress jumped through a flaming .circle and many other daring acts. The children 'c*mc home, built a bonfire in the basement to imitate her, and nearly berated the bouse down. Going now* to the college level and adults in society, we are all aware of the letting down of standards relative to morality, thoughtfulness, sympathy, kind ness, etc. Do any of you think the post war period will be different? We had men at our national conference at Jacksou's Mill in August of this year who are in charge of teacher-education insti tutions who were frankly worried about the attitude of the returning soldier. One said, "What are we going to do when a soldier does not like what is being taught and tells the professor to go to hell?" We an going to have a million men School and Coliege Sessions 117 back on college campuses -who are used orienting returning veterans and civilian to death, destruction, pain, suffering; and students to peace time attitudes, activities, being reckless or hard-boiled. Here is an and thinking when World War II is over. example of recklessness reported by the A quick survey of 1,149 colleges and National Safety Council as quoted in the universities by Ohio State University October Readers Digest, 1944, page 98. as to post-war plans of all types relative A man in California bet that be could fill to buildings, curriculnms, and techniques his mouth .with, gasoline and .insert a _ for p.ost-war change* revealed that only lighted match into ii 'without "getting'' 363 replied to'ibc- questionnaire. Out of hurt. He nearly lost his life. T am not this number only 35 indicated that any arguing that be learned this frick from plans had actually started. The prize an Hitler, bnt cite it as the type of reckless- ' swer came from a junior college official ness, which is brought on by the war. ` who said "We believe the junior college Colleges should plan now to do some^ should follow and not lead in educational thing definite about setting up plans foip planning.** Digest of Penial Discussion on What Is Being Done Now "What Is Bring Done Now** was dis cussed by a panel composed of: Donald R. Altes, Professor of Social Sciences, Eastern Illinois State Teachers College, Charleston, 111. Gnuauae Byinz, Department of Physical Education, Chicago Teachers College, Chicago, HI Waldo E. Lemsskzz, Dean, College of Education, Wayne University, Detroit, Cscsua Wutx?x,.Dean of Women, State Teachers College, Milwaukee, Wis. The panel agreed that lack of time can no longer be used as an alibi for failarc to indude safely education ta the higher edu cation cttmcwlnm. At the same time, the panel coaanrd with Dr. Bcu that very tittle was bring done in safety education on die higher edacatioo level. Little material for ia entice training of teachers is now irtihMc Dew ItWngfT ontlim J safety courses bow bong twgbc at Wayne University. They uaeftafie Wrrisli and methods m safety udMeatiosi wd costractional aids in the fitii g viswl and auditory devices. In addition, safely materials arc integrated in several other courses at Wayne. Miss Byrne stated that first-aid safety education was practically the only course m safety education at Chicago Teachers College. In Dr. Alter** opinion, it is desirable to appoint a coordinator of safety education for each institution if it is possible to obtain framed leadership in safety at the present time. .Dr. Sangreu dosed the meeting by sum marizing the problems presented m the panel as follows: 1. How can we interest administrators in teaching safe living? 2. Is it desirable to have a special course in safety education or have the concept of safe living integrated throughout the gen eral program of education? 3. What responsibility should teachers colleges assume in giving in-service training for safety edocatioo? 4. Should there be a dearing boose for what is already being done? 5. Is it desirable to have a coordinator of safety activties in catch member school ? 1X8 33rd National Safety Congress, 1944 . School and Coilege Sessions 119 WEDNESDAY AFTERNOON SESSION October 4, 1944 Presiding: H. T. Hkald, Pres., Illinois Institute of Technology, Chicago, DL, and VicePres. for Schools and Education, National Safety CnnadL F^dudogicd Aspects ot Accident Ptewention By BBNB8T R. WOOD Consultut* Administrative Coumfal--, Centar for Safety Krfaration, New York University The purpose of this paper is to answer, in part, three questions: 1. What axe the chances that a person will be accidentally killed, or permanently in jured, or oon-fatally injured before, he reaches a gma age? 2. What arc some of the human factors which enntrihate to accidents? 3. What psychological principles may be utilized to help mdividoals to make adequate adjustments to life situations so that they may live courageously and dangerously, yet with a greater margin of safety? The Chanraa to tide failrid--I of Acci dental Death, of Pcosnau: hqny, and of Noo-Faa2 Injury The following estimates are based aaoo data, presented m Accident Facts, 3941 Fdi- tiem. The year 1941 was selected %frame it was the latest year before the hdor of war influenced the data. Ondbe basis of the 19ff accident reports, a child bora today has one dunce ia 82 of being accidentally killed before he reaches the age of 2S; one rhinrr in 21 of bug permanently disabled; and better than a one to one of injured- Wf is to have many narrow escapes. Let. examine the record with reference to various age groups. Table I presents the number and percentage of accidental deaths for each accident classification for various age groups zb 1941. One can see the fre quency of different loads of accidental * death within a given age group. Thus, (2)* B?n per cent of the total number of accidental Skath$ of cSuldrei less than 5 years of age [resulted from motor accidents; (4) 21 per keat were caused by burns; and (9) 19 per cent resulted from mechanical suffocation. By reading down a column one may also see the relative frequency of a given type of accident at the different age levels. Thus, (2) motor accidents accounted for 20 per cent o*aff accidental deaths in the 0-4 age group; 42 per cent of the 5-14 age group; 59 per cent of the 15-24 age group. The numbers i PfnnAwl refer to the coluiau of (Be table. TABLE II Relation Between the Number of Accidental Deaths and the Population for Each Age Group for 1941 65 and above Age not StatedTotal Appronoutc IVpalitkn* (2) 11,040.000 22,010,000 24.030.000 40,250,000 26,670,000 9,220,000 133,220,000 Acddenl Puth (3) 7,052 6,702 14346 22,963 22,509 27.701 220 101,513 Number of Dwds per 100.006 (4} 63.9 30:4 59.7 57.1 64.4 3005 Rate* oi Deaths to tapolatian < 1:1565 1 :3284 1:1675 1:175I 1:1165 1:333 IppraxsmjJc peynietiaa of each age eroap vo deteirolnrd on the basis of tbc total nambcc of ***>hf (3) jud tnie nafflihw of death* (xr 100,000 (4). TABLE I The Number and Percentage of Deaths for Each Classification of Each Age Group for 1941 (Table U based on data presented in 1943 edition. Accident Facts, page 56) Aae Gwp Motor > Falls (> Beat* Drews* Isi^ <> <55 (4) <7> Hednot* Puc- tl Syf- AU BMW hcWNA Often 0-4 No _____ 1,378 % 20 420 1.510 650 6 21 9 98 530 18 82 1,340 1.044 1 19 IS 5-14 No _____ 2,838 ' 500 % 42 8 750 1,320 256 11 20 4 UO 436 Z7 15-24 No _____ 8,414 % 59 990 690 1,650 886 300 710 '7 5 12 6 2 5 2544 No _____ 11.069 2^80 1,630 L700 1,878 % 48 11 7 7 8 4544 65 and above No _____ 9,829 4,700 1,540 1,160 1,627 % 44 21 7 5 7 No -------- 6,367 16^60 1,680 420 612 * 23 59 6 2 2 880 4 550 2 2 92 In Table II attention is directed to the itioo between the number of accidental jdeaths and the population of each age group jm 1941- (S) One child to every 1565 dnl- ren in the 0-4 age group was accidentally killed; 1 to 3284 of the.5-14 age group; 1 to 1675 of the 15-24 age group; 1 to 1751 of the 25-44 age group; 1 to 1185 in the 45-64 age group; and 1 to 333 in the group of 65 years and over. ' TABLE III The Chances That an Individual of a Particular Age Group Will Lxye or Be Killed During One Year and Daring the Years of the Age Group. (It is assumed that . all factors would remain constant as of 1941) Naobcr cf Ytos n AfrGnto Chances Ghta Daft lino* Chinon Dvriajt Act Group of Uriot Death Xitio of Oath to Pop. of Age Group (2) (9) (4) () (4) <7) 5 V1565 1564/1565 .99681 .00319 IQ L/37g4 3283/3284 .99696 .00304 1-314 1329 10 1/1675 1674/1675 .99405 .00595 1:168 20 1/1751 1750/1751 .98864 .01136 1:88 20 1/1185 1184/1185 .90098 .01902 1:53 10 1/333 332/333 .97038 .02962 1:34 Age not given Total 74 No _____ 39.969 % ----------- 39 20 25,470 25 20 7,820 .8 30 6,930 7 33 5,390 5 Table III shows the chance that a person be accidentally killed daring the time corresponding to each age group. [(7) There is one chance to 314 that he will be killed before he is 5 years old: ooe dunce to 329 that he will be' killed daring the 5-14 year period; 1 to 168 during the 15-24 year period. 120 33rd National Safely Congress, 1944 TABLE IV The Chances That an Individual Will Live or Be Killed Between Birth and the End of a Particular Age Group. (It is assumed that all factors remain constant as of 1941) Age Group 0). NYuembr$erioof Age Group (2) During Co Age aaoex Group, of living (5) Dah <4> Ratio of Population oi Age G*oa|> (5) APpopprouxlaimtioante 0- 4 ft-14 ................ 5 25 .99681 .99378 .00319 .00622 1:314 1:161 11,040,000 33.050.000 0-24 . 25 .98787 .01213 132 57.080.000 0-44 .... 45 .97664 ,.02336 1:43 97,330,000 0-64 _____________ 65 .95808 .04192 1:24 124,000.000 0-75 75 .92969 .07031 1:14 133,220,000 Table IV indicates the chances that a child will be killed before he reaches a given age. (5) There is one chance to 314 that a child will be killed before he reaches the age of 5; I to 161 that he will be killed before the age of 15; 1 to 82 before the age of 25; t to 43 before the age of 45; 1 to 24 before the age of 65; 1 to 14 before the age of 75. TABLE V . Deaths, Non-fatal and Permanent Accidents by Location (1941) (Based on Accident Facte 1943, page 52) Motor Vehicle* Public (not Motor Vehicle*) Home Occopatioo (i) (2) (5) (4) (5) Deaths 40,000 15,000 31,500 18,000 Nun-Fatal Injuries . 1,400,000 1,800,000 4.650400 1,600,000 Permanent Injuries - -- 110,000 50,000 130,000 70,000 Ratio of Deaths to Permanent Injuries-------- 1:3 1:3 1:3 1:4 Ratio of Deaths to Noa-Fatal Injuries -------- 1:35 1:120 1:148 1:89 Ratio of Permanent to Non-Fatal Injuries-------- 1:13 1:36 1:33 1:23' Total S> 102,500 9.300,000 350,000 1:4 1:92 127 Table V presents pertinent facts concern ing deaths, non-fatal injuries and permanent injuries; also ratios with respect to the place where the accident occurred. For each death there were four permanent injuries. For each death there were ninety-two non-fatal injuries. There was one permanent injury to every twenty-seven non-fatal injuries. By using this set of ratios in connection with the data presented in Tables I, IT, III, and IV one may determine approximately the frequency of permanent injuries and non-fata] accidents. We may illustrate by column (5) of Table IV. Since die fre quency of death io relation to permanent in juries is 1:4, the ratio of permanent injuries to the population of the respective age groups would be -4:314; 4:161; 4:82; 443; 4 '2A; and 4:14. The ratio of non-fatal in juries to the population within the respectiv age.groups would be: 92 to 314; 92 to 16*, 92 to 82; 92 to 43; 92 to 24; and 92 to 14 ScMod and College Sessions 121 TABLE VI Percentage of Accidental Deaths According to Place ft. 4 t-14 7*_44 Age Group CD AU Ages ......... -..... of Death for Each Age Group All CZaiMS f Perth* Motor Vehicle Public (am Motor Vehicle) (2) < (4) 100 17 8 100 40 29 too 54 23 100 44 17 100 41 16 100 33 100 36 16 Home 15) 75 29 11 14 18 62 34 Occupational (6) 0 2 12 25 25 5 14 The above percentages will be found on page 63 of 'Accident Facts, 1942 edition. The percentage of arrwlmul deaths for a given age group with respect to the place where (lie accidents octmial will be found in Table VI. Human Factors^ in jhfariww to Accident Prevention The rate of increase m accidental deaths is such as to be a matter of deep concern. Any attempt to understand the cause of acridTM** reveals the need for more com plete reporting of accident facts- We need to know all we can about the physical enrircnmental factors and about the human factors that have contributed to each acci dent. Only by such complete reporting of die circumstances wader which each acci dent occurs can we approach a scientific evaluation of the part that fmuian factors pfay in accidents. Much has been done to decrease the haz ards where machinery Is used in industry. Ifnch remains to be done in reducing the number of physical hazards m the borne, on Ac farm, on streets and highways, and die* where. So far as I can see. greater progress has been made sn controlling the physical factors in *--*? situations than has been made in controlling the human factors. It is ay befief that the next important advance mast he aade at das point The inadripnlr tea we hare concerning acci dents mtr - am* f the ways in which we may week waw4 leer aatfxci of die tori-- ham. Oh rin--Hy At eootew take can assume ns|--My far k M safety. Today onr seas s--dhiwg 4bc a-- 14 are con sidered dU --ffc -- fact- the strenuous wt--Ho-- f woe. Tfcgr -- a-- completely equipped to take care of themselves under all circumstances. To what extent they should be is not known. Some of them are better prepared than others. As an individual's age increases, there is a gradual and continuous decrease in the amount of supervision and direction given him by others. The amount of supervision approaches zero, but does not reach zero. There must be continuous adjustment to life situation*. The new-born babe starts at zero. He has no understanding of the world about him. He does not possess skills, knowledges, atti tudes, appreciations, techniques, ideals. He does not ha. e insight of the world, neither can be control himself. He is not integrated. However, he possesses potentialities. If he is to have a long, useful life, be must change. By the time he attains the age of 18 be should possess the skills, knowledges, atti tudes, appreciations, techniques, ideals and insights that will hdp him meet life situa tions courageously and successfully. He should be so integrated that he can control in the major life situations. If he is to gain self-control, many educa tional forces must play a part. Parents, older brothers and sisters, neighbors and neighbors' children, teachers, policemen, doc tors. nurses, lawyers. Red Cross workers, Y.1C.CA workers, playground directors, automobile drivers and passengers, employers and employees, et cetera, must have a better mderstanding of the accident problem. They must understand better the characteristics of the child and bow he adjusts. They must understand the goals to be reached and the methods of procedure. Their efforts most 122 33rd National Safety Congress, 1944 be coordinated. It must be an "all for one and one for all" program of education. It is a difficult task, but not an impossible one. There are sufficient leadership, intelligence, insight and financial means to accomplish it, provided there is enough unity of purpose. The limits of this paper will permit us to study but briefly the problems of the re spective age groups. In each group we shall consider (1) part of the accident data, (2) some of the human factors involved, and (3) some suggestions for prevention. 0-4 Age Group Accidents .............................Table 111(7): Death 1:314. (Permanent disabilities 4:314; non-fatal accidents 92:314.) - Where..............................................Table VI: Home 75%; Motor 17%; Public 8%. Classification....................................Table. I: Burns 21%; Suffocation 19%; Motor 20%; Drowntngs 9%. These facts direct our attention to bums received in the home. Fire is essential in the home. The child's senses are hungry for stimulating situations. He is attracted by fire. His normal response it to move toward fire. If It >5 &n open fire his clothing may ignite. This is especially disastrous if other members of the family are not present The responsibility of the adult members of the family is dear. If they understand the dangers, they will take adequate steps to prevent such an accident There is an other obligation that falls upon the parents. They. most, train, condition, and educate their baity so that he will stay a safe dis tance from fire. They can not reason with him before he has sufficient experience. But these early situations are the beginnings of later meaningful experience. At least they should be. - It is important that the child be given ffie right start. A successful trainer of dogs once said that when he began teaching a dog a new trick he never permitted an ex ception to occur. It is just as important m the training of a child not to permit an exception to occur. During this age period, especially the early part of it, it may be necessary to provide a direct immediate punishment for the overt act If punishment is used, care must be exercised so that the child will associate the punishment with the fire situation. In one instance, parents tried to talk with their first child about running into the street. It did not accomplish the purpose. When their second child came along, they used immediate punishment for the first overt act. After two such punish ment situations, they had no further trouble. 5-14 Age Group Accidents..............................Table III (7): Deaths 1:329. (Permanent disabilities . 4:329; non-fatal accidents 92:329.) Accidents ............................Table IV (5) : .044 age group: Deaths 1:161 (4:161, .92:161.) Where ............................................ Table VI: Motor 40%; Public 29%; Home 29%. Classification ....................................Table I: Motor 42%; Drowning 20%; Bums 11%; Falls 8%; Fire anus 7%. During this age boys and girls gain con fidence in exploring the world about them. The radii of their explorations increase very rapidly. They are continually meeting new situations, many of them possessing poten tialities 'for disaster. It is m these situations that the young person must be aide to utilise his experience. If tie does not have adequate experience and it. he may lose his life Children should not be denied the privilege of exploring the world about their homes. The experiences gained are essential to their general development. Responsibility rests upon adults for knowing where the dan gerous situations arc that children must face. Adults must seek adequate safeguards. In certain instances it means (be removal of the element of danger, or a warning of it. In all eases it means so training the young person that he will have a better opportu nity to meet the problem and solve it. It would be desirable for the adults and the young of the community to face together these points of danger and to provide all possible means of protection. It should be a cooperative affair. When we face the tragedies which occur, we begin to raise questions about the effec tiveness of the ose of learnings in situa tions other than those in which they were first learned. It is the problem of transfer of training. A large volume of experimental work has been dooe. Sufficient is known about transfer to he of assistance if the facts were used. In too many instances is learning situations, parents,* teachers, and School and College Sessions 123 othere talk about transfer while practicing formal discipline Uckmifmrs. I am afraid that part of the activities of our school safety programs are open to this charge. I have tea interested as an ob server in the school safety traffic patrol The members of dm patrol do an excellent job whes OB dray. Certain of these patrol members become very conscious of the tying of wixat they da Others do not. Most at the od*j tMdfwi sweet the patrol and obey the upah at the guarded points about the school. 1 hare watched these same children away from school Many of them do not hesitate tt> violate afl of the rules they have obeyed arouad the school. They dash out into the street ter a ball Younger and older children pfcgr as the street. There is tittle carry-ewer to the borne community. There could be a frattcr carry-over if the essential principles and coofitiom of transfer were utilized. There k need for a closer cooperation of the heme; the school and other community agencies. So long as there is little coordinated, cooperative effort these agencies, so foog as the specific goals are not known nor understood, so long as parents and others do not know the signifi cance of desirable steps of procedure by means of which the grab may he attained, tiie effectiveness of the school safety pro gram will fall short. Let us go bock to the school safety patrol stationed at the inportant corner where the main highways cross. There is little gained by woe repetition. If the member* of the patrol and other popds go through this cross-road procedure each day merely as a matter of farm, they wiO me Stile of this experience in other tnffc situations. The experience would be more effective if the pupds were (UStiow of the rela tionship of the pcobtons of this intersection lo the probfan* of other intersections. It would be unrt significant if they realized that no two situation* are the same in all puticahn. The great and red lights may be constant at tins poira buz not at other points. The bnsnaa btup hwhal are al ways different. Even *---g** major elements of the total giratWi may indicate safe pass age, the pupil anut detect quickly the signifi cant element that is different. It means that every pupil CTta at the patrolled corner. should be alert and oa his own in detecting the nature of all the essential elements in the situation, even though the patrol member has indicated safe passage. A better job of teaching can be done. To what extent are the lessons on safety bring put into practice in the home com munity? This is one of the add tests of the effectiveness of teaching. The job of teaching is Dot completed until there is evidence of continual progress of the pupil in putting into practice in whatever life situation he faces the essentials presented in the school envirootent. There must be a closer relationship among the various agen cies (school, home, police, et cetera) in determining the effectiveness of the teaching. In a community where the teachers are arid to be doing a fine job of teaching safety there is little evidence of its carry-over to the community. Parent* are not conscious of the great hazards their children face each day in playing m a busy street near the intersection of a roam thoroughfare. Near the school the children are protected and are carefuL They are neither protected nor careful in the neighborhood of their homes. One mother said she did not want her children m the street but that they would play in the street, and she thought they Would in time get it out of their system if she let them do so. They continue to play m the street. The parents must be reached and their cooperation secured in teaching functional safety procedures if tbrir children are to develop attitudes and habits of safety. We do not folly realize the influence of proper motivation in the lives of children. What results could be accomplished in a community where all understood motivation and the means of securing it. Recognition of desirable^ positive behavior of a child is very important. When he knows that he can utilize his learnings tn real life situa tions and that they are recognized by others, he becomes a different person. There is nothing that is quite so important as suc cess in life situations. We have not appre ciated the full value of appropriate awards for high levels of functioning in the places where the add tests are met. Why should not the boys and girls in our communities who have achieved a high level of perform ance receive high recognition? 124 33rd National Safety Congress, 1944 15-24 Age Group Accidents_______________ Table III (7): Deaths 1:168 (4:168; 92:168). Accidents..............................Table TV (5) : Age group 0-24, deaths 1 *Xt (4 2; 92 2). Where.............................................Table VI: Motor 54%; Public 23%; Occupational 12%; Home 11%. Qa&sifiatiou ____ _________Table I: Motor S9%; Driving 12%; Railroad 6%; Burns 5%; Firearms 5%. This is the age group where accidental deaths caused by the automobile reach high tide. The child reaches the age at which Use state grants him the privilege of sitting in the driver's seat of oqg of the powerful mechanical miracles of this age, even though he does not understand its potentialities nor his own responsibility to other members of society. Because of his appearance in the driver's ' seat, he believes that he has attained a v^ry high position. Yotmg people who may have paid little attention to him up to this time begin to cultivate him. Yotmg ladies indi cate a greater interest than formerly. He and his social group can reach places they could not before. The radius of his world has suddenly been increased. When another group Wow their horn and pass him, he and his group are apt to show them a thing or two. He may become emo tionally stirred- If he and his party have been drinking, and if it is dark or risibility Is poor, and if the rood conditions are not the best, the hazards are great. Is it any wonder that the accidoit rate by automobile is so high during tins period? Excellent progress is being made through driver training school programs. The need is great. - Analysis of the elements in automobile aeddeots directs attention to such factors as the following; 1. Drivers are violators in 2 put of 3 aeddeots. - 2. In the dties, 3 of 5 victims are pedes trians. ' 3. \\% ox the drivers and pedestrians have serious bodily defects. 4. 9% of the vehicles are unsafe. 5. Pedestrians are hit at Intersections, be tween intersections, In coming from behind parked cars, when walking in the road and when playing in the road. That list reveals the importance of mean ings in the lives of drivers and pedestrians. The rapidity of the development of the automobile together with the case with which the privilege of driving can be secured has given tittle time for the devel opment of the essential meanings that should function in the every-day lives of drivers and pedestrians. The development of the meaning is the most important task to be done. At the same time it is one of the mbst difficult tasks. The development of the meaning of the automobile should be accomplished before the potential driver reaches the age when he can occupy the driver's seat. Not only every driver but every pedestrian should receive this training. If the development of the full meaning of the automobile could be accomplished during the first 15 or 16 years of*the child's life; be vodd under stand the necessity for keeping at all times complete control of the automobile, control of the outside physical factors, and control of himself- This cannot be done within a few weeks when he arrives at the lawful age for driv ing. It most be started during the pre school period and continued through the school years. It can aot be done by the school alone. It can be accomplished through the intelligent cooperation of the school, the home, and other agencies. r 25-44 Agu Group Accidents---------------------------Tabic HI (7): Deaths 1:88 (4 8; 928). Accidents----------------------Table IV (5): Age group 0-44, 1:43 (4:43; 92:43 'or 2:1). WhereTable VI: Motor 44%; Occupational 25%; Public 17%; Home 14%. Classification..................... Table I: Motor 48%; Falls 11%; SUBroud S%; Burns 7%; Drowning 7%. Let us consider a few fads in relation to occupational accident*. An analysis (Accident Facts, 1943 Edition, p. 17) shows the relationship between two sets of fac tors: (1) hazardous arrangement, improper guarding, defective agencies, unsafe dress, no mechanical cause; mid (2) improper attitude, lack of knowledge or skill, no per* School and CoUege Sessions 125 sons) cause. This is helpful so far as it goes. There is need for a better under standing of just what human factors arc involved. However, the importance of de veloping in workers adequate meanings of the total situations is evident. If adequate meanings can be developed so tha* each person understands what he is doing and its Fetation to nimseif and ah of his co-workers. Iris attitudes are apt to be in keeping. If be has or can develop a sensitivity toward potential dangers to him self and to other* and will take steps to eliminate the hayards, accidents will be re duced. Appropriate goals can be set up which be understands and approves. He can be trained to take the necessary steps to attain these goals. Provision can be made to detect his lack of hiright. Sow in telligence, incorrect skills or lack of skills, and physical Badeqwoo. Tins calls for the expert. Many large industrial organiza tions hare experts. The fruits of their tabor are noteworthy. 45-154 Age Groap AccidentsTabic III (7) : Deaths 1:53 (4:53; 92:53.) Accidents.......................... ...Table IV (5) : Age group 0-64, deaths 1:24 (424; 92:24 or 4:1). Where-Table VI: Motor 41%; Occupational 25%; Home 18%; Public 16%. riaTOfifttitw---- TM I : Motor 44%; Falls 21%: Boms 79#; Railroad 7%; Drowning 5%. These facts direct attrmioo to the high percentage of deaths (21%) rcsoftiug Horn falls. Age Group 65 wad afaaw AccidentsTable III (7) : Deaths 134 (434; 9204). Accidents . ___-.....Table IV (5) : Age gnuup 0-73, Aaltn i :14 <4:14. 92:14 or 6)5:1). Where Table VI: Home 62%; Motor 20%; Public 13%; Occupational 5%. Classification ------------------------------ Table I: Home 62%; Motor 20%; Public 13%; Occupational 5%. Classification...................................Table I; Falls 59%; Motor 23%; Bums 6%. Sixty-two per cent of the fatal accidents occur in the home, 59% of the fatal acci dents are falls. Important changes take place as a person attains the ages of 50 and above. The changes over the years are so gradual that the person i? not fuBy aware of them, their nature or their significance. The older per son is apt to think that be is as capable as he ever was. No younger person need give turn a hand or tell him that be is too old to do this or that. He knows better, because he has in previous years demonstrated again and again his ability. It is important to get ready to meet the oncoming years by gaining a fuller meaning of bodily and mental changes in order that we may gradually modify our activities so that they will more nearly harmonize with our abilities. During these years our eyes and cars may not be so efficient, our bones are more brittle, our coordination not so certain. One should understand all these factors in relation to his behavior. Advances have been made by the pioneers in the field accident prevention. How ever, tTHjch remains to be dooe. We are on the threshold of great advances. As a larger number of persons become aware of the significance of the accident problem, the situations in which accidcuts occur, the human factors that contribute 4o accidents, the principles that can be used to assist every individual to make adequate adjust ments to life situations, advances will be made. la making these advances our objective will not be to fill our children with fear. They most be so taught (1) that they have the full meaning of the dangerous life situa tions, (2) that they can detect the dangerous elements, and (3) that they possess essential skills, knowledges, attitudes, appre ciations, techniques, ideals. They can then face life situations courageously and dan gerously, yet with a greater margin of safety. 126 33rd National Safety Congress, 1944 Winding Up This Mechanism By P. B. JACOBSON Rupi'ifntmliiit, Bubtic Schools, Davcnpottt Iom Nothing is so comforting about an acci dent as the thought that the percentage of accidents wiii decrease if you do some thing about than---if you pay some atten tion to them . For example, an advertisement in Cleve land stated there bad been a reduction of 82 per cent in deaths by commercial ve hicles; 69 per cent in fatal accidents in industry; 69 per cent decrease in home accidents; 68 per cent decrease in other deaths; and 33 per cent decrease in traffic deaths. You can get results, particularly if you put on a program which people consider sensible. In this process of acci dent prevention, the National Safety Council has been a factor, probably doing more than any other organization to pre vent accidental deaths. The school has a reason to be particu larly concerned about the mortality rate among young people, because accidental death is the greatest single cause of death in the school year. Schools have accepted the responsibility of doing something about teaching safety and practicing it. During the past quarter of a century there has been a great dramatic development in safety education, particularly as it has been manifested In the school patrol, which numbers over three hundred thou sand members. The school patrol is probably the most common single element of school safety programs, and the most readily, visible one in every community. A brief study was made of the young sters in one city. Fifty-eight per cent had had experience on school patrols and 90 per cent who had participated said it had been of value to them. But I should like to make two points about a safety patrol clear. One, the safety patrol is only a portion of the total safety program. Two. no clear decision has been given by the court concerning a school administrator's responsibility for liability from accidents resulting from traffic direction by a minor appointed by the school administrator. - Content and Method The content of safety education comes from textbooks, workbooks, slides, films and from "Accident Facts,** published by the National Safety Council: Content in the lower grades consists of sensitizing children to the hazards of scooters, bicy cles, and pedestrian dangers as well as dangerous toys. 1 should like to empha size the fact that I think we have used too little restraint. We plight be more drastic in the way we restrain children in the schools from doing some of the dangerous, things they are inclined to do. In tbe intermediate grades, emphasis is placed on fire prevention, water safety and first-aid. and safe places to play. Iu tbe junior and senior high schools, safety instruction deals with bicycling, safety in the shop, gymnasium, and cor ridors-- the places where accidents fre quently happen. Safe driving and safe playing locations are also given some em phasis. It has- come to my attention that at Grant's Pass, Ore., bicycles are licensed and when the bicyclist has accumulated Affident demerits, tbe bicycle ts. put in jail so the youngster cannot jeopardize his safety in the immediate future. Such a procedure would be an impossibility in a large city .because of administrative difficulties, but it works well in small communities. In Indianapolis a fire-day pre-school meeting is held to train school safety pa trols and! safety officers, so they can better carry out their function of protecting children. Methods in safety education revolve largely around the study and report of text materia! with discussion by the youngsters, safety films, discussion of school aeddeots, fire prevention surveys, charts, graphs, and poster construction, pupil slrits on safety. There are some tests of knowledge. By and large, safety in- Schcol and College Sessions 127 structioo is not so well organized as the more formal part of the school program. Generally, the director of health and safety education has only part time, or no special time, set aside to promote safety education. Because such a large propor tion of the accidents in tbe school occur in the gymnasium and on the playing field, it seems to me there Is good reason for attaching health and safety to physi cal education departments. It is also heartening to know that fortyone states are pasting some attention to health and safety through state depart ments of education. Because no place is set aside for safety education in tbe bud get, it is ordinarily wnttsed to cost very little. Administrators have thought, "Wc have teachers who can teach safety edu cation in the regular periods, so it oosts nothing.** That is incorrect. It costs as much as anything rise, for you teach it in place of another subject when you take the time to teach safety. Our accounting method should be arranged so that we can say that safety education is a vital part of the total program and that we have allocated this part of the total cpet of the schools to it. I think, we may make the generalization that there is too much overlapping be tween the materml provided in the pri- and the intermediate grades. A ess in many of the programs, al though I rather favor this procedure. Is the fact that it is taught in connection with other subjects, and so may become incidental or accidental. Minneapolis. Philadelphia, Cleveland, and Kansas City have programs in which safety ts taught. C!euriand*s plan centers around the months: October--fire preven tion; November street safety; December --home safety, including tbe Christmas tree; January--winter driving, coasting, hitching; snowballing; February and March -- first aid; and during tbe late months of tbe school year, swimming and boating, going barefooted, and identify ing poisonous plants. Some schools have made use of safety councils, and their programs have been most effective. The council is another means by which safety can be promoted. but it is not nearly as common yet as school safety patrols. Secondary School Program Safety programs in the secondary school are described best as chaotic. They are not as well developed as at tbe ele mentary school lcveL Where it is taught, safety ts frequently a separate subject, a unit in another subject, or correlated with some other subject in the curriculum. Tbe best Work in safety training vt |n tb shop courses with reference to hazards in tbe shop. Many schools have allocated safety to the social science department. Oyster Bay, N. Y., for instance, has it in the ninth grade social science course. Indian apolis teaches safety in the ninth grade and also provides driver training in the tenth, eleventh and twelfth grades. Greatest attention to driver training b been given at the senior high school level, although since the war the emphasis there has fallen off markedly due to tbe ina bility to obtain the necessary vehicles. The driver training program was not or iginally operated by school men, but we expect It will be a vital part of the safety program in the post-war secondary schools. It seems to me that if we arc going to have adequate programs of safety edu cation, we must strengthen the teacher, one of the weakest links in the safety program. We must have an in-service training program to teach teachers to be cognizant of safety, just as in the past we have had to have-programs to teach the importance of extra curricular activi ties when we brought them into tbe program. One other point. The other day a junior high school principal in my com munity bad a reckless driver arrested be cause he bad jeopardized the life of a child in the schooL No accident--nothing happened, but we were able to have the driver's license taken op by the judge and put into cold storage for a considerable period of time. I believe we have done that young man a service, and I am cer tain we have done the community a serv ice, and we have practiced safety. I think all too frequently we, as school people. 128 33rd National Safety Congress, 1944 School and College Sessions 129 hive not insisted on safety regulations in the vicinity of the school. We must do so. In conclusion, let me say that accidents can be reduced. Schools cannot ignore their responsibility. Sufficient material can be articulated with the other sub jects. We must have someone to direct the program in a school system. main theme. Examples of clubs of this type are: the Bicycle Gab whose purpose is to teach its members of the rules of safe bicycle riding and bow to cane for the bicycle In order to avoid having acci dents; and the Red Cross Clnh which in PARTICIPATION VS. REGULATION structs its members in the need for and A Panel Ditewdoe the use of First Aid. Certain other clubs make safety a secondary aim. These in Discussion Leader: Francis L. Bacon, Principal, Evanston Township High School, Evanston, III. clude: The Press Club whose memberswrite editorials and articles featuring some phase of safety for every issue of Panel Members: safety programs over to dads and the school newspaper; the Sports Club Lester Ball, SupL, Board of Education, District No. 106, Highland Park, UL Harold K. Jack, Supervisor, Health 4c Physical Education, Department of Ed ucation, St_ Paul, Minnesota. R. H. McKay, Principal, W. E. Greiner Junior High School, Dallas, Texas. Sister Mary Cakvclyx, Mantle- Iein College, Chicago, Illinois. Sandfobd Sellers, Jr, Headmaster, Elgin Academy/ Elgin/ Illinois. Dh.'Neil H. Grassick, Chief, Police De partment, Kingsville, Ontario, Canada. DR. BACON: Each member of the' panel will be asked to give a brief state ment of bis opinion of the problem, "Par ticipation vs. Regulation.** MR. BALL: First of all, I should like to make an observation in regard to the elementary school- I often wonder, after I hear about possible sources of acci dental deaths, how our youngsters escape. I should like to point with pride to our elementary schools. By and large, I think they do an increasingly better job of making your children conscious of the needs for safety and, as a matter of fact, 1 think our youngsters, by and large, out strip their parents by 50 per cent on the matter of public safety. . In the matter of participation vs.'regu lation, I am speaking of elementary school people. It is not a question of having a child participate in a safety pro gram or regulating him. We do both. However, my concern'** with getting par ents to participate. We cannot have a safety program in a community for chil dren and not have safety regulations lived up to by the parents. My suggestion would be, let's not quarrel over regula mothers. which gives very definite instructions oa MR. McKAY: With the coming of the how to play school games in such a way 20th century, many changes developed in g that no one will get hurt; the Girt Honteducational fields. The teaching of read S Makers Club which studies home safety; ing, writing, and arithmetic in the little S the Library Club which exhibits books red school house has grown to an en a sad magazines pertaining to safety. Every riched curriculum in large consolidated I dub some time or other during the year schools. One of the most timely, the most I has occasion to explain safe ways of domodern, and the most necessary of these I ing whatever the members undertake. new subjects is SAFETY. If American children arc to reach adulthood nnmaimed and enjoy life to its fullest, they must be trained in live safely. How is this to be accomplished? The answer is of course by making safety an attitude from the first grade through the twelfth. The or ganization of the junior high school lends itself peculiarly to the teaching of safely. Numerous opportunities are presented dally, yes, almost hourly for effective lessons in practical safety. In my own school, safety education may be consid ered under six salient, divisions: the HOME ROOM; the CLUB; ffie STU DENT COUNCII-r the BULLETIN BOARD; the CLASSROOM; and the ASSEMBLY. In the home-room a great variety of safety handbooks and traffic pamphlets are available to the-students. Among those most frequently used are: Avoid Arrest and Punishment; Contribution to Traffic; Drive and Live; Facts Aboat/Traffic Acci The Student Council is one of the most important places for teaching safety m the junior high school. It is made up of two representatives from each homeroom. At its weekly meeting safety practices are discussed thoroughly among the council members and they in turn present the topics for discussion to the homerooms. In the council, the pattern is developed for behavior in the halls, on the stairways, on the playground, in the lunchroom, dur ing fire drills and on busses and street ears. The students have agreed to keep to the right in the halls and observe the directions "Up Stairs and Down Stairs" to avoid congestion on the stairs. On the | playground they try to follow the instruc tions previously given them by the physi cal education teachers. In the lunchroom, they try to remember not to run in line, not to push, not to spill water and food, and they try to remember to sit with their chairs flat on the floor. Daring fire drills dents; Vehicular and Pedestrian Traffic; the students close their windows, tran Handbook for Drivers; How Is Your soms and doors, foil in line quickly and Driving?; Signal Your Intention; Smash march out of the building. When riding Hits of the Year; the Travelers Quiz; busses and street cars, the students are .and more recently the materials from the taught to board the conveyance cau National Safety Council. With this infor tiously, to be seated at once, to keep mation at hand the pupils carry on round hands and heads inside of the window, table discussions, quiz programs, contests and exit carefully, going to the curb near and campaigns. est them before crossing the street. Two tion or participation, but let's get oar Several of the clubs make safety their council members are appointed by the president to represent the school at the Juvenile Traffic Court. The Bulletin Board in the main hall proves to be a popular meeting place. Stu dents gather there before school, between periods and after school to read the no tices. Almost every week attractive safety posters appropriate to the season * dis played on the bulletin as a quiet but very effective way of getting across safety ideas to a large number of students. In the classroom every child takes dur ing his first year a six weeks* course in safety. This course is primarily on traffic safety but all phases are considered briefly. Safety is also taught in dozens of other classes daily. In the art classes the pupils are taught the proper use of the paper ratter, scissors and tools used in the crafts. In English classes themes arc assigned on Fire Prevention and Safety in general. la the foods classes, special les sons are given in the use of gas and elec tricity. The physical education classes arc cautioned to use the gym equipment in the right way and to obey the dressing room regulations for their own protection. In social studies, transportation and com munication are used as a basis for lessons in safety. In mathematics, graphs and tabic* are used to show the facts of traffic conditions. In the metal and wood shops, detailed instructions are given in the use of machinery and tools. First aid is given all injuries, boys are cautioned sot to lift heavy objects unassisted, and to always protect their eyes with goggles when grinding tools or materials. Safety reaches its culmination in the Assembly. The various activities on Safety, formal and informal, direct and indirect find expression on some type of safety program. During the ensuing year the assembly schedule includes: a play titled The TraffU Court; a quiz program on Safety; a moving picture on fire titled A Stitch s Time; a fire prevention pro gram demonstrating Dangers m the Home; a series of class instruction periods con ducted by the State Department of Pub lic Safety; and a talk by the Chief of Police followed by a round table discus sion in which the students are privileged to ask questions on traffic laws and ob servances. Participation in the afore described 130 33rd National Sajety Congress, 1944 safety activities has resulted In the or ganization of a Juvenile -Traffic Court which was made possible through the Traffic Commission. The- Traffic Com mission of Dallas is composed of the presi dents, or officially appointed representa tives from, the major civic and business groups such as the Chamber of Com merce, Retail Merchants, The Bar Asso ciation, The Parent-Teacher Association plus those public officials having a degree of responsibility In the movement such as the District Attorney, the Sheriff, the City Police Chief, Traffic Engineers, City Manager, Corporation Court Judge, and the like. Funds for the continuance of the commission are donated by Insurance Companies, Motor Fleet Companies, and Industrial Plants who realize that the work of the commission not only reduces traffic deaths but is an economic measure as well. This group has succeeded in get ting the appointment of a Director of Traffic Education and is assisting the Pub lic School System in introducing Driver Training Courses into the secondary schools. (Taken from the Manual of the Juve nile Traffic Court of the City of Dallas.) The Juvenile Traffic Court of the City of Dallas is in session every Saturday morning, beginning at 9 o'clock, the Cor poration Court Building, 2012 Main Street. Negro sections of the Court are in ses sion at 7:30 pjn. every Wednesday, alter nating each week between Booker T. Washington and Lincoln High Schools. - Juvenile Traffic Court functions for per sons between the ages of 10 and 17 years who have been charged with traffic viola tions. A child who has not reached his 10th birthday or who has passed his 17th birthday cannot be tried in the Court; therefore, if such a Juvenile should be charged, the Judge most dismiss the case without penalty to the defendant. Jurisdiction of the Court: Juvenile Traffic Court has no jurisdiction whatsoever over juveniles of any age, and whatever authority it has over juveniles between the ages of 10 a"d 17 it derives by reason of the fact that such juveniles, if they should fail to comply with the orders of this court, can have their cases referred to, or charges filed in. County Juvenile Court, which does have legal authority. Officials of the Court are representatives of the senior and junior high schools of Dallas and of the Dallas organization of the Boy Scouts of America. Daring the school year, boys- and girls who are chosen by their student councils serve as officials of the Court, while during the summer Boy Scouts conduct the sessions. Each of the ten senior and junior high schools is repre sented by two students. Membership of the Court is divided into two sections, with one representative serving with Section A and the other representative serving with Sec tion B. The two sections alternate, from Saturday to Saturday, in holding court Because confusion invariably revolts m operation of the Court when new officials assume their duties, every officer of the Court is urged to continue serving until his successor has been named and inducted. Certificates for Officials: Every official of the Court who has conscientiously per formed his duties is awarded, at the close of his term, a handsome certificate, signed by the City Manager, the Judge of Corpora tion Court, the Chief of Police, the Chair man of the Citizens* Traffic Commission, and the Chairman of the Juvenile Education Committee of the Citizens* Traffic Commissica. There are eight offices of Juvenile Traffic Court, as fallows: Presiding Judge; Asso ciate Judge, Public Attorney, Assistant Public Attorney, Clerk, Assistant Clerk, Bailiff, and Assistant Bailiff. At any session of Juvenile Traffic Court when there is an insufficient number of officials to fill all places, offices shall be filled m this order: Presiding Judge, Public Attorney, Clerk, Bailiff, Associate Judge, Assistant Clerk, Assistant Public Attorney, and Assistant Bailiff. Penalties: Each child starts with 300 points. He retains these points intact- as long as be follows the safety regulations listed in a little pamphlet given him at the beginning of the school year. - On the first and second convictions, the .judge may deduct one hundred merits, but no other penalty is permissible. On the third and subsequent convictions, the judge School and College Sessions 131 may,' in addition, deduct assessments* as follows: * 1. In the case of an automobile driving offense, he'may suspend the driver's license for a period not to exceed six months. It has been suggested that the driver's license be suspended only one or two months except in extremely serious cases. 2. In the case of a bicycle riding offense, the judge may inters the bicycle for a six months' period. It is suggested that bicycle be interned for only one or two weeks, seldom more than one month. 3. In the case where the offender is a pedestrian or an automobile operator who does not have a driver's license, or a bicycle rider wbo does not own a bicycle, it is re ferred 'to the County Juvenile Officer. 4. Any third violation, regardless oi whether the proceeding two were automobile, bicycle, or pedestrian, will be subject to the- penalties of the third violation of a single field. In case of driving without a license, the offender is asked to secure a license and report back to the.court in a month. He is given a suspended sentence of one hundred demerits until he reports baric If the offender fails to report back to the court, the penalty is assessed and the conviction counts `against the offender's record. MR. JACK: In developing any pro gram of education, ail educators to be agreed that participation is one very effective method by which the student ob tains definite concepts which are mean ingful and practical to hb and thereby benefits from such learning experiences. It has long been recognized in the teach ing of science that a certain amoernt of participation in laboratory experience is essential. We know in physical education that participation is necessary in order to acquire baste skills--merely watching the skills or reading about them will not in culcate the desired skills in the mentalmotor makeup of the individual. Some of our most effective teaching In the school has taken place in the science laboratory, in the industrial arts shop, in the home economics and commercial departments, where participation has. been the rale, coupled with an explanation of the reasons and theories behind such acts. In Minnesota we think of Safety Edu cation as one phase of Health Education. We have just recently developed a new health education course of study which places certain very definite emphasis upon Safety Education and which provides some specific instruction in Safety. One of the principles of our curriculum in health Is to provide a learning experience which, is satisfying to the pupil. Sug gested problems involving actual practical situations are given for classroom discus sion or for individual reports or themes, and a list of suggested activities for each unit is provided which gives the teacher a chance to present to the pupils material which has a practical application and giVcs the pupils a chance to experiment and work in the practical situation. These problems and activities in themselves give rise to other problems and activities which any wide-awake and alert teacher can use. We. in oar course of study, are suggest ing the following activities in the part- tiripation program in Safety for our pupils: How Can I Help Remove Ac udent Hazards In My Home? Suggested Activities 1. Make a survey of the ar ^ents oc curring in your borne the pa^c year. To wham did they happen--adults? children? aged? How and why did they occur? How could they have been avoided? What has been done about them? 2. Collect newspaper articles dealing with home accidents. 3. Diagram beating system used at home. Suggest ways fire hazards may be eliminated. - 4. Invite a member of the f.e depart ment to speak to class. Visit fire depart ments. Have fireman demonstrate the cor- rest use of the fire extinguisher. 5. Make a small fire extinguisher. 6l Draw safety cartoons. 7. Plan a radio program. & Use home inspection blank. 9. As a class project, construct a map of your city or community showing the location of fire stations; fire alarm boxes. How Can We Make Our School a Safe Place In Which to Work and Play? Suggested Activities 1. Find oat the number of days of ab sence due to accidents in your school last 132 33rd National Safely Congress, 1944 year and also the cost per year of edu cating a pupil in your school. Determine the cost per day of educating a pupil and calculate the amount of money wasted by accidents. 2. Prepare an accident barometer show ing decrease or increase of accidents in your school. 3. Keep a record of accidents in* your school. Make graphs showing the results of the records. 4. Draw safety cartoons. 5. Prepare safety slogans. 6. Write safety news items and editor ials for the newspaper. How Can Lives Be Saved and Injuries Avoided During Our Vacations? Suggested Activities 1. Prepare a sportsman's code. 2. Set up standards for boating or canoeing. 3. Draw safety cartoons relating l > vacation activities. 4. Write articles for the paper, publi cizing the precautions to be taken for vari ous activities relating to the time of year many persons participate in the activity. 5. Demonstrate artificial respiration. How Can We Reduce the Accident Toll As Future Drivers? Suggested Activities 1. Visit a court in which a traffic case is being tried. 2. Visit a garage or auto show and ex amine a motor. 3. Draw up an ideal inspection sched ule for your family car. 4. Secure state maps; locate state for ests, parks, other places of interest and plan your route for a trip. 5. List the common signs of car trouble. (Allow time to inquire out of school.) 6. Diagram the shifting of gears. 7. Diagram proper passing. 8. Have talk by highway patrol on hazards of driving too fast. 9. Conduct hearing test and eye test. 20. Look up tests for carbon monoxide in cars. 11. Investigate highway cost. 12. Have each student chart his course to school. Mark crossing and list all pre cautions at each. 13. Make 'scrap book of newspaper dip pings regarding pedestrian or auto acci dents. 14. Poster, cartoons or slogans contest. 25. Make spot maps of accidents oc curring in community. Discuss them, list ing ways in which they could have been avoided. . I think a lot of things we have had our children doing in the past have been, so far as high school boys and girls are con cerned, more or less busy work. That is, many of these activities would probably be more suited lo junior high school pupils, and upper elementary school pupils. I think that teachers have an op portunity to Improve the quality of par ticipation by thinking up more purpose" Ini activities for these upper icccwdlry school* boys and girls to cegage m. SISTER MARY CARMELYX: Oar safety interest at Mmsdeleia beta* soon after Peart Harbor when the America* Red Cross introduced first aid the school. In stressing the first bnr of first aid, we had to look accident prerentieu m the hot Following that, one staff ocokr requested a course hi accident pirvfbcte la MU a small group of right atinkata aal tw fac ulty members took this omit It wm a small crowd, but the resold wear worth while. Admiri waters aod a few a At foodley members with whom I tailed wm io har of organizing a safety oooooL lo tee wk mer of 1943 wc scut qaesomwowa* to a group of students whose moms wm selected by the dean. The gsafisomiow were returned with more than tea par saw answered in favor of the cModL TV* were willing; if necessary, to week aw the council. While the returns were adafsctory. we made our first mistake by appooWmg mtwr bars of the couoriL Quite jusAsMy we would have progressed farther if wc waited until classes began and at that tame let tee students appoint upruamtirri. We a few rrgufiticia* They were given to students the first week of cbtots. In our tea room, tray* and hocks were left on the floor; studaotc were sitting oo chans School ana College Sessions 133 at an angle so that the two bade legs were protruding in such a way that someone coming along would possibly knock them over. We had had one accident of that kind. We asked the students to put the trays and books where they belonged. Traffic on the stairways presented another problem. We had signs op at the foot of each stairway "Be quiet," "Keep to the right," and "Use handrail.** The elevators in our building, which is a sixteen-story building, presented difficulty. We have just a ten-minute interval between classes so that we have to have an organized system m order to get students from the basement bookstore to the eighth floor. The regulations were very much resented by the students. That may be why wc were not successful. We had, during the year, a suggestion box placed in the bookstore lounge with the request that safety sugges tions be dropped in. They trickled in slowly. Most did not know wbat to suggest. The first suggestion related to the drinkbig fountain. One student called attention to the fact that the pressure was too low, mod the student bad to put her mouth on the fountains in order to get some water. Once we had attention called to it, it was remedied. The pressure was increased and now ft Safety Council member inspects the fountains and reports decrease in pressure to the engineer. lights worn out to the locker rooms or em tee stall ways were checked by Council otakcl Rcridwt ball representatives were appointed to atady the safety situation in tea too Raikat halls: one is a three-story, totetory tooc. and the other resident hall w tee teinnente and fourteenth floor of wlilMfat Ha aa^tetobaa of our Council was antes A GonoteB was written by the teateato and f^Jty together. Two committon woe argtoiaed: tee Central Committee, tod tee Arrtfiary Committee. Oa tee General Committee we had the Piuikq aad the Dean of the college as --ki 11 ex officio; and the President of tee Student Activities Council, acting ex dSdri. We had a Faculty Director of the f>--rn a Student Director of Council, Secretary, and student representatives from tee following: resident halls, library, home economics, science, athletics, and four gen eral facility representatives. Among the students we had one repre sentative from each class, and one represen tative from each resident hall. We also had chairmen of committees, campus organiza tion, program, art director, and athletic di rector. On the Auxiliary Committee were tee class presidents, ex officio; class representa tives--one for every twenty-five students; club representatives from those organiza tions choosing to be represented. Last year our organization consisted of some eighty-five members which was much too large a group to deal with satisfactorily. According to the constitution, the faculty representatives were appointed by the Presi dent, and the class representatives were elected by tee class. The dubs elected or appointed representatives. Our chairman of the Safety Council, or Student Director, was supposed to have attended a certain number of meetings in first add and accident prevention. 'Die secre tary and other officers are required to have had accident prevention with first aid. It is recommended that the athletic chairman as well as having first aid. etc., must have a senior lifesaving certificate! At the end of last year, two amendments were necessary. One was that the class president as a member ex officio be dropped. She could not come to meetings because of too many other things to do. The other amendment had to do with attendance. If any member is absent from three consecu tive meetings she is considered not inter ested and dropped from the council. In February, Mundelein wm authorized as a Red Cross college unit. In this unit we had a committee on first aid and acci dent prevention. It seemed impossible to run two organizations ax the same time in the school the size of curs, so the Safety Council was taken over by the Red Cross unit as the accident prevention section. This meant some changes in the council organiza tion. We did not need to have such an elaborate set-up, so the Public Relations Chairman of the Unit was unanimously elected as Public Relations Chairman of the ComiaL The secretary of the Unit acts as secretary of the Council, The Art Director of the Council is a member of the public 134 33rd National Safely Congress, 1944 relations committee. We have retained the Campus Organization Representative who is responsible for all activities on the campus. She reports to the Council any hazards, and i the Council is unable to take care o these reports they are sent to the Dean. We do not have student government. A part of the Red Cross unit has streng thened the Safety Council because we have the cooperation of the chairmen of the various departments of the college. The college paper is very cooperative ia giving space in every issue, and bringing safely measures to the attention of the students. This year we have given no regulations to the students. We are going to see if participation will be more effective than reg ulation. The Students remember last year's regulations, however. With the increased number in the cafeteria, I have found only three or four trays left on the floor. They are put back where they belong. "Look out 1 you will have to make oat an accident report." sometimes is said in ion, bat jnst the the students are careful. There are twenty-four hours a day acci dent reports. We try to get these reports, but it is hard. As time goes on. we get more. * We have first aid stations throughout the building. All of these arc reminders. They are in the resident halls, nataloriom. li brary, gymnasium. Red Cross Office, fourth, sixth, eighth, and tenth floors. These things are reminders to the student that they can omit first aid if they pay attention to whal they are doing. We have stretchers, splints, and first aid lats at each location. This year I have been promised some time by the instructor in charge of the practice teachers in order to bring some 'safety edu cation measures to their classes. We all realise some faculty members are practicing safety whether it is in science, or the ath letic department. The athletic department has committees which made regulations and rules for activities. First aid material has been sent to the Christiansen Riding Stables because we did have a very bad accident out there. I think that aside from the items listed above we need something definite to crytulize safety ideas, and while each department ran cooperate in teaching the safety rales peculiar to its work, I think that a class in accident prevention is necessary. I think the need for a safety council must come from the students. They must realize it is not something imposed upon them. Suggestions of activities should come from the students as welL Now faculty and students are working together from the same side of the desk, and I results will be much greater. MR. SELLERS: Safety plays a part in practically everything that we do, and ! think that teachers of all subjects and all types and all grades, whether they know it or not, are giving some safety instruc tions. On the other hand. I would like to submit a very simple program that I think might be used for a good many school* where there is no direct attention given to the subject of safety. In the first place, I think that m introduc ing the subject we have to make people aware "of the fact that there is a problem there. I spent one year with the National Safety Council. In that tunc I visited four different universities where I talked with deans, especially, of agricultural departmeats. Sometimes I was very much sur prised to find that they frit that safely was a very simple matter. They <Sd not see how there was to be any particular con tent grata to a course ia the subject- Bat when these same people engaged were con fronted with some of facts stated by the National Safety Council, with summaries driving home the volume of accidents, their attitude changed, and changed to such an extent that three of those states bad meetings, and one bad more than forty dif ferent state-wide organizations represented in the imrtiic So, it shows that yon can ffiostrate to people the fact that there is a problem. Safety is a problem and I think the first thing we have to do is to introduce the subject ha every one of our schools, and communities. And the next task is to show that there is a local application, and I think that the appointment m the schools of a committee to study safety is a most advantageous thing. We have committees on social affair' and committees cm extra cnrricniar affairs, -athletics, and every other known subject, but I wonder how many of os have com mittees oa safety? I think it Is very prac- School and College Sessions 135 tfcal to have a committee on safety in every school and I would like to see the National Safety Council adopt, as one of its projects for the coming year, the promotion of a safety committee in every school in the United States. I think they would be aston ished to find what a very high percentage of schools have no safety committees while a high percentage is giving no direct atten tion to safety. After we set the local committee to work and they study the situation with which they are confronted in regard to local safety problems, they can then very easily lead people into safety education in a general way so that the people may get a much wider training in the subject I thiuk xt Is important that some general wrting* be held. We need to have meet ings in which the entire school is brought face to face with some of the important facts about safety and some of tbe im portant rales of observing it. That might be done as the industrialists do it: by meet ing* where a big part of it is entertainment and a "red-hot" speaker is brought in who burns away for awhile on safety. That is the kind of safety meetings they conduct and tome are surely astonishing meetings. We can learn something from them. That simple outline I should like to leave with yon as something to shoot at for the coating year. DR GRASSICK: Mr. Chairman and friends: The relationship of the police any where to tire problem of safety, is first of aM, one of law enforcement. The police officer b coolly called in after tbe dam age has bees done. If an accident has taken plane m tbe borne, in a public place, or on our streets and highways, it is the officer's job to see that the victim or victims receive medical care; then he must find all of tbe particulars relating to the accident. He must find out if any law has been violated, and then take sndh action as the circumstances warrant. However, this does not. tell the whole story. The police officer is something more than merely an instrument of law enforce ment. He is also a source of information and education. Every police officer should be familiar with the rules and regulations which have been adopted by the law making bodies of the community in which he functions, for the protection of human life and property. If in tbe course of his daily travels, an officer is confronted with conditions which may prove a hazard to the men, women and children under his jurisdiction, he should take whatever steps may be necessary to have soch hazards removed, or at all events --bring them to the of whatever authority may be competent to deal with them. Every intelligent police officer knows that many laws are violated tmmtrationally, and be should be anxious aA willing to give helpful information to any. and everybody who, in his opinion, is deserving of such assistance and advice. Those of ns to whom the prevention of accidents, is a primary objective, realize that safety education is a local problem. It begins in the home, and then gradually expands into the school, then into the mill, mine, factory or workshop, or such other public activity as circumstances may dic tate. It only becomes a state-wide or na tional problem when the sum total of acci dents becomes sufficiently great, to infringe upon the state or national welfare. Take it either way if you like--the fact remains that you must train the individual to form habits of safe living. That surely is a local prob lem, which calls for local treatment. There may be state or federal assistance, but in the final analysis, the actual doing of the job must be local. I am the Chief of Police in the small town of Kingsville, in the Province of On tario, in Canada. It is a small municipality of some 3000 souls; so being the Chief of Police, doesn't mean much, as for all prac tical purposes, I am the only policeman there. However, the town agreed with me that safety was a local problem. So we appointed a Safety and Welfare Commis sion, made up of the Mayor, MeL:cal Health Officer, the Eire Chief and a number of influential public-spirited citizens, including three ladies, active in public life. I am the Chairman Through our contacts with the Ontario Safety League, we received advice, guidance and literature. Today, we have an active program of safety education for every walk of life in our community. We have sub-divided our Commission into sub-committees. One committee deals with accident prevention in - the home; a 136 33rd National Safety Congress, 1944 second deals with accident prevention m industry; a third deals with safety educa tion in schools and recreational pursuits; a fourth deals with traffic safety. We have established a traffic training school, in which we teach the fundamentals of safe motor vehicle operation, including an essential knowledge of the highway traffic act, and the rules of the road. Our Superintendent of schools is responsible for the teaching of pedestrian safety, and he has established school safety patrols. We have formed a safe cyclist's club. It has approximately 150 members. The members of this club arc systematically taught the principles underly ing: the safe operation of a bicycle. Frankly, we don't profess to know all the answers to any of these problems, and we are open for criticisms and suggestions from any source that is sufficiently inter ested to make a study of what we are try ing to do. In conclusion, may I point out to you that we have been operating for just one year. Prior to that time we had an av erage of about one hundred traffic accidents of one kind and another annually. This year we had less than half a dozen ail told, whether that means anything, or whether it is just another "accident"--I don't know. ' 1 can tell you this much: The Ontario Safety League agrees with us, that safety education is a local problem, and it has submitted the substance of our program to every municipality of 1000 population and over in the province of Ontario, and has urged its adoption. I am rather anxiously awaiting the outcome of this appeal. Another point that may be of some in terest to you is--that this entire program has cost us considerably less than, fifty dol lars to date. I don't believe that ft is necessary to spend a lot of money to put over an effec tive safety program in a small community, but I can tell you what Is necessary. It is-- for a few people to .take off their coats, and go to work, and keep working. I thank you I General Discussion DELEGATE: I represent the elementary school. There has been some question by panel members concerning the work of the school patrols. In most communities where there are school boy patrols, they have been a source of good feeling, and it is consid ered that they have lowered the accident record. Therefore, I question the various censors who feel that the school boy patrol is failing in the work for which it was organized. v DR. WOOD: We mentioned the fact that perhaps some of the school boy patrol activities are net carried over !s!0 .otbc fields. In other words, the school boy patrol .performs the duty on the comer and ddl- dren obey, but when they get four or five blocks away, the story is different. FROM THE PANEL: The proUcm is probably the same as that of a fefiow who goes through a light if the cop is not waath ing. T think I can understand that thBdLroi after school hoars, when the patrols are gone, will forget some of the thing* they have learned. /I do not think they generally forget, however, . If you have leadership in yoar school, a good safety patrol, or safety council, yoo will.get good conduct later on. The school boy patrol caused our child accident record to be much better than that of the adult* Figures are what count. MR. BACON: I should like to suggest one thing. Our safety patrols in communi ties will not get very far. We need paxtidpatioo, but the Chief of Police here has the answer. We want community safety cooperation, complete paitktpatkto with u whole community working cm safety. ' Vve all agree that is what we want. Not partiriparion of a few adults, or safety directors, and committees, but everybody in the pro gram in some way. MR. FESTER (Safely League, Ontario, Canada): 'Dr. Wood, in the introductory statement, made some remark about living dangerously and courageously with the maximum of safety. That pleased me tre mendously. It ts being done now and bring done everywhere. Every day your army jt briny trained to live dangerously and as safely as possible. The competent military officer will tell you that a 1046 trained soldier has 90% chance of bring lolled fit battle; a 50% trained soldier has, perhaps, m 40% chance of bring killed, or injured la buttle, but a 100% trained soldier only stands a 10% chance of bring hailed or injured ns bottle. ` If it is practicable to train soldier* in the School and College Sessions 137 principles of safety and self protection, sorely we can incorporate those principles in the training of our individual lives in our respective communities whether it be in the United States of America, or the Dominion of CanaA*. MR. McKAY: I should like to ask an other question. We are at the point in our i/itfram WhJ WS 212 urnrlfing with ih- Department of Public Safety and we, as educators, fed that if the children partici pate in the study of safety education, when they apply for their drivers' license they should be given recognition and not have to pass a test issued by the Department of PubEc Safety. The Department of Public Safety does not agree with us yet because they issue driver*' licenses and they are responsible for the accidents. I should like to hear it ^ikwI both ways. MR PAUL BERND (Detroit Public School): The police offered us the privilege of licensing drivers after their completing training courses, but we would not assume that job. It meant we would stick our necks out and it would be ridiculous for us to do that. We are only educators. They are paid to test and license these people. We would not do it in any other field, so wby should we do it in this cue? ' The advantage of just doing the training part is that the boys and girls, after com pleting thdr training, go down there and 5cc how these other people go through the test. These trained ones do a better job than the general public They get a feeling of confidence and do better driving because their training is superior. They also come out better on the test because of their su perior driving training MR. McKAY: We are trying to interest people in safety education. We feel if you pass a law that the child has to have safety education in elementary school, driv ers' training in high school and then has to turn right aroood and take a test from the State Department, there will not be any incentive for the diild to want to study safety education. FROM THE AUDIENCE: If the pro gram is vital, they will gladly take it. THURSDAY MORNING SESSION _ October 1944 Presiding: Herbert J. Stack, Dir., Center for Safety Education, New York University, New York City. What to Expect from E&MW.T. By J. X- YKLLOTT Chairman, War Training Commrttaa, Iffifania Inetztotu of Technology Chicago* IHaaoca ' and S. C. WOODWARD Dir,, War Safety Trainings ttKtw ; utitulc of Technology, Chicago, 111 L E&M.W.T. and Industrial Safely Engineering The first nation-wide program of mAgtrial safety training in the United State* was a product of the war. Before traiaipg on a large scale was undertaken by the engineering colleges with the financial sopport of the Federal Treasury, there auc. literally no formal coarse* m haSastrial safety engineering in America. Long before Pearl Harbor, certain fvsighted leaders, m American engbaeeriag d- oration foresaw a portage of technically trained men. Late m 1940 a unique pro gram was established coder Ac auspices of the United States Office of Education, by which* the recognized engineering colleges were empowered to undertake, at Federal expense, the training of men and women in fields for which there was a shortage of adequately trained personnel. Originally designated as Engineering Defease Training, this program from its inception was rec* oghirad as the answer to the rapidly grow ing need for ^pedalizod technicians. The 138 33rd National Safety Congress, 1944 scope of the program was widened in lb second year, as its changed name rndicaftd, to cover Engineering, Science, and Manage ment Defease Training. This program has been retained almost without' change, other than the replacement of "Defease" with. "War" in its name, since 1941, and well over a million trainees have bem enrolled in its thousands of courses by the hundreds of participating colleges. The courses oSered in this college level program have ranged literally throughout the entire gamut of conceivable subjects Their effectiveness and value to the nation have been demonstrated beyond question, since they enabled the colleges to train most of the key men in some of the most criti cally needed war time specialties. In Radar, for example, virtually all of the presort ex perts received their fundamental training in E.S.M.W.T. courses, since the subject was so new that only a few colleges possessed either faculty or equipment to teach this vitally important material. In -an entirely different field, E.S.M-D.T. pioneered in the development of Safety Engi neering Training. Prior to the establish ment of the first E.D.T. coarse m this field under Professor Karahas* at the Univer sity of Pennsylvania. Industrial Safety Engineering was entirely neglected by our engineering colleges both in curricolcum and in administration. Illinois Institute of Tech nology was an early entrant in tins field, for a course was established in March. 1941, under Dean Keefer of the Lumbermen's Mutual Casualty Co,, after conferences with. Harry Guilbert of Pullman, and Joseph Steonett of the National Safety Council. The tremendous impetus which spread In dustrial Safety Engineering over the entire nation was afforded by the Committee for the Conservation of Manpower m War In dustry, which was established under the auspices of the Division of Labor Standards, U. S. Department of Labor. For the record, it should be pointed out that the support of Miss Perkins, the leadership of Mr. Verne Zimmer, and the energetic guidance of Lt CoL Laurence Tipton, made possible the nation-wide coverage which was eventually established. Regional and State Chairmen of the Committee extended cooperation to colleges of engineering, enabling them to ob tain the services of competent and experi enced safety men as instructors, and aiding ax the recruiting of classes. The experience of Illinois Tech in Chi cago was typical of other metropolitan in stitutions. In order to serve adequately the nation's second city, a very large program was established, in which prospective in structors were first recruited, and then trained in the art of teaching the safety course. Once more for the record, the serv ices of John Roche and Joseph Stennett of the. Council were invaluable in the first in structors' institutes, while the J. I. T. dem onstrations staged by Dr. Jack Haalehurst were no less than an inspiration to the prospective instructors. Without burdening this discussion with the endless details of recruiting, class organization, and other minutiae of extension course administration, we may summarise this program by saying that it has led to the training in industrial safety fundamentals of more than three thousand* key men and women from Chi cago's. war industries. Continuation coarse* have been organized tty Oaxk Woodward and supervised by Clark Bridges, wfcDe sev eral section* of Industrial Hygiene Engi neering have topped off the program. Concurrently with these evening programs. IQinots Tech was also able to hdp the war effort directly fay establishing a umqoe six- weeks full time course m Explosives Safety Engineering for the Safety and Security Branch of the Office of the Chief of Ord nance. Shorter courses of somewhat similar natnre were also operated -for the Internal Security Branch of the Army Service Forces, the Air Force, the Corps of Engi neers and the Sixth Service Command. Thus, *nnW to the facilities and personnel mad* available through the EJxM.W.T. program, with the backing of the Deport ment of labor and the Federal Treasury, a typical metropofitan engineering college ijljc enabled sssalce n direct eon-- tributiaa to the war effort--a contribution which, without E-S.M.W.T., would lave been entirely impossible. In summary, the nation's engineering col leges, under the impetus of the armament program 2nd with the powerful aid of the Federal Treasury, lave been able, as a war time measure, to unite with industry; in surance companies, and government agencies tn the establishment of a nation-wide safety training service. With the approach of the School and College Sessions 139 end of the European phase of the war, it is timely to re-examine the status of the program, for the Federal subsidy which has znaoe the work possible will almost cer tainly end within sixty days after the final termination of hostilities. On the credit side; we must list some concrete and definite accomplishments: a. The accident toll is war industry has been kept lower than most authorities expected. U Thousands of key men and wcxnen have received a fundamental training which will remain with them through out their industrial and domestic ca reers. c. Special courses in vital subjects have kept casualties in hazardous war occu pations to a minimum. d Many industrial plants have set tip safety programs of adequate extent, because they could either obtain trained personnel, or could get training for their own people. e. Insurance companies and government agencies have greatly increased the safety knowledge of their personnel a this field. f. The colleges hare become aware of the safety movement. Many have partici pated, and a few have bad their ad ministrations made safety-conscious. g. A body of scientific and teachable instructioaal material has been made available for post-war use. The end of (he war will bring the current activities to tax abrupt halt, but the need for safety will not end with the cessation of hostilities. Let us see what can be done to employ the ES.M.W.T. experience in. setting up an adequate peacetime safety training program. ' 2. Post-War Planning for Industrial v Safety Engineering Post-war planning is a full-time job for thousands of industrial executives, today, and safety men might well do some thinking about the shape of things to come. Again under the auspices of the Division of Labor Standards of the U. S. Department of La bor, another National Committee has been establislied, the Committee oa Safety Engi neering Education in Colleges. This Com mittee has representatives of most of the agencies interested in the problem of post war safety engineering education. A pam phlet issued by the Committee rehearses briefly the accomplishment* of E.S.M.W.T., and goes on to present the conclusions of those who are experts in engineering educa tion. In brief, they recommend that the engineering colleges prepare to render three services in the post-war period. la the undergraduate curriculum of the engineering colleges, it is the unanimous voodusioa of the Committee that specialized undergraduate programs in safety will be undesirable. Instead, "it is suggested that safety be made an integral part of each engineering course in every college of engi neering." The arguments against premature special ization iu the undergraduate program are good, for few young college men can pos sibly have enough knowledge of the indus trial world to justify them in making such an early decision concerning their life work. The trend in engineering education prior to World War II was definitely away from excessive specialization and towards the broadest possible undergraduate training. The uncertainties of' industrial life, the breadth of opportunity lying before prop erly trained engineers, and, above all, the special demands of safety work upon the personalities of these who undertake it-- these are all potent factors to dissuade a conscientious college administrator from an undergraduate curriculum in safety engi neering This does not mean a withdrawal of the engineering colleges from the responsibility of providing post-war industrial safety training.. Instead,' it gives more appropriate fields of service. Most valuable service to the industrial safety movement can be rendered by three separate activities, not all of which are ap propriate to all engineering colleges. Of first importance is the integration of safety in the undergraduate program of all engineers. This will be no easy task, be cause college faculties can be as adamant in their resistance to safety as the most mis guided industrial supervisor--they can both say "It can't happen here." How many ma chine design courses include any discussioo of guarding? For that matter, do any text book oa machine design even mention the subject of guards? The term "factor of 140 33rd National Safety Congress, 1944 safety" is the only mention of the word is most undergraduate courses. By integrating safety into the training of all young engineers, by writing safety into the text-hooks of the future, the engineering colleges can render a real service to the safety movement. Inddentally, we would like to suggest seriously to the American Society of Safety Engineers and to the So ciety for the Promotion of Engineering Education that the cooperation of the text book publishers be enlisted to make sure that their next books will have safety writ ten into them. Their illustrations should be reviewed to make sore that safe practices are pictured in every case. If E.5.W.M.T. does not lead to under graduate specialized curricula in Safety, where, then does it lead? The best answer to this question can only be made after we try to analyze the post-war needs for safety men. Ooc lesson which we in the colleges from our war training experience was the utter folly of continuing to train men women without regard for the de mands of industry upon the trainees. Educa tion cannot be conducted in vacuum. We can be sore of a continning demand for writ-trained safety men in all of the following fields: casualty insurance compa nies: sxfatstrial plants with a thousand or ntpre employees; state inspection agencies; federal government bureaus; labor unions; air fme* railroads, bus lines and steamship companies; public utilities; merchandising and other service enterprises. The number of men who will be needed by these and other agencies can hardly be esti mated. The extent of employment in indus try, a matter of debate among far better qualified estimators than the writer, will of course determine tbe number of "men and women who can find employment m this field. Tbe animal need will not be very great, as compared to the entire normal out put of our engineering schools, but we can anticipate a steady demand, as those engaged m. this field move ca to other and usually greater responsibilities^ In endeavoring to plan for the needs, let us examine the profession of Safety Engi neering, The Bureau of Placement of the War Manpower Commission has prepared the following description of safety engineer ing, taken from the February, 1944, issue of *"Engineering for Safety," the monthly pub lication of the A.S.S.E. "Areas of specialisation: The safety engi neer achieves the control of unsafe work conditions and practices through any of the following activities. He may specialize m any one of these; but more often concerns himself with many of them m_ cooncctiau (a) Investigation of accidents and anaiysis of accident records. (b) Inspection of buildings, machinery, ' ' equipment and property. (c) Checking plants, specifications, con tracts, and purchase orders. (d) Controlling hazards to safety through design, plant layout and other changes in environment. (c) Installing safeguards, providing per sonal protective equipment and im proving operating processes. (f) Job training and analysis from stand point of safety. (g>* General safety promotion and educa tion of employees, and tbe public. (b) Organizing and maintaining interest in safety programs. (i) - Securing plant management and labor cooperation. "Other special activities: fa) Fire protection and prevention (gen eral). (b) Public safety--traffic, elevators, boil ers, theaters. (c) Industrial hygiene (fumes, gases, dust, poisons, heat, bacteria, noise). (d) Safety equipment design, manufac ture and distribution (masks, goggles, lamps, chemical safeguards, etc.). "Educational Background: - "The minimum of a bachelor's degree in safety engineering; or less often in some re lated branch, as industrial, management or engineering A degree in some related field and subsequent courses or ex perience in safety engineering. In many cases in which normal professional training is more limited, there must be evidence of years of varied and progressive professional experience which can be considered as the equivalent of the formal education which is larking. "Standard for employing safety engineers: School and College Sessions 141 "A War Department standard required of its contractors is the employment of a safety engineer in all plants with 1500 or more workers, and a part-time safety engi neer in smaller plants. The United States Army Air Force sets a standard of a fuQ time safety engineer for all air depots hav ing 500 or more civilan employees." Let us analyze tins description. First of all, virtually none of the thousands of men and women now employed as safety engi neers can comply exactly with tbe educa tional background, since there is not at present, and has never been, a recognized bachelor's degree in safety engineering. Usu ally, on the contrary, the successful safety engineer has obtained his training in the school of experience, and has gained jus knowledge by daily contact with practical problems. In order to be able to cope with the mani fold weaknesses of men and machines which are outlined in tbe foregoing list, the safety engineer must possess certain personal qual ities, however, which arc vastly more impor tant than those more formal requirements which the job analyst of tbe War Man-wer Commission has listed. He must j ^questionably have an irrepressible and sin- ,Te interest in die welfare of his fellow . oman beings. He cannot well be an inj'overted mathematical grains, as many a successful electrical engineer has been. He must have a familiarity with industrial proc esses. both chemical and mechanical, which will enable him to spot a hazard and to rec ommend a sensible solution to rL He must be to speak before a group, to sell not only labor but management as well on the utility, economy, and good common sense of his recommendations. In short, he must not only know tbe science of accident pre vention. but be must also have the per sonality which will enable him to apply this knowledge in the face of discouragements wbkh will often seem insurmountable. In view of the unusual requirements for suc cess in the field of safety engineering, the wisdom of avoiding undergraduate special ization becomes apparent Can the colleges a constructive sug gestion in answer to the problem of provid ing post-war safety leaders? The answer, in the affirmative, will be forthcoming when industry, insurance companies, and govern ment present an equally affirmative answer to our question--where is the money?' To quote again from the bulletin pre pared by the National Committee on Safety Engineering Education in Colleges, tbe an swer Hes in carefully planned, highly spe cialized graduate courses of atTeasl a year's duration m Industrial Safety Engineering. Only ^ few colleges are qualified &y *H-- combination of fortunate location and ad ministrative interest to rater this field. Be cause of ihe breadth or instruction which must be given in such a program, it is highly unlikely that any college can afford to keep specialists in such diverse fields on its full-tune staff. Instead, one or two full-time faculty members would direct and coordinate the program, and the spe cialties such as industrial hygiene would be taught by experts from local industries. Since, the plan for a graduate program in safety meets with the approval or those who, like the members of the National Committee on Safety Engineering Educa tion, are acquainted both with education and with the need for safety engineers, let us examine in more detail their recommenda tions, and the philo>ophy behind them. A one year specialized graduate course in safety engineering--the students to have had .at least a year's experience in practical in dustrial safety work -- these are the two paramount factors. Tbe program must be carefully outlined and competently taught. The students must have adequate engineer ing backgrounds, enough industrial experi.ence to understand the problems involved and to motivate the entire process. The student must also have the personal charac teristics which success in his chosen profes sion requires. More specifically, as soon as adequate financing is available; Illinois Institute of Technology, as an example, will be ready to set op a program by which the safety xnoxnentum established under 3LS.M.W.T. can be imparted to a post-war graduate safety training institute. Tbe plan would include the recruiting of a new class of cadet safety engineers each year, whose tuition and liv ing expenses would be paid on a fellow ship basis by their current or prospective employers. Two full semester of on-campus study plus a thesis premfing the results of an original project would qualify the suc cessful candidates for a master's degree in 142 33rd National Safety Congress, 1944 industrial safety engineering The course content would indude all of the material now given in the basic and continuation E.SLM.W.T. courses, for which excellent instructional - material is already available. Applied psychology, safety legislation, in dustrial management, conference leading, fire protection--these would certainly be among the subjects in the curriculum. Laboratory work in industrial hygiene would play an important part in the pro gram. Experience in conference leading would certainly be given, with actual prac tice in maintaining a safety program on the campus. The existence of such a program in a few metropolitan engineering schools would enable those schools to carry oat die other recommendations of the National Committee. Four functions would certainly be in order for the Safety Training Instituted a. Operation of the graduate program. b. Integration of safety into the under* . graduate curricula. " c. Operation of a model safety program on the campus. d. Maintenance of extension courses sim ilar to present E.S.M.W.T. work. Financing The program briefly presented above is entirely feasible. Only the financing is a matter of uncertainty. To operate such a program, a basic endowment must be pro vided to meet the fixed costs of laboratory and office facilities visual aids, secretarial staff, and similar costs. Costs of instruction should be met from tuition fees. At least two full time staff members of professional rank should be available, competent to teach at least a part of the program and to operate its industrial contact aspecta. ht order to attract qualified applicants for such a comae, the fellowship stipend should be large <BOqd to pay rcasorabJe firing costs for a single young man in a metropolitan environment. The financing of prii a program would be a matter of enlightened self interest for insurance rrjojpaniri particularly, since their pre-war methods of breaking in new men were expensive m both time and money. Utilities and larger industries could also hardly afford not to support a good graduate program of tins nature. * , CoQcfeaaoa E.S.M.W.T. has taught the engineering colleges that they have a real responsibility in the continuing war against accidents. ^ESiLW.T, hats brought industry and engi neering education together tn a hundred widely different cooperative programs of which safety can potegtiaSy endure long after the rest of ESJ1W.T. has been rele gated to the archives. The colleges arc witl ing. How about industry? Enlivening the Safety Program By HISS BTHKL SHAFFKK Roosevelt School, Hirer Pocwt, DL * A safety program must be built upon the psychology of "It's smart to be safe." Chil dren and young people are naturally daring and unafraid. The old slogan, "Safety First," did not appeal to them. But we can appeal to them by presenting accidents as the act of a stupid and uninformed Indi vidual. The armed forces have had to use the same psychology. When they first began talking about safety first, it failed to im press men who were going into hazardous fighting. But when they began Co present safety as the way of insuring that more men get to the front and costly equipment is saved, it began to make more sense to the man in service. At Roosevelt, we have operated on the principle that safety can best be taught by giving students a chance to do something about it When asked what their problems were, the students listed crossing the street, fire, bicycle riding, playground, sports such as swimming and climbing, la efforts to get help on these problems, the students, through the student council. School and College Sessions 143 wrote or interviewed and made arrange ments for the following activities i 1. A bicycle testing lane, on the school grounds, coodncted by the police depart ment during school hours. Brakes, lights, and signal devices were checked and li censes issued. 2. Lessons m group bicycle riding pro vided by the police. 3. Movies ou Hostcliag Clubs, showing bow they make safety a part of their bicy cle trips. 4. Organisation of a Safety Patrol, one pupil from each grade, with responsibility for school building; playground ar*d traffic safety problems. 5. The fire department brought a large engine onto the school grounds for the chil dren to observe. . 6. A Hallowe'en committee, composed of pupils, a policeman, a fireman, a mother, and the superintendent of the buildings and grounds, held panel discussions at assem blies. Later they planned community parties for Hallowe'en night. 7. Pupils planned snow-time recreation. A portion of the park was set aside for forts and snowballing. In other sections of the park snow modeling contests were held. The emphasis upon pupil participation has been highly successful. Junior Red Cross first-aid classes have been requested by pupils and most of our 7th and 8th grade students received certificates. We feel that the greater the amount of pupil par ticipation injected into a safety program, the more interest will be developed. Hie California Woriauxop on Education for Safety By MARIAN TELFORD National Safety Council, Inc., Chicago The Califortaa Workshop ou Education for Safety was a cooperative project. Spe cifically it was a joint undertaking of the California Cun autism and the National Safety Gouwal, with CZarcsnont Colleges providing woriaoc facilities. The workshop was m outgrowth of au invita tion of Dr. Walter F. Dealer, State Super intendent of Public Instruction to the Na tional Safety Cnupcil to aid in determining the place of edmarion for safety in the baric educational juiginn for California. Before disrfiring the program in detail, it might be well to explain the use of the term "workshop" and the general organ ization and fraction of the California Cur riculum roraniMiiwi hi all frankness it most be admitted that our use of the term "workshop" was acri- dmtaL When the program, was under con sideration a awwfwr pf the Commission said. "We're really about the work shop type of thing aren't we?" The word continued in use and perhaps quite properly so in view of the way in which the activity was developed. The California Curriculum Commission is an agency of- the state government. It consists of the state superintendent of pub lic instruction and ten additional members appointed by the superintendent with the approval of the State Board of Education. The law requires that among the appointed members there shall be at least ooe county superintendent of schools, ooe dty super intendent of schools, one person employed in a junior college in a position requiring certification qualifications, one high school principal, one elementary school principal, one college teacher of education and one classroom teacher. The Education Code defines the major functions of the Com mission as follows - "The Curriculum ^namMssitm shall study problems of courses of study in the . schools of the state and may- recommend to the State Board of Education the adoption of minimum standards for course* of study in the kindergarten, ele mentary and secondary schools. "Courses of study in the public schools shall conform to such tnimmnm stand ards when adopted. "The State Curriculum Commission shall recomenmd to the State Board of Education specifications for textbooks for 144 33rd National Safety Congress, 1944 uniform use la the schools of the State so that the textbooks adopted shaQ con form to the minimum standards for courses of study." _ - The Commission, earlier in 1944, had made dear its philosophy in, "A Prelimi nary Statement of the Point of View, or Basic Considerations, Through Which the California Curriculum Cocamission Is Ap proaching the Development of a State Framework of Education-1* The investiga tion of the safety implications of this state ment of fundamental educational prin ciples was the primary purpose of the in* tensive work done at Claremont Colleges during the summer. In order to attain this general objective many specific investigations were made. Prominent among them were the following: 1 How serious is the accident problem in America? In California? 2 What is bong done about this prob lem by the schools? By other agen cies? 3 What resources are available to schools desiring to up-grade their safety pro grams? 4 What safety materials are contained In state adopted texts in current me? 5 What are the basic concepts of safety? 6 Are these concepts an integral part of the principles of education? 7 What behaviors, attitudes, knowledges and skills is it reasonable to expect to develop at the various growth levels? 8 Where should education for safety be placed in the school program? A small group of elementary and sec ondary school teachers primarily were re sponsible for these investigations. All of them devoted six weeks to the workshop, some an additional two weeks. For limited periods they had the cooperation of nearly twenty educators bolding positions as ad ministrators, curriculum coordinators, pro fessors of education and teachers. They had the help of twenty safety specialists, interested in the school's contribution to accident prevention and safety's contribution to an educational program assigned to meet tire needs of children. This cooperative aspect of the program merits special emphasis. The summer's work would have been immeasurably handi capped without the active help of many people who were sot full-time participants in the workshop. In addition to the Na tional Safety Council, other cooperating national organizations were the American National Red Cross, American Automobile Association, Center for Safety Education at New York University, National Educa tion Association and the National Conservtion Bureau- Helpful state agencies in cluded the State Department of Motor Vehicles--both the California State High way Patrol and the Division of Drivers Licenses; Accident Prevention Bureau of the Industrial Accident Commission; Cal ifornia Congress of Parents and Teachers; Automobile Club of Southern California and the California State Automobile Asso ciation. These agencies contributed, assist ance of expert personnel and/or published materials of many types. As the investigations progressed certain conriorions were reached. Education for safety was tentatively defined as follows: "Safety education involves those expe riences through which the individual learns to rnaV-^ discriminative choices with regard for living in his total en vironment "The concept of safety is inherent in the concept of democracy since both rec ognize and respect the individual. Cour tesy, cooperation and good sportsmanship are fundamentals of both concepts. In the public schools emphasis is placed upon the individual living with others to his greatest capacity. In training boys and girls to live with ooe aaotl er, experiences are planned in these fundamentals. The individual is given opportunity to accept his responsibilities and privileges and act accordingly. "Training in critical thinking, the basis of vrise choice, is developed by the teacher who recognizes the challenge and presents problem solring situations with . regard for safe procedures. Such a teacher utilizes the situations inherent m daily life in school, at home, and in the community and activates attitudes and behaviors for safe living. When expe riences are analysed and used by teacher and pupil, steady growth results in acv ceptance of individual and group re * sponsibility." Safety dements were identified and ug- School and College Sessions 145 gcstkms made for their placement in the curriculum. The safety content of the pri mary grades was related to the emotional, social, intellectual and physical needs of the children. Eight b- - ad objectives were agreed upon for the intermediate grades. These were: 1 "To further develop concepts presented at Ac primary level 2 "To develop attitudes, habits and drills necessary for safe traveling with special regard for traffic. 3 "To develop the idea that there is a cause for every accident. That many accidents are caused by carelessness sod therefore could have been pre vented. 4 "To develop the idea, that beys and girls are m some degree responsible for the safety of others. 5 "To provide opportunities for ac ceptance of such responsibilities. 6 "To aid boys and girls to discover their powers and limitations without embarrassment. 7 "To develop the concept that man must adapt his living to the laws of nature. 8 "To develop habits of orderliness." At the growth level of the secondary school, education for safety objectives were felt to be as follows: 1 To discover and evaluate the pupil's achievements in knowledge, attitudes, skills and behavior in relation to safety education. 2 "To focus attention on the significance of accident prevention* and every in dividual's rrspoorihflity in the pre vention of accidents xn a democracy. 3 "To encourage a working philosophy of safety in its relation to Irving. 4 "To continue the development of de sirable attitudes and skills m safety education which are indispmsablc for the popD's present and future behavior ta a democratic society.** THURSDAY MORNING SESSION October 4, 1944 Soi*ty in School and Industrial Athlotins Presiding: Fiovo R. Eastwood, Prof, of Industrial Recreation, Purdue Univ., Lafayette, fed. Problems of Safety in Industrial Athletics and Recreation By ED B. DiOROOTE President, Industrial Recreation Association and Director, Employee Services, Stnrd, Inc., Evansville, Indiana Enlightened managements in the major ity of industries are definitely sold on in dustrial recreation hut terfmirai problems are developing duly and not the least of these problems have to do with Safety. Difficulty in Obtaining Insurance The problem of safety in industrial ath letics is growing in stature because of the increased impetus the war has given to recreational and athletic programs. Proper insurance and hospitalization plans are im portant. Yet, insurance companies, usually far seeing acid ready to knock on any door, have steered dear of offering much needed protection in this field. Inability to secure insurance makes the safety problem more acute and necessitates careful planning and supervision of recreational programs. How ever, there are insurance companies who. out of the goodness of their -hearts and because the industry carries several hun dred thousand dollars worth of insurance with them -irnually, will cover the entire recreatic. . gram for a fiat and modest fee. Equipment Problems The inadequacy of insurance coverage for industrial recreational activities has had a 146 33rd National Safety*Congress, 1944 {cw advantages along with its disadvan tages. It has made us strive to do a good safety job. We are continually conscious of the hazards involved and strive to use only equipment that is in good condition. We want our baseball fields well lighted and the infield and outfield in good shape; our gymnasiums well lighted and protective props in baric of the goals so that players don't dive headlong into a wall or goal support. We use every conceivable precaution to prevent accidents and protect spectators and participants from injury. Lack of adequate facilities is a major problem with most program directors. !kost factories are dependent upon city recrextional facilities, grade and high school gym nasiums, eto* for the conduct of their pro grams. In many of these play areas the safety factor has been completely ignored. Participants Present Safety Problems After an individual leaves school in spite of years of participation and training, he lets down. An untrained athlete is a. con stant hazard to (umself, his teammates and the opposition. As a result there are sprains, strains, bruises and broken bones that would not have occurred 'in the case of a well conditioned participant. In all of our ac tivities the individual does not train propcrly to get into the condition necessary to safely participate. There is little or no practice before the season starts. This is particularly true with our intra-plant sports activities.. The ratio of injuries in our pUmt among our intra-plant activities over our repre sentative teams if better than three to one. The explanation is simple. Those partici pating in representative teams usually are more skilled and have a realization of the need to be in shape to protect thonseives and to compete oa an equal footing with their opponents. The urge to get in con dition manifests itself with the .realization that spectators in large numbers will be present at the contests and this adds im petus to their desirtf to condition them selves. In our intra-plant activities it b mainly a game of participants without the large spectator pressure and consequently results in less incentive to tram properly. Another participant problem hinges on the fact that unlike big time college and professional sports, there is seldom ade quate medical service in case of injuries. This situation results in needless infection and aggravated injuries. X-rays are ne glected in many cases, which causes com plications. Another reason the accident ratio ishigher in the intra-plant activities, strange as it may seem, is because of the less frequent participation of these individual?. The higher the frequency of participation, the less danger of accidents. This is doe to the fact1 that, in spite of themselves, the more participants compete the better they con dition themselves and better skilled they become. Also their reactions to situations as they develop are a lot keener and quicker. In all sports there crops up the gambling and liquor problem--both with the par ticipants and the fans. In organized base ball a player caught betting on the contest he is involved in can expect immediate ex pulsion from organized baseball forever. A suspension and heavy fine is involved for drinking. Situations have developed in many industrial athletic setups that have hurt the cause and aims of the program. It has been my experience to witness small riots and near riots on and off the playing field both by players and spectators alike because the outcome of the game made it necessary for mumey to change hands. I have seen players so aider the influence of intoxicants they were a hazard to themselves, the op position and the fans. Fortunately for all industrial recreational activities, because of the advent of the trained leaders and or ganizations like the National Safety Coun cil, the Industrial Recreation Association and college associations, the trend'for many years in industrial recreation has been in the right direction. And the trend has made safety an unplanned by-product. Leadership Problems Intra-plant activities in particular usually lade the proper leadership. The captains or coaches of intra-plant teams are usually individuals who have more interest than lonowlodg* of the sport in which their teams are participating. They are slow to recog nize hazards and lack the knowledge to properly instruct those under their wingThey are not prepared to cope with acci dents when they do occur. 'Hie team cap tains in intra-plant activities do not have School and College Sessions 147 the.bold aver their men that those super vising representative teams have. Pttnotm Aada Somewhere along the line our physical education programs are still not The carry over values that should train an mdhridual in some form of sport or recreational activitty are larking Too many people {especially wcraex) have no background of participation experience that will enable them to take past m activities after they leave the school emrircumtajt. Others have participated m the strenuous sports to the exclusion of activities that they could enjoy in later years. Football, for example, a fine sport and builder, should not he the entire program of physical edu cation for a high school or college boy. There are toe many ex football, basketball and other strenuous sports participants are completely lost after their school ca reers terminate. Over emphasis in one sport too often spoils the participants for activ ities that might be of benefit to them in later years. It still remains for industry to develop athletic and recreational interest in employees on a safe and sane re gardless of what the individual's back ground has been. ' The National Safety Council, by its in terest and emphasis, can do much to help further safe and sane industrial and school recreational programs. The time alloted to this subject at this Congress is well advised not only because it can stimulate thinVtny of program leaders but because It can con tribute to the advancement of the factory safety program through our athletic and recreational activities. I believe that if we can stimulate a participant to play games safely we can definitely contribute to the safety habits of the individual on the job. Since the entire recreational program is designed to build morale and aid the in dividual mentally and physically, we can assume that these individuals will work safely. Proper mental altitudes and alert ness go hand in hand with safety on the job. The number one preventative, of course, is an adequate health department in the factory. Close cooperation with the hos pital staff is necessary in-our athletic and recreation program. Cooperation can take the form of physical examinations and checkups on individuals in our more stren uous sports and the training of recreational leaders in first aid. * Safety in School and Industrial Athletics ' By P. V. NBVBBHAN Encaiirc Secretary, Wiscoran InUnchalmMic AtMttie A--orintion, Mrirmetle, Wi*. The value of athletic experience m the lives of young men is being tested today as never before in the history of our country. The verdict is favorable. Young men with such experience have m better dance of standing high in quality of service, endur ance^ even in sheer survival The wish of those who have come into control of the fives and services of our youth is that all of them might have had vigorous athletic experience with its- resultant development of endurance and coordination. And right here is our problem for the future. Oar rallying cry must be, not less athletics, but more and better athletics for more and more of our youth. Can we meet th- challenge? A sound athletic program must have a four-fold objective: First, it must contribute positively to die physical well-being of the participant. It must not allow those physi cally unfit- to participate, but must make physical fitness the'first for par ticipation. Second, it must inculcate in the participant a desire for health and physical . fitness. It must teach worthwhile health habits, including interest in activities which have a definite carry-over valre for life. Third, the program must train, as no other activity can, in good citizenship. Where can respect for law and order--rotes and regu lations--respect for authority--officials' de cisions--be better taught and developed than in competitive athletics? . Fourth, the athletic program must teach good sportsmanship. Life is a great con test To succeed, we sbopld be taught the necessity for physical fitness and health; we should be inculcated with the essentials of 148 33rd National Safety Congress, 1944 good citizenship* respect for authority, law vestment demanded more specialized coach and regulations; we shoold be in condition ing and better raw material--players. Re to give our very best and we should learn cruiting became a necessity if the interest how to win without gloating ^and to lose and funds were to be met on the sky rock without blaming the officials, etc. eted investment in plant and overhead. Competitive athletics have a positive place in our educational program as well as in the industrial picture. Athletic activity satisfies the desire for competition and without question helps to build loyalties and develop a cooperative spirit. The athletic program if it is to be tworthwhile mart, however, give first consideration to the vttllbeing, both present and future, of the par ticipant. - Playing to Win Through it all, but little thought was given to the welfare of the "Actors" in the show. We passed over our responsibility to the individual participant and emphasized attendance, "names" and feature attractions. Much was made of special devices which permitted an injured player to perform. Equipment was designed not alone to pro tect the wearer but to actually aid him m making progress through the opposing line. Few of us realized the tremendous per centage of injury in some of our so-called Play as originally conceived was for the recreational and body building activities. purpose of entertaining the participant and Insurance companies which had in the past to give physical and mental relaxation. As studied everything from weather to ratio play developed, skill was emphasized. With of males to females bom in a certain area skill came contests. Soon many games origi had no information on athletic injuries. nally created for the purpose of providing recreation for participants became contest * Safety Research between individuals mid groups. Physical Th<j first recorded study of athletic acci and mental benefits were forgotten and the dents was made in Wisconsin between 1928 desire to win substituted. Some games re 30. The study covered 466 high schools. quired but few participants, with the result The results were a real shock to alt It the more proficient and at the same was found that 92 boys out of every 1000 time those least likely to need the exercise out for football were injured during the were selected to play together against an season. Thirty-five per cent of the total other group. Those who did not take part suffered broken bones, while other serious became spectators. Games developed and injuries such as coocussxocs, twisted knees* really became exciting and this, together ruptured kidneys were nuwean. Broken with the rivalries developed between groups, teeth were not included in the more than 90 schools and communities, led to the present per thousand. Other sports also showed situation. Our games of play were gradu an unusually high Injury ratio, although ally transformed into contests of skill, of football produced substantially more than endurance, of uncertainty, and attracted the other sports combined. more and more spectators. It is significant When the first study figures were re to note that our present outstanding pro leased, Wisconsin contacted several of the fessional sports were developed as amateur larger casualty companies in an effort to activity. .When the point of development secure some coverage for athletic partia- was reached where the public was educated patioa. Without* exception, they replied that to the game and indicated a real interest they had no information oo which to besc in the resulting contests our "play" games rates and farther they doubted the field as became big business and the entertainment one offering opportunity for profit- The of the many by the physical exertions of Wisconsin High School Association in co a skilled few took over. ' With the taking over by the professionals, less attention was given to the individual who, after all* was a mere prop in the pro gram. More and more thought was di rected to the spectator. The winning of ga^nes became paramount. Increased at tendance required more seating capacity and better physical plants. A larger in operation with the State Insurance Commis sion initiated the Athletic Accident Benefit Plan. This plan began operation on Sep tember 1, 1930* on a modest basis. It has developed during the fourteen years to the point where it now gives practically com plete coverage. Tbcgiywthaaddcvelopmesit of the plan was possible only through the very fi"* cooperation of the Insurance Coos* School and College Sessions 149 mission, and the Medical and Dental Asso ciations of the State, and, of course; the principals arid coaches of Wisconsin High Schools. Since the mccptioa of the plan in Wisconsin. 27 other state associations have adopted some form of a benefit plan for athletic injuries. Professor Floyd East wood, aow of Purdue, undertook the study `of football injuries in 1932 for the N.CA.A. He has done a most commendable piece of work. The total paid to care for boys injured in athletics in Wisconsin is substantial. This, however, is only a small part of the actual benefit derived from the program. The Benefit Plan has been entirely financed and administered by the State High School As sociation in Wisconsin. A total of 315,000 boys have been covered during the fourteen years the plan has been in operation. In spite of the low cost ranging from 50c to a maximum of $2.00 per boy per year and including transportation and hospitalization* the finances are sound, showing a surplus of more than $30*000 at the present time. The first really comprehensive Wisconsin study covered a six year period, 1930-36. and included 125,000 boys participating in foot ball, basketball or track. The records from year to year varied in that they dearly reflected rules changes and corrections mrf* on the basis of information developed. The study has continued from year to year, always with greater safety for all as the chief objective. The first study was made from three very definite angles. The first was to secure sta tistical information on injuries. This angle covered the whete, when, why and how of all injuries. Different types of play or activity were studied and accident frequency determined. The time of injury as to game and season was analyzed. A study of com parative age injury frequency was developed. Player action was studied as was prelim inary training is relation to later injury. A careful analysis was also made of socalled second or repeat injuries to boys who were returned to participation after being removed from practice or competition after being hurt. A study was made of physical examinations in order to determine if pos sible whether or not there was a relationship between the examination and the reported injury. Results A careful study was also made of equip ment in order to determine if protection was bring afforded to the points of most frequent or serious injury. These studies showed the following; 1. The forward pass was found to be tile most dangerous single play in football. 2. The first two minutes of the second naif produced the most numerous as well as more serious injuries. 3. The line plays produced the fewest injuries. 4. The tackier was more often injured than the tackled. 5. Pre-season injuries were unusually heavy. 6. In thfi age range of 14 to 19, the 14 year old was twelve times as suscepti ble to injury as was the 19 year old. The 16 year old 8 times that of the 19 year old. 7. Side line injuries were high and severe. 8. While only 30% of all play occurred within the 20 yard line, 65% of all game injuries cam* in that area. 9. Injuries became more frequent toward the end of the season. 10. Second or repeal injuries occurred ' .. with a frequency of about 3 to 1 on the basis of equal exposure. 11. A number of "hernias" were reported as were "hearts." These indicated the necessity for more thorough physical examinations. 12. It was found that the spine, groin, knees and hips were most frequently injured. Concussions were also of quite frequent occurrence. 13. An unusual number of foot injuries, ` especially heel blisters leading to in fection, were found. Definite regulations were immediately ap proved to correct as far as possible the de fects uncovered. Changes to Decrease Accidents A forward pass was permitted from any where lack of the line of scrimmage. A two-minute wanning up -period was required at the beginning of the second half. A fiveyard safety zone was established around the field of play. Games were not permitted un til after 16 foil days of practice. While oo 150 33rd National Safety Congress, 1944 rule was made, schools were urged to return the goal pasts to the goal line. The football season was definitely limited to eight games. Repeat injuries were practically eliminated by a "time for return" requirement for cer tain injuries. Any injury requiring atten tion kept the boy out for. five days. The non-return time is found in items 6-7-S-93D-S3 of the Medical Regulations of the Wisconsin Imerscholastic Athletic Ass'n. Athletic Accident Benefit Plan. The requirements for a more thorough examination were set up with the result that a substantial number of all boys ex amined were not, certified by the physician. Emphasis was also placed upon examination by the family doctor. We are now planning to require two examinations, one before permitting the boy to report for the sport, and the second before accepting him for inter-school competition. Equipment was carefully studied and the cooperation of manufacturers solicited and secured. The facts developed were used and equipment construction directed accordingly. The wearing of beadguards' was made mandatory An effort is now being made to reduce the age range for athletic competition. The schools are now voting oa an amendment placing the maximum age for competition at 18. A substantial portion of Wisconsin schools arc already playing under this re striction by self-imposed regulation. Foot injuries were found to be due to the use of shoes by more than one bey. The individuality of shoes was stressed, and while no regulation could be made, a sub stantial reduction of this type of injury has been recorded. The mere discovery of the cause and calling of attention to the facts developed produced a reduction in' injury. The total result has been a reduction from 92 per 1000 to a low of 28 and a high of 38 per 1000 in football injuries. This total includes teeth. . A tabulation of basketball injuries indi cated an unusual number of broken fingers. A study showed that the ball, of college size, was too large for the average high school boy. The ball was reduced in size from 32* to 29J4* with the result that broken fingers have been reduced 85%. Another frequent cause of injury came from the fight for the out-of-bounds baU. The rule was changed Spying possession to the one touching last in the field of play. It was felt that the elimination of the center jump speeded op the game beyond the ability to endure and benefit of the average high school boy. Wisconsin adopted a regulation requiring the official to bold the ball three seconds after a field goal, thereby reducing the speed of the game and providing a safety margin. These corrections have reduced the total of, injuries In basketball approximately 50%. Broken teeth are still a problem. In trade, the high hurdles, javelin and discos were the chief offenders. showed that the college height was greater than the high school boy should attempt. Wisconsin reduced the height front 42* to 36* with the result that the number of boys taking part in (bis event has increased fix times and the injuries have been practically elim inated. A broken leg now most unusual, while before it occurred frequently. The javelin faas bem entirely eliminated No remedial measure could be determined, and the hazard was sudx that damnation was considered the best solution. It was found that the high school boy could not hold properly or handle safely the college discos. A somewhat smaller discos has been de veloped for high school me. Result--more participants and fewer injuries. We are studying, analyzing and trying to make our program still safer. It is our job to bring all into the program, but oar duty to make the program sound and safe. In spite of proven facts, some groups have, to date, failed to change regulations to improve the existing conditions. Tradi tion must be replaced by common sense, and facts instead of opinion must be used In the making of rules and construction of equip ment if athletics, especially football, are to be made safer for the competitor. Suggestion* for Industry Industrial athletic supervisors face cer tain very definite problems not found in the high school or college. At the present time the Wisconsin Recreation Association is working on a program of benefits for par ticipants in their programs which includes practically all of die industrial athletic ac tivity in the stale. This program, if finally determined upon, will be administered by the State High School Association office School and College Sessions 151 and a committee of the Recreation Associa tion. * Safety in the Industrial Athletic program offers many problems not present in the other athletic fields. This program is one of two types. The team is made up of skilled players employed primarily for tbeir athletic skill and whose sain job oo the payroll is to win games. This is the type of industrial athletic* about which there need be no great concern. This type, how ever. is very much m the minority and. therefore, the real problem is offered by the substantial majority who take part for the pleasure they get and the appeal they are able to make to their fellow employees. B This group is made up of rifarying ages and M physical abilities. The grxxg* ha* liuiiiurt g| practice opportunities and while the place of play and the equipment b ttfioSky Ifigh class,. the coaching or instruction mad the preliminary training is hardly ample to folly and properly prepare the indhddads for the contest. This type of Inhfihl Athletics offers a problem which shnaftd receive thoughtful consideration aid carrfnf I study. Not alone will thae from work he lost but certain injuries may fcgve far reaching and serious results. I dnl ven ture a few suggestions winch provide" a basis for study. 1. Only thotfe found pfaynatOy fit ibatH be permitted to enroll for the aShktit program. 2. No individual should be permitted to compete until he has been through a preliminary training season, especially in football, basketball or baseball, and pronounced fit after a second examina tion. 3. Every possible safeguard should be placed around competition. This in cludes condition of field or floor, and character of the equipment. 4. Only trained and competent officials should be placed in charge of these contests. This might mean a school for training officials. 5. Playing rules should be modified for group*. For all exrep* the young and especially fit, football pe riods shcrid he shortened, rest periods lengthened. In basketball, the game should be slowed. Quarters conk] be slightly redured k length. Under no cowStkns should more than ooe game per day be permitted. We must assume the professional attitude toward- this program if it is to be effective and worthwhile. A professional athlete has a cm trip price tag a certain value. A man m industry has a certain value m his job as wdl as to his family. He cannot be sacrificed for glory or victory. The indus trial program will be of value only m so far as it provides a healthful activity for the pprriripfiat and a rallying point for group ipffin and support. It cm be made aO of this if we but study the question from the standpoint of a pro gram which will help keep the competitor physically fit, encourage those less fit to improve, aztd, at the same time, hold the interest of all in the group and make of them a coherent whole. We need a competitive viewpoint if we are to retain cor American way of life. We moat improve oar program to make the children of today physically fit and ready for life. Then we most carry on programs which .wiH enable them to keep fit. Cocape tition b the only incentive which can attain this objective. Bui for the grace of God, and the pro tecting breadth of <xmts, tar might have been another France, another Poland, or another Greece. With this fearful lesson on the vahae of preparedness still fresh m maxi, let as here and now resolve, as a nation, that never a&xm shall America be cangjbt physically unprepared and untrained. Our national purpose in this war is to help establish worldwide peace and freedom. But--let us resolve that from this war on, Americans shall be a physically fit, ever- rmdy fieoph. * 152 33rd National Safety Congress, 1944 School and College Sessions 153 THURSDAY AFTERNOON SESSION October 5, 1944 Special Trurinn Sponsored by the Commiaaiao. on Safety Eduction of the National Education Association . Presiding: Nobmak Damon, Vice-President, Automotive Safety Founfarion, Wasbmgtoa, D. Cr Organization and Purpoctee of tha Nciuoscd OGS&missio& an SafatY Bdtuxtiiat By ROBERT W. EAVES Executive Secretary, National Cocrrmi--ion on Safety Education, National Education Aren, Washington, D. C. The National Commissioo on Safety Edu cation appreciates the opportunity to discuss its organization and interest in safety ^lo cation at this meeting of die National Safety Congress. At this time it seems appropriate for me to present the background which gave rise to the organization of the National Com mission on Safety Education by. the National Education Association- For several years a certain amount of interest in safety educa tion has been demonstrated by the National Education Association and its various de partments, but it was not cmtil 1937 that a systematic program was developed. From 1937 to 1942 the Research Division of the National Education Association carried on a safety education project, made possible by a grant from the Automotive Safety Foun dation, during which time a number of publications dealing with pertinent prob lems in this field were issued. The highlight of the NEA activities in safety was the 1940 Yearbook of the Amer ican Association of School Administrators, entitled Safety Education. This is con sidered a milestone in safety education in the public schools. The research project of the NEA was hard hit by the war, and due to the loss in personnel it became in active in 1942. ' In 1943 the NEA gave consideration to the organization of a safety education pro gram. It was considered an appropriate move to initiate a program on a Commis sion basis, which would bring together out standing educators representing all levels of education--ekmentxry, secondary, teacher training, and unirerahy--tatoesiedl in safety The Executive Committee of the National Education Association approved a this plan of operation in July, 1943, and the 9 Commission members were appointed in Oc tober of the same year. However, dne to delay in organizing the office set-up with a full-time secretary, the Commistioo did not become active until May, 1944. Again tins set-uiTwas made possible by a grain: from the. Automotive Safety Foundation, Tbe National Education Association supplies housing, equipment, and consultation service necessary for its successful operation. It is hoped that other sources of income will be forthcoming. Tbe twelve members of tbe g Commission are appointed for terms of cot, g two, and three years, which provision makes g it possible to. replace one-third of the group | each year. This draws together over a pe- g riod of years tbe experiences of a greater | number of educators who may contribute 5 to Its program. Since there- was several g months' delay from tbe time the appoint- I meats were made until the Commission be- I came active, each of the present ones has 1 bom extended one year. | To date there has been one meeting of | the entire Commission, at which time coo* I ssderation was given to problems in the field, organization into subcommittees, and plans for the first year of its operation. It is expected that most of its activities will be worked out through meetings of the various subcommittees. At present tbe staff is composed of a full-time secretary, a part-time professional assistant, and a secretarial research assistant Additions to this group will be made as projects under taken by the Commission demand. | Tbe National Commission on Safety Ed- ocation is organized ht keeping with the I policies of the National Education Associa tion`and its various Commissions. I wish to state further desirable features of a Cbmmmioa set-up. It has one dicrmi-t ad vantage; that of drawing together tbe ex perience and ideas of educators and experts in the field who have contributions to to safety education planning. Since these members are active people in strategic edu cational positions, their thoughts d *4*** bring to the surface the ppJ-iwtg sj&a ideas'for their solution. ,, The Commission is in a position to km direct contact with the schools and their programs. The National Edncatiaa Asso ciation has nearly 300,000 members from the teaching profession. Through the NEA and the affiliated groups in the states and local communities, it is possible for tbe Commission to have contact with nearly 1,000,000 teachers. Some of its activities to be undertaken will be worked out jointly with the various departments of the NEA. The Department of Elementary School Principals, the American Association of School. Administrators, the National Coun cil for the Social Studies, have all expressed a cooperative attitude in offering tbeir as sistance to the program. Two of our pres ent activities are now being planned with these departments. - Tbe. Commission is divided into four standing subcommittees representing ele mentary, secondary, teacher training, and college and university education. Each mem ber may be asked to work on a temporary committee for a specific project. Also pro vision is made to appoint non-Conuoission members to work with a subcommittee for the duration of a project. I wish to call your attention to the ob jectives of the Commission. They are to; Stimulate teachers and parents to thoughtful consideration of tbe safety edocabon problem. Critically examine safety practices in the light of failures la accident pre vention. Make tbe best materials, practices, and procedures known for instructional pur poses. Stimulate school use of worthwhile materials and pratice* in safety educa tion produced by nonschool groups. Assist school officials in organizing safety education curriculums. Cooperate with other safety groups in promoting projects rimed at accident prevention. " These points were developed and ten tatively agreed upon by the Commission at its May meeting. The action toward meeting these ob jectives will result in appropriate publica tions or other media as specific projects will require. I yrish to add that the Commission has expressed special interest m institutes of government and their place in accident re duction. It is strongly hoped that we can see a further expansion of this idea. Problems in Safety Education By ROSCOE L. WEST President, New Jexrey State Teaches* College at Trenton; Member of tbe National Commission on Safety Education of the National Education Association The average administrator is usually an noyed by the efforts of special groups to require schools to teach tbe materials In which they are interested. He has prob ably arrived at this attitude because in many states these groups have secured acts from ffie legislature requiring the teaching of there special subjects without regard to their connection to regular work. In some states, for example, tbe law says nothing about requirements of teaching in what we usually think of as fundamental subjects of education--the 3 R's, geography, history, and so on. In these same states provisions exist in the law for a certain number of minutes per week to be devoted to fire pre vention, a certain number of other minutes to teaching the effects of alcohol and nar cotics and variods other such special topics. Tbe administrator believes that a curricu lum should not be made by legislation fiat, but by careful analysis of the needs of 154 33rd National Safety Congress, 1944 society and of children, and a proper coni' considered as a phase of the whole general blnation of these factors as they relate to problem of teaching children to under maturity, environment; and other such items. stand the modem scientific, technological Perhaps the administrator himself is somewhat to blame for this situation be cause, like many other people in our society, be has not realized the necessity of keeping schools abreast of the' rapid changes of civilization in which they live sod to adapt themselves to this civilization is ways which will 'be beneficial to them and to their fellow man. If people cannot team to use the automobile safely, it becomes a means modem society. As a natter of fact, we shall have to admit that the whole world is out of joint became soda! sKtwWiwy baa lagged behind the scientific and technolog ical advances that have been made during the past century. From science has come technology; from technology has come the inventions with which ire are so and all the gadgets of the modern world. The war itself has probably sprung from a failure to understand the needs of this modern technological world. Mass pro* ductioa, which is one of the results of of destruction and every man who drives carelessly becomes a menace to his fellow man. When we look into the future and think of the possibility of the beltcopter .and.all of tbe other many inventions which arc coming, we realise even more what responsibilities rest on individnaU for proper operation of these gadgets m order that other people as well as they themselves may live safely ad happily. From this point of viewC therefore, the problem of safety education cannot U isolated from any other pertinent problems facing our technology, is a new phenomenon and as yet schools. has not seen matched by the social and The. accident problem is distressing be economic arrangements necessary to pro cause we see tangibly hi loss of life; in vide for mass distribution. One might go.* juries, pda, sorrow, inconvenience, and on multiplying die examples to baric up damage to property tbe extort to which the argument that moat of the troubles so this problem actually exists. It is hardly the present world sure due to a lack of un necessary to remind this group of accident derstanding of what science and technology facts, but to recall that we have a loss of have produced. approximately lOCMIOO live* 9jD(ftOOO in juries, and $5,000,000 damage to property Several years ago Samuel Butler wrote aurally in country is really appalling. a very fascinating book, entitled "Erewfcoo." Educators are challenged to " In tins book be has the hero wander over unwarranted condition more rioedy, to de the mountains m his native land to a termine the extent to which schools are strange country where he finds that the responsible and bow they may prevent this people have cast aside ail machines because too-oftcs-acceptcd condition as a part of they found that they were being destroyed our normal life. ^ by the machine He finds hitasdf m imme diate difficulty because he carries a watch. Many customs of this land are opposite On May 29, 30, and 31 of this year, the newly organized National CoxamUsaou oo Safety Education, of which I am a mem to those which he has known before. For ber and which I represent on this program, example, a man is put in jaQ if be becomes held its burial session m Washington at the physically ill, but a doctor is'called if be National Education Association headquar steals or commits some other such crime ters. This group, composed of educators It is a fascinating idea, but obviously im - representing all levels of educational effort possible of achievement in our present (the elementary school, secondary school, world. We would not throw away the teachers college, and university) utilized a machine if we could. We must adapt our great part of these three days ha an attempt selves to it and leant to flake it conch to define safety education problems and to our lives or it will destroy US. suggest possible solutions. All of this is to say that safety education I shall attempt to review these problems is in * real sense not a separate topic which and comments about them ms discussed by must be incorporated Into school procedure the Commissum at this meeting as follows: by means of special laws or against the wishes of teacher* and administrators. Fundamentally, safety education should be L Establishing Sound Financial Auntsaee for Safety Bduratiwi programs School end College Stssiom 155 At present there?is Ettk more than $2L000,000,000 bring spent cm pnbSe tdwaifcon in this, country. Tbe recau Rewards BnQetin of the National Fdecarinu Association for April, 1944, rcrirird "Problems for Public Education in Postwar America," calls for an expenditure of $OJ&ZJOCXJXX) yearly, to finance an adequate program of public education in this country for the immediate postwar used. Tlarian; it is realised on tbe port of oduestianai authori ties that w are mcsdmg just Aon oochalf as much or Isas wa pdUsc edneation as is actually needed to nut the ropensibfiities of our age. This camfiticn m edu cation has a defiaite bsnrmg on what the school can and wifl do About safety edu cation. We know, to* that not can and most be done sc safety edhcatiaa withes* in creased expenfitaro. However, *t also know that an mrrr ag cmgdweht pro gram of safety <dmtion, inriaafang driver training m our high school* asesns added personnel, superriaioa, and materia!* which require additional fond* Most educators agree that safety edneation must have pri ority over other forms of learning. Con sequently, souse type of safety edneation program, erven though it may be of a hitor-miss variety, docs east in the majority of our schools. We must admit that most of these aro inadequate. Unfortunately, we know that the same is true of many other important programs which are the respon sibility of the schools. This is a matter which the community must recognize. 2. Changing the Attitude of An Public Toward Aeckkota in t Wy That Will Influence Mona Sjntanatic Program Phaakf for Safety To what extent are the schools respon sible for changing the attitude of the com munity toward accidents? How can the schools influence eoammmty support and action? Here again we ace the implications of safety education as doriy related to all other services provided. We have Dot effectively utilized acodeaf statistics. There is a special need for influencing the most important people in local and state govern ments to become interested in safety. In making a demand on the school to increase its efforts in safety education, the conuaumty must by example increase its efforts for safer living by every means possible. through forctQMCL msoity is nl requires of the There is the . ftrrfiMtviw |0f gf this area the idusli kadenk* other progsaus An leadership or tbe day care crmtrj amUbted during wartime to care for dJAw of worluag mothers. In rhoumdi of uiiniin throughout tie cp--try. over-all commit tees were organised to work oor this prob lem on a local basis. In doing this, school administrator* and other persorme) have played important part*. 9, Finding the Appropriate Place for Safety Education far tbe School Cwxkabn With our advanced cvrT |>famwn|r activities, tins should not be a problem in safety education, but it is one which is not solved. Probably the problem is not so nroch one of finding a place for safety edu cation a* it is finding time, m view of the zuuoeroB* demands made on the schools. When a high school .principal ts asked about driver training, usually his first ques tion i* "How can I get it into the pro gram?" The problem less pertinent in tbe elementary school classroom, where children arc catting and preparing pictures for scrapbooks. How to use the scissors properly iumliu tittle time and effort. Failure to teach safety ta many practical school iiUMtigns cs-uo doubt doe to the fact that teachers are not aware of the pos sibilities- Here again, we see the need of supervisory services to work with teachers sad faculties to fit safety education into the program and bdp teachers see opportunities to create an interest and develop habits in safer living. More involved, this problem is related to administration and supervi sion. Unless supervisory services are well planned, the teacher becomes confused with assignments presented through supervisory 4 Detaoniniag the Scope of Education's ResponriKEty m the FkJd of Safety So far, education's responsibility in creat ing a safe community, state, or nation has 156 33rd National Safety Congress, 1944 School and Cottage Sessions 157 not beat well defined. Probably the best statement as to its job is outlined in the 1940 Yearbook of the American Association of School Administrators/ Deciding this issue on a community basis is still in a very pioneer stage. Again we see the need for community coordination in safety planning. We do find local municipal traffic bureaus, state highway departments, and other en forcement and executive branches using public funds for educational purposes with out the proper tieup with the local or state departments of education. On the other hand, education misses the mark in some instances by trying to do a job which be longs to engineer and enforcement groups. This is a problem which needs discussion before planning groups on a local, states and national level. Difficulties in getting this problem straightened out often arise over appropria tions. In some instances special taxes are advocated to get specific programs started, with non-school groups in charge. Situa tions of this kind probably arise because education groups are less influential in securing appropriations. That is a big prob lem in itself--why can't education groups influence appropriations as is done by other organized professional groups? Efforts have been made for years to get across a irtodest appropriation for federal aid for education, to help equalize educational op portunity, a modest sum of $300,000,000 annually. Along comes a bill, now pending before Congress, to appropriate 154 billion dollars for a three-year period, to be matched by an equal sum from the states for highways. This full meets little oppo sition. I am in favor of it. But I am also in favor of educational opportunity for all children, far beyond that which we have been able to give. This, too, has.its implica tions for safety education. Many teachers are still working for the small sum of three, four, five, and six hundred dollars per year. In fact, 22 per cent of the public school teachers of America are receiving less than $600 per year. As in other areas of American economic and social life, wc get returns in education in proportion to the money wc spend. 5. How to Getv Safety Education into Rural Areas . Learmog good safety practices looms as one of the most important educational prob lems in rural areas following the dose of fireproof constructSoq. for example, would World War IL For the first time m Ameri be very different in rural areas where build can life, industry wiB be geared id produc ings are more isolated and usually not more ing products'adapted to rural areas on a than one or two stories m bright. large scale. For example, in the seven-year period between 1935 and 1942. the percent age of American farms electrified increased from 10 to 35. Present plans submitted by the 48 states call for an expenditure of 3 Agriculture is one of the most dangerous occupations. The danger comes from the use of machinery and the of aai- tult on the farm. billion dollars to expand ratal electrification It seems to me that safety education for still further, and electrical services should rural areas should take into cocsiderataoa very shortly reach over three-fourths of particularly the following facts* (13 *--* the farms in the United States. This brings of modern equipment t--jt be handled by to the farm all the hazards of electrifica individuals using it for tfarir own use. tion which are found in cities, plus the rather than by experts who serve a large additional hazards due to the fact that men. group, (2) the very rapid mcctiWnrinn of women, and children are working directly || agriculture in the next few years, with with and operating electrical equipment. H small children driving tractors, operating Another important development is the small tractor which furnishes the necessary power for a family-sized farm- This and the consequent mechanization of agricul ture in the years just ahead will require a tremendous amount of education, not only to use the equipment properly, bat to oper ate it in a safe manner. * feed grinders, and the tike. (3) the expan sion of school transportation which is al ready under way. (4) irremd traffic on mam highways which not he crossed by pedestrians, particubrty tail efiddraa, and (5) the possibility of a wwii4(riMt bk of air transportation in the near future. It seems to me that safety education most begin with' the smaller* ch3dii learning In the small community and cm the farm how to protect themselves and prepare for the individual must exercise a great deal added responsibilities as they become older, more responsibility m handling modem that there should be a great deal of atten equipment. The individual must operate tion to operating all sorts of mechanical the equipment himself, rather than having equipment, and that the schools should be a specialist operate it for him. In addition, proper regulations governing the installa get to lay the groundwork for socmd codes m rural areas, either county- or statewide, tion and use of modem machinery have and the understanding necessary in order Inot been developed for rural areas. An example of the impact of modem tech nology in a rural area is seen in the de struction of the school building at New London, Texas, several years ago because it was not properly built to use gas heating and because raw gas was used through equipment which was not properly pro tected. It will be necessary very soon to develop codes and regulations for building modem buildings and using the products of modern industry in rural areas, just as we now have codes for cities. The Texas Con solidated School was presumably built to have them carried out and obeyed. according to the code of a nearby city, but there was no means by which the code could be enforced. It is quite clear that the code for installa tion and use of electrical equipment, farm . equipment, and automobiles must be differ ent than the codes which have developed in metropolitan areas. The code governing As the nationwide school situation now exists, we are able to do the least in meet ing these needs m rural life because of the limited facxlities- to come from those sources. Generally pealrtng, institutions will offer training to those requiring a special type whenever there U such a demand. This does not, however, eliminate the responsibility of higher institutions of learning from being aware of needs and new developments in education. Teacher institutions and univer sities should give teachers more help in carrying on a safety education program and in working it out along with general room instruction. For example, all teachers should know something about first aid and be qualified to render first aid. Is that too strong? If first aid courses create safety consciousness, it seems sensible. Teachers do miss many opportunities to teach safety in an integrated way with the usual sub ject matter because they are not safetyeocssdoas. The Future of Motor Transportation Full public realization that the social and economic life of our nation was directly and indispensably geared to rubber-borne transportation--the automobile, the motor truck, and the bus--came shortly after the outbreak of World War II, when the enemy seized our sources of crude robber and in terfered with our shipments of gasoline. This revolutionary change in our way of living.took place during the quarter cen tury following World War I. What will happen to motor transportation after the present shooting stops is reflected by post war plans, many of which are already in the blueprint state. Automobile ''manufac turers have indicated their intention to ex pand prewar output by as much as fifty per cent as soon as they switch to peace time production. Roads and streets are deficient and much of the system outmoded, particularly in and near urban areas, but efforts are under way to prepare for postwar improvements that wilt meet the needs. A bill now is pending before Congress, authorizing an appropria tion of 154 billion dollars for highway constniction to be apportioned among states during the first three postwar years. The National Interregional Highway Commit tee submitted a master plan for future de velopment of main arteries to the President the first of this year. This plan, based on the facts assembled through state highway planning surveys, recommends joint federalstate designation of a limited system of 6. Training of Peraoond for the Admintaxation of Safety in Education -- Enforcement--and Bngmacring Pro grams We have not yet developed educational facilities for the training of safety person nel On a nationwide basis. A number of colleges and institutions are offering courses in safety education, but the failure of local school systems and other groups to employ some of the people who have been trained in safety education has discouraged further developments. In order for the institutions to go ahead with a specialized program of training qualified persons -to do safety edu cation programs, greater demand will have 158 33rd National Safely Congress, 1944 interstate highways to be improved to new high standards which will greatly reduce such prewar nightmares as congestion, de lays, and accidents. The automotive postwar program will provide large direct and indirect employ ment benefits. But this is a secondary aim of highway development. The object is not simply to build roads so that men will have jobs immediately after the war, but to have adequate roads so that transportation can help build America. For the orderly rede velopmem of our cities, the production and use of our natural, resources, the promo tion of rural education and health, the sup port of agricultural development, the desir able location of industry, the provision of adequate airport connections--all these are dependent to an important degree on the availability of safe and efficient highway transportation. The traffic safety problem is far more involved than teaching skillful driving and crossing the streets safely. There must be a keener ye*1*** of responsibility on the part of the individual who handles the autemobfle. A study made in recent years by a group of Pennsylvania educators showed that, in terms of miles driven, the fatality rate of 16-year-olds was nine times greater har> that of drivers 45 to 50 years old. This -was not because of lack of skill, but be cause of lack of social responsibility. The high schools are challenged to do more about this situation. A plan to give them a fuller understanding of what the motor ve hicle means to our national life and how it may be properly utilized in the development of our -natural resources and raising the standard of living may help to influence this appreciation. Many high schools have already equipped students with knowledge, skill, and proper attitudes regarding the motor vehicle and its safe use. They are making competent citizens for our motor age. Measured in terms of saving life, the money and'effort expended in training driv ers -will repay society many times over. Engineering and enforcement have deftnite contributions to make m preventing the rise of traffic accidents in the postwar period to the 1939 peak of approximately 40,000, but the human dement is still the major factor m accident caoscs. The Penn. Sylvaaia Turnpike did not etimrnatr acci dents. Accidents stiS happen there because drivers fail in their rcspoctribtTtty. Summary Ccwiwoti It"is the opinion of the Commission that the educational resources of this country are not being fully utilized to solve the acci dent problem, and that without additional funds we can do a much better job. It must be admitted that idnwtMo has not fully accepted its responsibility in meeting the situation. Tt is hoped chat the Commis sion will contribute to the awakesmg of the need for more effective safety education and provide guidance in such action. There is a definite need for all groups interested in safety education to work more elosdj together to solve this problem. Traffic Section Emcutiv* CniwiRI> 1944-1345 General Chairman--W. Couu Ant Secy., Metropolitan Life Insurance Co., i Madison Av&, New York KL S. Y. First Vice-Ckasrmem--Dos F. Sima, apolis 4, Ind. ` State Police, State Mouse, Indian Second Vice-Chairmen WaUO B- Maxztx. Mgr-, Safety Council, Peoria Association of Commerce, Peoria, DL Third Vue-Ch&noen--jkssn* ML Winit, Chief Jradgc, Baltimore Traffic Court, Balti more, Md. Chairman, Committee om Traffic Accident Records--William M. Greene, Dir., Highway Safety Commission, Room 37, State Office Bldg.. Hartford, Conn. Chairman, Ammal Congress Program Comemittee--D. CtAirr Micxij, Traffic Eng-., Auto motive Safety Foundation. 726 Jackson Place, MAY., Washington 6, D. C. Chairman, Membership Committee--Haonr E. Neal, Chief Eng., Div. of Traffic and Safety, Ohio Dept, of Highways, Coltunics 15, Ohio. Members-at-Large--- Loons E. Coash, Judge, Municipal Court, City Hall Annex. Lansing 7. Mich. Dr. B. L CaOKtr. Executive Secy., Milwaukee Safety Commission, City Hall, Milwaukee, WU. H. S. Fahrahk, Deputy Commfationcr, Public Roads Administration, Washington 25, D. C Earl E. Gaonx. Dir. of Safety, Columbos Sc Southern Ohio Electric Co., Columbus, Ohio. L. S. Harris, Kwatiie Sec>% American Association of Motor Vehicle Administrators, 839-41 Woodward Bldg, Washington 5. D. G Burton W. Marsh. Dir., Traffic Engineering & Safety Dept, American Automobile - Assa, Pcmylrama Are. at 17th St, Washington 6, D. C ' Theodore If. Uatsos. Dir., Bureau for Street Traffic Research, Yale University, 311 Stnuboom HaH, New Haven 11, Cooa. James A. Pnrac. Chief, Washington State Patrol, P. O. Box 1166, Olympia, Wash. Robert E. Raleigh, Acting Dir., Safety Djy., International Assn, of Chiefs of Police, 1827 Orrington Alt, Evanston, ISL Donald Sum, Dir., Traffic Safety Assn., 1902 Buhl Bldg, Detroit 26, Mich. G G. SxoxtatnmiR, Traffic Eng., Arlington County Highway DepL, Court House, Arlington, V*. - W. F. Rounvaud, Traffic Eng., Minnesota Dept of Highways, St Paul 4, Minn. Ex-Officio Members-- Traffic Court Division . Perry A. FkxY, Judge, Municipal Court, Cleveland, Ohio. Roy A. Miles, Judge, Nashville Traffic Court, 706 Nashville Trust Bldg., Nashville. Term. . Police jDnrirvo* Paul J. Price, Opt, Traffic Drr,, Dayton Police Dept, Dayton, Ohio. Roujn Bennion, Inspector, Utah State Highway Patrol, Salt Lake Gty, Past General Chairmen Harry H. Porter. Chief Justice, Evanston Municipal Court, Evanston, X1L Carl J. Rutland, Chairman, Gtizcns* Traffic Commission, 518 Interurban Dallas 1, Texas. Utah. Bldg., Secretary Harvey D. Booth. National Safety Council, lac., 20 N. V acker Drive, Chicago 6, XEL . 159 160 33rd National Safety Congress, 2944 TUESDAY AFTERNOON SESSION October 3, 1944 Presiding: General Chairman W. Graham Cole, Asst Secy., Metropolitan Life Insurance Co-, New York City. SuMt issd TiuiuC S@CuO& Aets?uis* Br W. GRAHAM COLB Asst Sccy-, Metropolitan Lilt Insurance Co, New York City, and General Chairman, 'Aaffie Section, N.&C. At the request of many members of the Section, and with the approval of the Ex ecutive Committee, a Committee oo By Laws, headed by First Vice-Chairman Don F. Stiver, was appointed a year ago to sug gest revision in the By-Laws of the Section. (1) To conform to provisions in the new Constitution and By-Laws of the Council; and (2) To provide for divisions or sub-sec tion organizations within the Section. The proposed revisions suggested by the committee have been approved by the Ex ecutive Committee of the Section and pub lished in TODAYS TRAFFIC. They will be submitted to the membership for ap proval or reject!on at the present business session. The Executive Committee offered a num ber of recommendations in connection with the review of the Uniform Vehicle Code. The work of the Special Committee on Post-War Traffic Safety Planning devel oped into a comprehensive program in which 42 national organizations have joined in sponsorship. The report of this project "Danger--Traffic Jam Ahead0 was pub lished in the name of the sponsoring or ganizations. The Group Committee oa Traffic Conrls with the cooperation of the Junior Bar Conference of the American Bar Associa tion has made rapid progress' b the pro gram for improving traffic courts. Forty local and regional conferences mid meetings have been held--28 since the last Congress, and many more will be held in the months to come. A questionnaire study of the par ticipation of prosecutors in traffic cases is nearing completion. The Group Committee on City and State Police made a study of police journals and effective contacts for better puhlicatioo of articles dealing with traffic enforcement. They have arranged a ttncbcm for editors of police journals during this Congress. A survey was made of police methods for traffic control on "VE-Day.** An effective program for the police sessions of this Congress has been developed. The Group Committee on Traffic Safety Engineering has had as its mam activity this year the development, in cooperation with the Institute of Traffic Engineers, of the traffic safety engineering phases of the Congress program. The Committee on Traffic Accident Rec ords has been busy on several important projects. One was the preparation of as alternate tabulating plan for state accident record bureaus. Experimental work has been carried on in three states in the matter of accident record forms. Considerable in formation regarding the use of records has been collected, and referred to the Com mittee on Uses of Developed Information of the National Conference on Uniform Traffic Accident Statistics. The Committee on Winter Driving Haz ards during the past year has conducted the most complete and comprehensive educa tional and publicity program in its history. This program was well balanced, in fact, it covered all phases of the winter traffic problem--including road and street main tenance; inventory of available regular and special vehicle equipment and parts and thdr maintenance; and safe practices for winter driving. The Committee on Pedestrian and Bi cycle Safety undertook several special projects,.including a study of chird pedes trian accidents and procedures for solving the problem; a study of changes needed Traffic Section 161 in pedestrian ordinances and legislation and the preparation of recommended changes in the Uniform Vehicle Code; and a study of the promotion of pedestrian safety through educational Several reports on pedestrian accidents have been prepared and furnished members of the Section. x ce Committee on Tests for Intoxication developed suggestions for legxsbtion deal ing with chemical tests for intevkatko for submission to state legislatures daring 1945, and submitted recommendations to the Com mittee on Uniform Traffic Laws and Ordi nances of the National Conference on Street and Highway Safety for coosderation in revising the Uniform Vehicle Code. Two Public Safety Memo* on the subject have bees prepared and others are m progress. A special study and recommendations were made of the Army method of tests for de termining alcoholic content of blood, and several articles on the subject were pub lished. Interest m these tests has been steadily increasing; throughout the year, and during 1943 they were used in 26 different states. Although not a part of the Committee work, a valuable training manual on Chemi cal - Tests for Intoxication has been pre pared by the Indiana State Police under the direction of Superintendent Don F. Stiver, Vice Chairman of the Section and Chair man of the Committee. All of these committees and groups co operated in preparing package program out lines for community safety councils. Gen erally, as well as specifically, the committees of the Section were quite busy during the year, though limited in some respects to the staff time available.. Higiiways for the Future America By THOMAS H. IbcUONALD Cornmiwannrr. Public Road* Alton., Washington, D. C. A quarter of a century has elapsed since the end of the first world war. Modem highway techniques have been the product of this period. Research which has been an integral part of the operations, has not been confined to the perfecting of engineer ing and technical clmnrts, but has extended into the economic and social areas. When the Committees of the Congress, particularly the Roads Committee of the House of Rep resentatives, undertook a long series of hear ings to determine the current status of highway improvement as a basis for future legislation, there was a wealth of material presented on which to base the conclusions. The highway planning surveys conducted by tiie state highway departments in cooper ation with the Public Roads Administration supply data which not only define the cur rent status accurately bat indicate the major objectives for the future. The hearings before the Roads Committee of the House and also the bearings and studies by the Senate Committee* on Post Offices and Post Roads aad on Post-war Planning; have brought together adequate information on which the recommendations of the Commit tees have been based. The hearings as a whole brought together recommendations of highway administration and highway en gineering officials and also of the highway user groups covering a complete range. The war experiences have accelerated conclusions that might cot have been reached in many years of peace-time high* way use. Not since the motor vehicle be came such a factor in our national economy, has it been possible to reach such a dear conception of the over-all pattern of future highway development fitted to the varying types and degrees of use in all parts of the nation. The Senate has now passed a meas ure which incorporates the conception of an administrative plan fashioned to meet the requirements of highways for the future. Increased Federal authorizations are in cluded to provide Federal aid funds to en large the previous rood improvement pro grams, to cover deferred construction and to overcome the accelerated depreciation and obsolescence during the war years. An important consideration is the need to pro vide employment at the war's end indicat ing the need for a substantial public works 162 33rd Nation,gl Safety Congress, 1944 program m *nGaining the national. income freedom df movement, inherent in die motor at a high level. - . ;- . vehicle, individuals .demanded nation-wide The Research Committee of the Committee highway facilities sufficient to free the for Economic Development in .a recent re bonds of mud. Thfa was the spirit .of the port states: period. "Reliable studies agree that from 7,090, Industry Expanded 000 to IQfiOOfiOQ more jobs most be The highway officials and highway indus found in private production enterprise try have done a remarkable job. New tech ihan existed m 1940, and this great vofanue niques, new machinery, new materials and of new. peacetime- jobs must be created old materials used in new ways, expanded quickly." ' usable mileages rapidly. The road jj ilaiti This refers to jobs in private industry, rather than employment on public works, but the need for markets for materials and equipment afforded by public works must be recognized. On public works on durable improvements, the employment afforded is in the ratio of one and one-half to two men in private industry 'for each one man employed on the job. A substantial public works program is clearly indicated. The war years have provided a forced interlude in highway development between two periods which in the future will be come more apparent. The first period^ new dosed, was one of rapid expansion .of high- ( way mileage. This mileage has been im proved with reasonably usable roadways, bat the construction has been held to minimum standards to stretch tbe available funds over more mileage. It has been a period of rand improvement by steps or stages to obtain has stood tip under the hcavy-dtey war transport far exceeding the normal peace time uses, with minimum repairs aod with necessary replacements denied. Mate ha* been demanded of our txansportatioo system with less consideration for the day by day needs' than for any other c mentill at the war economy. The proof of die fact Bias these minimum standards for road uuuatiac tion have been executed with iakigrity aod reasonable adequacy lies in the itiidri ta date.* The condition of 106,000 miles of Federal aid road examined aad reported oc as of Jammy last, 'show5 22JQ00 miles is now beyond repair and most be re hwiifr Ttus is under *T2 per cent. But the* does not mean Chat the balance are safe roads. ' The experiences of the past qnrter cen tury, and particularly of these war years, has the principles and sharply etdbcd the pattern of road development for the next many miles of roadways to keep the public out of the and It has included road sur faces usable throughout the year to rnnafrt town with town, to connect more farms with markets, and within the cities, to cxtrnd period. There is now more nearly agreement the highway needs of the period of nriaUHtaboo and reconstruction after the war, than upon any other major clement of the nation's interval economy. some type of surfaced streets to serve home The highway pfanning surveys have ar.fi business developments which have tMgh new research techniques, Moreover, grown in concentric wares from the old they have defionted the manner and meas- zrbaa centers to /ar-fhmg suburbs. The mrc of rood ose by the individual. Although motor vehicle brought with it on irresistible not yet existing in any large number, high pressure from the user for mDeages irre ways have been built and are in use which spective of quality. Considerations of long point the way to efficient and safe service. time durability, bult-in safety, and cuxaniiy One mrnfOa will suffice to indicate the of operation were sacrificed for "* poarihOities of built-in safety. The lack of mileage. * hnwcmg aod office accommodations in Wash This is sot a criticism of either the high ington resalted fa providing new office way officials or the public. The highway a the Virginia side of the Poto officials correctly interpreted the laws under mac River for the Army. Navy, Marine which they operated. They devised minimum Corps aod Army Air Forces. Upwards of standards to gain maximum mileage. The 50,000 people go in and out of this area legislator who made the laws correctly in each day. This is very largely new traffic terpreted the demands of his constitutors,' AH movements are either by private auto and the public was not wrong. Suddenly mobile or bos. The existing highways had released from horse-drawn travel to the kmg been inadequate for the pre-war traffic. Traffic Section 163 Tire only solution was a new system of roods to core for the new local traffic and for more efficient service to the large exist ing through traffic. * A system of roads was designed and built by the Public Roads Administration in co operation with the War Department and the other agencies, with one-way traffic, sep arated grade* at intersections for both unkin and pedestrians, adequate sight dmsott, bus turnouts, loading platforms, easy cartes and grades, and fiat side slopes. Parking was taken entirely away from the mam orSorias hr parking lots connected with ike noil system of service roads which feed m and cot of the parking areas oo de- edutesq and accelerating lanes. Other sn4tey factor* were incorporated. Upwards of SCtOQQ vehicles cross the three Patemc River bridges per day, of which Jfll to 590 are buses. Much additional traffic comes into the area from Virginia pdatea. One road from a new residential ^Tries opened lost February 2 now carries KIM ochirfu per day. Since substantial oompAerio* of the system n July 1943 there tree hoc* oo fatalities and only three per- stetef sojwy acckfart*. Yet every person who comer in and out of the area was new to Ike system of roods. It lias been said iter the system of roods is mmecessarily afeurrr. Reduced to the principle, vehicleper-doy use. the cost is less than for many miles of quite ordinary roods. The real question in this discussion is the reduction of fatalities and iron-fatal casualties m every walk of life. Can a no tice* afford the toll of lives, of incapacitated sadmdnab and property losses which have been exacted by street and highway traffic? It mfnctimti 1y has taken the war to give as any comprehension of the magnitude of destruction of human Hfe by street aod highway traffic. Are we to continue to pay t&ss price? The emphatic answer of the National Safety Council is "no." The real question is what price, safety-- safety that can be built into our streets and highways over the next quarter century? The engineering requirement* for safety m highway design are quite generally under stood by highway offiriaR Relatively, more aftnrion has been paid to engineering tech- | to reach ad than to the admin istrative policies which permit their utiliza tion. Not enough attention is centered upon the ways and means to secure adminis trative policies that permit and encourage ffie best technique*. Administrative policies reflect public atti tude*. The first aod perhaps most important function of the National Safety Council is public -education in safety matters. Before tins audience it seems appropriate to em phasize the need for the support of and encouragement of administrative policies winch incorporate safety as a major ele ment of highway improvement. Safe high ways have to come through administrative policies first, aat engineering technique*. In the Senate measure and the approved lull which has been placed before the House there are new principles which will have a very important bearing upon the safety of the highways which are proposed. Both measures include* the long-time feature of cooperative actieu between the Federal Government and the States. This baric policy requires unde public knowledge and support, since the state highway departments be come the agencies to include safety in the designs for new highway*. For the first time, there is incorporated the principle that there are three general classc* of highways to be selected as integrated system*. . First System Federal The first is the Federal aid system of main raods~-urban and roral. This concep tion continues a policy incorporated m the first Federal highway legislation of 1921. The first system selected, limited to 7 per cent of the public rood mileage, is not static. Year by year changes are made. Tbe plan ning surveys have indicated the need far a more general overhauling. Tbe improve ments made, tbe travel habits of the public, shifts in population during the war years, aod the gradual development of new terri tory and changes in tbe use of the older anas, have combined to throw heavier volumes of traffic on some sections of the system and to lesson tbe service of others. For example; in one state the planning sur veys indicated the greater importance of some county roads than of parts of Fed eral aid system roads selected on opinion rather than accurate data. Obviously there should be a shift if the Federal and state funds are to be used where the traffic is heaviest. This is indicative of tbe situation is other states, and is not surprising con 164 33rd National Safety Congress, 1944 sidering (he iioie that has elapsed since and finds its way slowly through the dty the selection of the original system. This streets. system is conceived to carry the main traffic flows in the rural areas and to continue over the principal roads and streets in urban: areas. The long-time improvement of the Federal aid system has resulted in dumping at the city boundaries volumes of traffic that were bcoocdrablc ody a few years ago, and these volumes have been imposed upon already inadequate city streets. . The traffic problems, of cities have been developed at length in the two reports of the Public Roads Administration--"Toll Roads and Free Roods** and "Interregional Highways." The conclusions, based upon the nation-wide highway planning surveys, arc in agreement with the Innumerable spe cial and general studies of dty planning organizations. Many years ago the urban The second class, incorporated first in the regular Federal legislation in 1936, is a more adeqate provision for secondary or feeder roads. Erroneously these are fre quently called fann-to-market roads. Actu ally the Federal aid system itself carries the principal fann-to-market traffic. The requirement is for a system of secondary roads that will provide service to the rural areas not contiguous to Federal akf rooties. There is introduced in the selection of the system the element of cooperative effort be tween the local officials, the state highway departments and the Public Roads Admin istration. The pressures for greater Fed eral recognition and financial provision for this class have been intense, including scene attempts to minimize the necessity for pro streets were the best improvements to be fotaxL The attention of the Federal Gov ernment and the states were then fixed upon the rural problem. The condition is now reversed The Committees of the Congress, after long study, hav ccogmxod and made provision for assisting the dries to over come this condition. Here again the admin istrative element calls for the cooperation between the states, the dty administration and the Federal Government. It places at the disposal of the dries the techniques and experience developed through the years by these other organizations. It is not an easy task to bring these two entities, each of major importance, into completely coopera tive relationships on a long-time program to meet the traffic problems. vision for the far greater traffic carried Another major objective in the proposed on the other classes. This calls for a study Federal legislation is the creation of the of the relative importance of the individual urban area. This contemplates an entity roads to be included to serve the maximum farm units with the nnnimtim mileage. Be cause of the general necessity for lesser ex composed of the dty as a nucleus, and the surrounding area delineated by the state highway departments and with the approval penditures per mile in the improvement of of the Public Roads Administration. The this class, the standards adopted must be influence of the dty extends far beyond its in keeping with the traffic use. Here alone corporate limits. Roughly, this distance mileage remains a ruling consideration, but varies with the size of the dries, from about safety must be incorporated by adequate 35 miles for the larger dries to around six sight distances, the elimination of blind turns and dangerous grade crossings, proper de signs for intersections, and- particularly, miles for cities of 10,000. Within these areas traffic disregards the dividing lines. There has always been a htalus between the well planned ingress and egress, where these dty streets proper and their extensions into feeder roads join main traffic arteries. ' the suburban districts. The multiple juris The third class are the extensions of the Federal aid system in urban areas. In gen eral, urban street improvements have been lagging behind the growth in their use. The concentration of traffic at city boundaries by the improvement of the Federal aid sys tem has been touched upon. Entering the dictions have been the most serious deter rent to consistent for Ihear areas, and particularly integrated imptomucg programs. True, there lave been some regional planning rrmamiinocs. bat these have been without authority to enforce their findings. dty, this traffic, much of it destined for Another form of administration has been the dty itself, or bound through the city- the creation of an additional administration to suburban developments or to other urban super-imposed upon existing entities to centers, mixes with all types of local traffic carry into effect certain objectives. Al Traffic Section 165 though good work has been accomplished, tions of the proposed interregional system there is too much separation of authority to are close to cities of 10,000 and above. The plan and execute on the one hand, and too selection and development of such a sys much overlapping and conflicting authority tem to adequate standards must be under on the other. The Federal recognition of the existence of urban areas as distinct froiu the dty entity, is a step toward utilizing existing authorities through coordinated effort, to achieve desirable objectives. It can be one of the most accessary and useful taken with a background of intensive studies, and with the agreement of rite re sponsible administrative officials. The impli cations of *hs are so serious that the actual selection of the system must extend over a considerable period. steps m oar administrative pattern. But it must suppress traditional isolation and re- * quires a broad-minded, tolerant attitude for the common good. It nay not achieve the same day-by-day headlines for the indi viduals, bat a more adequate service to the It is not proposed to discuss here the . influence that will be exerted by the inter regional system upon the dty patterns, or the social economic implications, save as to one element. Tlte recommended standaixis are based upon safety and efficiency for the public is the end product. mass of traffic which will use them. In Intanpoo*! Highways Another principle is the provision for an interregional highway system. In this dis cussion, this proposed system has not been separated from the three general classes of highways, since it is conceived as a part of the primary Federal aid system, using elements from both the urban and rural primary systems and following the general cluded in these considerations arc controlled access, the separation of intersecting traffic lanes, provision for pedestrian safety, align ment providing adequate sight distance, easy curvature and grades, traffic lanes not less than 12 feet in width, the separation of opposing traffic flow lines by median strips, the complete elimination of parking on the highways and stopping in the traffic lanes. of already established highways. Many Because of the limitations on built up of the (rider roads, particularly in more roadside properties, much of the development densely populated states, which were first to such standards can be secured econom Improved, have long since become inade ically only, by new locations. The width of quate. The planning surveys show that in .right of way is the most important consid- rite rural sections, 1&79 per cent of the total daily pre-war traffic reaching in excess of 465,000,000 vehicle miles, was served by the roads that would conform closely to the rural sections of the interregional system, totaling approximately 29,450 miles. When the city traffic for the dty extensions is added, about 20 per cent of the total dady vehicle miles in normal rimes would be served by about one per cent of the total mileage of rural roads and streets. Otxr population las tended to concentrate .echtion. A perpetual nightmare of the high way engineer is the reluctance of the public generally to recognize the impossibility of bailding such highways on an inadequate width of right of. way. There is no place within such highways for billboards, which distract the attention of the driver, for fill ing stations or roadside markets which pre sent continuous * hazards, or for access except at controlled points which are ren dered safe by deceleration and acceleration lanes. in regions surrounding our major urban Each one of these requirements is an areas. The term "region** as used here re essential of safety, and contrary to unin- fers to these population regions, and the r formed opinion, the objective of such high importance of their inter-connection is indi ways is not to encourage excessive or cated by the fact that nearly 90 per cent unsafe speeds. It is the experience of those of the traffic moving on main highways who are familiar with highways designed to has either its origin or destination, or both, these standards that the tendency of drivers in dries, and that traffic steadily increases is to conform to reasonable speeds. The as the cities are approached. That direct loss of time and perhaps more influential, inter-dty traffic is far greater in volume the irritation caused by delay piled upon than the general level on the rural sections delay, by traffic interferences on normal of other primary routes. roads, is perhaps the greatest cause of dan Finally, the most heavily traveled sec gerous speed. The experience in using the 166 33rd National Safety Congress^ 1944 Autobahnen developed to similar standards They give confidence that the legal author by Germany prior to the -war, sustains tins ity is sufficiently comprehensive to meet- the observation. next, quarter of a century's development. At The development of the proposed inter regional system in the United Stales must necessarily be stow. It is not advanced a* an emergency program. The selection should be based upon painstaking studies. There must be new thinking- concerning the financ ing for such a system. An annual income present it is difficult to foresee any additional major principles that will be required to cover the Federal operations for a kng time in the future. As previously stated, public information, particnlariy as it relates to the safety of the mdrvidoal, is the function of the Na for road improvement is assured, because tional Safety Council. Industrial safety can of the established road-user ^wfnnra. It is 'be reached directly. Public safety is more not necessary in any ooe year to provide ' difficult One of the greatest fields for im at any level the funds for the system as - provemeut is street and highway safety. a whole, or for any large part. This is a This requires general public education and continuing program for at least a quarter an intensive support of public officials. of a century in the future. Funds can be The administrative ffictions to promote made available for sections, each one of which will be useful as soon as completed, within the current annual budget. It is a good place to show faith in the future of the United States--the cause is a worthy one. * safety need more stmudation, more support, than do engineering techniques. In the pro posed Federal legislation foe keystone of die arch of highway administration is the state highway department. The wrm of toe principles proposed now for tacoquaa- Standard Code IVcpnoJ Another principle incorporated in the pro posed legislation is the requirement of a standard code for signs, signals and traffic regulating devices. Tins recognizes die fact that the traveler who perhaps most needs these direction and control devices is the stranger to the particular highway* One such hesitant individual can greatly impede the utility of a highway and endanger the safety of others. Perhaps nothing would r-rraVj- Mm feel more at home and tons make him a safer driver than, -to be assured that be will encounter no new, and in some cases fantastic traffic control devices which are the result of good saieananship rather than good engineering. Another provision that is all important is that which sets aside 1)4% of the au thorized funds for research. This is un questionably the most productive expenditure that can be made, and with the new prin ciples incorporated in the proposed legis lation, there can be no question as to its importance. This permits studies into all fields--physical, social, economic--upoQ which highways have an Important bearing. tkp m Federal legislation will vest largely m the administrative policies adopted by these departments. The planning of the highway work for the new period extending into the years, requires state highway de partment broad scale phoning at ground lend, with the full cooperation from both rural and urban units of government. If we are to the toO of -*** lives, the' casualties and property losses, H will be through the surreys of the admin istrative polities adopted by toe state high way departments in coordinated effort with Federal and local highway officials, phis the cooperation of the public in their use of toe streets and highways. The active aad intelligent nyport of the highway depart ments iq their efforts to coordinate action between the states and the urban and rural officials, and educational activities to secure a wholly responsible attitude on the part of the public in their use of streets and high ways, certainly presort a charter sufficiently broad to engage the best efforts of the Council and its constitntent dements. In this field the Public Roads Adaiinisttutioo wholebeartedly endorses every effort of toe Na tional Safety Council and its constituent This is an inadequate review of the ad vanced principles which have been incorpo rated in the proposed Federal legislation. elements to support the public officials in this great work dedicated to the safety of the citizens of our country. ' Tragic Section Targets lor Tomorrow By NORMAN DAMON Vica-Fm, Automotive Safety Foundation, Washington, D. C. 1-67 We face decisions on future policies and procedures in enforcement which are the most important in ottr generation. The crucial character of this period re sults, of course, from the impact of three years of war. Daring the emergency we have seen the number of motor vehicles on the road steadily reduced. Mileage of travel has been drastically curtailed, acci dent fatalities in 1<H3`reached their low est level in nearly 20 years, and the per sonnel of enforcement agencies has been radically reduced. Mileage of travel has been radically depleted by manpower shortages. Today, with much of the momentum gun* from the traffic control program, we stand cm the threshhold of change. War time restriction*'soon will be relaxed. The amber of whirlct will begin to increase. Moot CkNfist and tires will be available for tic operatiou of vehicles, many of vbkh arc panning already on borrowed We caw anticipate an upsurge of mdesgc mad a corresponding in fo accident exposure. The ingre- ' we ai there foe a disastrous sky- r of tnfic fatalities. Sot for a Moment do I suggest that traffic law satin 11 mint alone must bear the fid rug rawTTiilitj for success or failcue in meeting that grim challenge. That bmden is also shared by two other funda- i in an effective control pro and education. Bee the enactment of good .traffic laws, and their proper enforcement, constitute a basic and indispensable element of safe highway me. Violation of the rules of toe rend for a minority of citizens is ariohtd in an overwhelming percentage of fatal traffic accident*. The growth of traffic both in volume and ----bad imposed this respoa- nbifity upon enforcement agencies long before Paul Harbor. With the war came dTmrnwfcrag emphasis upon the program. Now. in the face of imminent changes in traffic conditions, the responsibility once more stands clearly outlined. It U unpleasant to Jhink what might happen in this country if traffic is not controlled effectively during the post-war period. But we can fervently hope that the de cisions which are made at this turning point will be toe right ones, and that so far a* law enforcement is concerned, our streets and highways shall not, in Shakespeare's language, be "bound in shallows and m miseries.* It .seems to me that the gains and losses which have accrued to the enforce ment program during the war period most first be taken into account as a basis for estimating future needs and supplying the answers to some of these questions. To simplify the discussion, I have di vided the subject into four general classi fications: First, traffic laws and ordinances, winch are necessarily the foundation of the enforcement program. Second, police enforcement and driver license administration. Third, the traffic courts. It is liter ally true that the joint efforts of law makers, police, motor vehicle admin istrators and other agencies stand or fall at the bar of justice. Fourth, and finally, the public itself. It is true that enforcement activities are aimed particularly at a minority of citizens, yet in the final analysis the effectiveness of the entire program rests squarely upon public understanding, ac ceptance and support for it. Traffic Laws aad Ordinances We still suffer as a nation from the habit of "let's have a law." We forget that there is no law without a sheriff. The war has neither caused nor cured this weakness. Any law, to be effective in this country, must carry the clear sanction of a ma jority of citizens. Beyond that, traffic laws must also meet the test of uniform ity. Conflicting rules of the road among 168 33rd National Safety Congress, 1944 local, county, and state jurisdictions axe messages-there has been substituted one Impracticable in modern traffic. shape, two colors and a combined total Despite marked progress toward uni of 76 messages. formity of traffic laws in the. past two decades with the Uniform Code as a guide, we still have a long distance to go. Even during the war period we have The pedestrian problem is acute in urban areas and requires much greater attention. Traffic consists of vehicles and of persons walking; under prcvaling legal made some significant gains, notably: concepts inherited from the last century, (a) Enactment of progressive financial it is "half-slave and hair-free." responsibility laws. Here again in Detroit and in a limited (b) Legalizing of chemical tests for in number of other communities forward toxication in 4 states and recogni steps have been taken during the last tion by courts in others. ( 'three years in the enactment of modern (c) Relaxation of state trade barriers. ' ized pedestrian control ordinances and Another development of great potential importance is the provision in the pend in gaining for them the necessary public support. ing Federal Aid Highway Bill, already Polka Ktifcyrcnmnt passed by the Senate, which would mate rially encourage uniformity of signs, sig nals and markings on roads constructed under Federal Aid grants to the states. Many real gains is the police field dur ing this emergency pay tribute to the abilities and vision of the meo who are operating our state and city enforcement The need for a more vigorous and wide agencies. spread job of interpreting state traffic laws to the public likewise is an inher itance of pre-war years, and goes with us into the future. Too often state and city officials are inclined to rest on the legal support that "ignorance of the law is no excuse," and expect the public to know as they do the contents of lengthy and complicated motor vehicle laws. Other legislative objectives which re main with us include the stiffening of driver license requirements, upgraded to uniform levels, and in the case of three states, enactment of driver license laws. These is much to be done in defining the legal relationship of pedestrians and ve hicles, and in giving legislative support to the program for improvement of traffic courts. While the war period has Had less im mediate effect on municipal traffic regu lations, progress there i$ much less satis factory than it is in the state field. You know as well as 1 the confusing differ ences in city ordinances in the same state and even in adjoining communities--let alone in different states. A few exceptions should be noted. De troit, for example, has contributed mate rially toward simplification and uniform ity of signs, signals and markers. Where six shapes and twelve color combinetrims formerly provided 406 different parking The police have developed a substan tially increased interest in training pro grams from which we can anticipate large returns in the post-war era, despite forced curtailment of such training daring the war period. How drastic that curtailment has been is revealed by the fact that in. 1941 a majority of all state departments provided some kind of training, yet by 194J less than a half dozen departments were continuing those programs. Meanwhile, however, the development of training materials and plans together with support for the'Northwestern Uni versity Traffic Institute, the N.PA and the limited number of state or local train ing activities is building a constantly wider acceptance in the profession and with the public for efforts to raise police standards by adequate training. Large gains have been made also in the matter of coordination of police efforts with those of other agencies having juris diction over traffic operations. Through the facilities of the Highway Traffic Ad visory Committee to the War Department, enforcement agencies of the states have worked closely in cooperation with other state agencies and with the federal gov ernment in facilitating highway trans portation essential to the war effort. Important, gains were made in the de velopment and adoption of scientific tech- Traffic Section 169 mqpes for traffic control. Among these were the extension of the "directed" or "selective" enforcement program, based on record analysis; use of speed zoning; use of coordinated special emphasis pro grams, such as the use of road blocks in California; uniform enforcement policy in Washington; the "selected route" en forcement program in Connecticut; ex panded use of special accident investi gation procedures and techniques; and a tendency toward greater centralization of responsibility for traffic law enforcement functions. On the minus side of the enforcement picture, we note at once the sharp cur tailment in manpower which has taken place, ranging from 20 to 40 per cent in city and state agencies. This depletion of forces, together with the inability to train properly the replacement personnel, represents what is probably the greatest single negative factor in the police situa tion. Reductions in budget and in equipment also have been felt in many instances, aggravated by tire necessary diversion of men, equipment and attention from traffic control to wartime emergency duties. The most argent need in police en forcement during the period ahead ob viously will be the recruitment and train ing of personnel. The problem will be complicated by the necessity for prompt action in order to maintain effective con trols. The obstacles can be overcome to some extent by careful advance plan ning. What should be the size of post-war forces? The answer will depend, of course, upon local circumstances and upon the changing conditions of traffic. But it appears certain that pre-war strength will have to be the minimum requirement, in view of the accident fatality record of the years immediately before Pearl Harbor. But the planning job obviously can't stop there. Some land of reasonable re lationship must be worked out between the size of the accident prevention forces and the size of the problem to be met At this point a comparison with other public safety agencies may be helpful. What are the community and state losses from crime and fire, in terms of lives. property and money? What is expended to prevent crime and fire? A propor tionate expenditure to build up police forces to adequate size and standards would, in the vast majority of cases, mean goals far higher than anything contem plated before. Nor is size alone the measure of future needs. Policies and procedures need re vision and invigoration all up and down the line to bring about maximum effect iveness. I asked a leading state police executive the other day for his comments and this is what he said: "In spite of the improvements which have been made, 1 believe that most de partments have ouly scratched the sur face in attaining those standards which quite generally have been recognized to be good in the enforcement of traffic laws." This statement sets forth a strong chal lenge to increased efficiency and effect iveness in traffic police work. Another phase of enforcement is driver license control. Here public officials have tried bard to' bold their own against serious odds. Virginia developed an effi cient corps of women examiners; Colo rado, Texas, Mississippi, South Carolina and other states held training courses for replacement personnel. Iu state after state these officials are still in there swing ing; despite loss of previous gains. The need for restoring these functions promptly and on a high level of efficiency will be argent In the demobilization pe riod. Ten million or more men and women of driving age will be released from the armed services, where they have expe rienced discipline and training. They cannot be expected to have much patience with civilian authorities carrying out ad ministrative and disciplinary jobs without adequate training. Standards will be' pushed upwards. We will need examining procedures for new drivers which will screen out the unfit and give constructive assistance to those nceding special instructions or the development of driving skills. Better re examination techniques will be needed, with improved use of suspension and re vocation powers, to deal with the habitual violator. These improvements will depend 170 ' 33rd National Safety Congress, 1944 opera better-trained personnel, more ade quate records and a general step-op In administrative efficiency. . Good traffic law enforcement demands teamwork; It is the product-of coordi nated activities by many agencies. Traffic Courts During the last three war years many developments have taken place which lav the groundwork for improvement of traf fic court administration. And if these events have not yet been translated into widespread accomplishment, at least they give ground for encouragement as to the outlook. " The first major step forward was ac ceptance by the National Committee on Traffic Law Enforcement of the Warren report on traffic court conditions. This report has been recently digested and printed in a volume entitled "Traffic Courts on Trial" and copies are available through the American Bar Association and the National Safety Council. Com pletion of tins report was followed by gen eral recognition of the bench and bar of administrative .reforms which will make the judicial system more responsive to the needs of modern traffic. This recognition specifically took the form of endorsements by the American Bar Association and other groups in the legal profession, and the beginning of an active program by the bar association, through its Junior Bar Conference, and by the Traffic Courts Committee of the National Safety Coun cil and related groups to put into practice the 57 specific recommendations of the national committee. During the past two years more than 35 state-wide court conferences were held, bringing together the judges, prosecutors, lawyers and others who have jurisdiction in the program. Initiated originally by the National Safety Council and subse quently sponsored jointly by'the Council and the Junior Bar Conference of the American Bar Association, these meet ings were successful, without exception, in stimulating greater cooperative effort within the states and in some instances resulting in immediately beneficial im provements in traffic court conditions and procedures. . In two states--Colorado and Nebraska --the state conferences already have been followed by a series of regional institutes which have carried the program into the communities and given impetus to the movement in those states. Similar follow up activities in other states can be ex pected (o accomplish equally gratifying results. One of the problems peculiar to the traffic court arises from the fact that vio lators of traffic laws are not criminals jn the usual sense of that word, and resent being classed with criminals in the classification of charges. This makes de sirable a segregation of cases and where feasible the creation of fall-time traffic courts. Another complicating factor in many jurisdictions is the revenue-raising aspect of traffic The simple troth is that Impartial justice-- the blindfolded lady with the torch and scales--never is compatible with a system in which some body's budget depends upon keeping up a minimum volume of fines. * Strict and continuous enforcement of traffic laws is essential to the public safety. On this basts, the public accepts and supports measures necessary to good enforcement. But here again troubles crop up because not all of the traffic laws are matters of safety. Many of them are only matters of convenience. Thus we have a driver hailed into court for parking illegally in a curb space re served for the convenience of a taxicab or the customers of a department store, wbo finds himself unable to relate his offense to the deaths and Injuries in the community. I do not suggest that the parking reg ulations be rescinded or their enforce ment overlooked. But I do suggest that enforcement efforts which are carried on In behalf of accident prevention be clearly labeled, and that the public be made to understand the distinction between vio lations which menace life, equipment and property, and those which interfere with convenience or comfort. This distinction is important especially in terms of sup port for needed traffic court improve ments. As an organized program, the subject Is new. I would sot want my enthusiasm about it to minimize in your minds the _ , . Traffic- SfCtiop. . 171 enormous job which ties ahead or the diffi evidence of the possibilities for construc culties which must be . overcome. tive effort. The outstanding brake-inspec The purpose of the courts: should not be primarily punitive but preventive. The object is not to levy fines and pot people in jail, bat to provide a certain and im partial penalty for violators to the end that traffic may be orderly and free from accidents. Tfcp performance -of the traffic tion program' in Michigan, sponsored jointly by state, county and municipal enforcement agencies, comes to mind. The results in decreased fatalities are almost too good to be true. Many other com munity programs throughout the country have been carried oot with equal success. courts, ip te^fnwork with other, enforce 'Recently.a dozes or more agencies of ment agencies, will determine to ,a Iqfge the Federal government joined in request degree the standard- of public observance ing the Office of War Information to of fair rules of the road. a - undertake a nation-wide information cam Public Attitude . It is common these days to bej it said that the war has resulted in'public Indifference to . the traffic ^accident prob lem. ' paign on accident prevention, which will get trader way this fall in all media. It will be a general public appeal for care fulness and for support of sound safety programs, with special emphasis on the rising wartime toll of traffic accidents. There doubtless has been a slackening of interest in accident news. A certain amount of apathy toward domestic prob lems is inevitable because of the distrac tions of global conflict. Perhaps a largo part of the blame for the general increase in traffic fatalities during the last year can be attributed to this condition. ' Undertakings of this type offer oppor tunity for many non-offirial groups to support actively the work of enforcement agencies, through encouragement of a sound public attitude. The operations of enforcement authorities themseKwS, com petently exercised in the public interest, do much to mould public opinion. A part But I do oot believe that public in of this official responsibility should be to difference, however much of a factor h interpret laws, administrative activities may have been, should be allowed to and policies to the public, so that the weigh heavily >in oar appraisal of future attitude of citizens can be founded upon problems. It is only a temporary situation, full information and through understand and when the accident toll begins to climb ing of the objectives of enforcement. upwards after travel as resumed, public inattention will vanish like the morning mist. Over the long pull, an extremely im portant factor in public attitude toward traffic law enforcement will be the edu No. it is not a lack of public interest we cation and training of boys and girts of should be concerned about. It is a lack high school age. Good courses, properly of public information. The great need organized and manned, will equip them will be for getting all tbc facts of the first of all to take their places as re problem before the people, so that the sponsible citizens in our modem society. sound and essential programs we have Nearly two million children reach driving been talking about can be given intelli age every year, which indicates how im gent support. portant their training could be in cutting This phase of the job should occupy a - down the size of the enforcement job. prominent place in the post-war planning Beyond this, adequate driver education of every agency concerned with the con and training for our youth would estab trol of traffic. Public understanding and lish the foundation of public attitude support most be the cornerstone of prog toward enforcement in the future. What ress on every sector; In pedestrian con is needed is a better knowledge of the trol, driver examination, uniform laws problems of traffic, and a clearer grasp and ordinances, court improvements. by the individual of bis or her own re Since the traffic fatality curve started sponsibilities as a driver or pedestrian. upwards 12 months ago, a good many This kind of an informed public will effective educational campaigns have given make possible eventually an enforcement 172 33rd National Safety Congress, 1944 program that will realize mil of the hu manitarian objectives of traffic laws and ordinances. Coofbiioot Oat of these observations a few con clusions seem to loom ahead as important: 1. All forces of traffic law enforcement most be cooperatively tailed to attain results. 2. Laws, ordinances and enforcement policies most be simplified, nude uniform and thoroughly interpreted to street and highway users. 3. Enforcement personnel most be ade quate, qualified and trained to high pro fessional standards. 4. Traffic courts, which represent for millions their only contact with the ju diciary. most fraction impartially, con sistently and in accordance with the high est ideals of justice. Their goal must be the public safety. 5. The efforts of all agencies must be directed to encouragement of strong national self-discipline--to voluntary ac ceptance of individual responsibility for observance of the rales of the road. 6, The outlook for the immediate post war period in ccidcnt prevention is se rious because of the setback which en forcement agencies have suffered during the emergency. All essential enforcement and administrative agencies must be re built immediately. Daring the year before this war--1941 --a total of 40,000 deaths hi American traffic accidents was a startling measure of man's "Irresponsibility to Man." Can we---will we-- tolerate again that price for needless carelessness? You know and 1 know that we wiB not. TUESDAY AFTERNOON SESSION October 3, 1944 . Group gtstirm tor City and State BoSce Presiding: Xxsncrou Rulow Bexxiow,Utah State Highway Patrol. Salt Lake Cty. Utah and Chairman. Committee of City and State Police, N.S.C Digest oi the Cbtriixnan's Opening Remarks By INSPECTOR RUEON BENNION Utah State Highway Patrol, Salt Lake City, Utah, and Chairman, Committee of CHy and State Police, N. S. C. The Committee of City and State Police, composed of police officers who arc mem bers of the National Safety Council, has been active over the years in developing police sessions for the annual Safety Con gress and promoting attendance by other police officers. They have, in addition, been active in securing and furnishing enforce ment information for Council -activities and have assisted m developing and checking materials such as jPoWic Safety Memos. Early in the past year, following a num ber of inquries from police journals around the country, a questionnaire study was un dertaken- Forms were addressed to the editors of 104 police journals and the jnfor-' mation secured was used as a basis for re vising the mailing list to famish such pub lications with the type and quantity of ma terials which could be used most effectively. Included in the year's work was prepara tion of material dealing with the coopera tive efforts between police and local witty organizations. This is included in the text book for safety council managers reader the title, "How the Safety Council Can Help Police Traffic Activities.** Public Safety Memo No. 62, "Building Support for Police Traffic Programs," was completely rewritten as a result of many suggestions obtained from members of the Committee. This revised edition has had a wide distribution including copies to all students at Northwestern University Traffic Institute. At the mid-year meeting of the Cctn- Traffic Section 173 nuttee in Chicago, initial plans were laid for police sessions of the National Safety Congress. Types of meetings, subjects, and speakers were selected and submitted for the approval of the Executive Committee of the Street and Highway Traffic Section. At the same mooring, the proposed revi sion of the By-laws of the Street and High way Section were discussed and a number of suggestions made. Plans were made for a luncheon for edi tors of police journals to be held in con nection with the Congress. Approval for these plans was secured, necessary arrange ments made and a successful luncheon meet ing was held. Zn cooperation with other Council divi sions, a survey was undertaken requesting information concerning accident prevention in traffic control plans for "V-Day," the end of the European War. Tbe immediate response by police officials to this request added greatly to the effectiveness of tbe informational bulletin on "V-Day" plans which has had a nation-wide distribution. Chairman Bcnoioa explained that a con siderable expansion in membership of the police group and broadening of interests and activities over the years had indicated the.need for a change in the organizational setup. This need was brought to the atten tion of tbe Executive Committee of the Street and Highway Traffic Section a year ago and resulted in proposals for revising the By-Laws of die Section. At the mid year meeting of the Committee of City and State Police a tentative revision of this instrument was presented. This tentative revision incorporated pro visions resulting from the work of tbe committee appointed a year ago to study tbe problem. Members comprising tins group were Chief John F. Gleason, Green wich, Conn, Inspector Joseph B. Kennedy, Cleveland, Ohio, Lieutenant C. L Lycan, Decatur, Illinois, Chief James A Pryde, Washington State Patrol, Colonel Charles L. Sheridan, Montana Highway Patrol, and Superintendent Don F. Stiver, Indiana State Police. Following the mid-year meeting of tbe Committee, this tentative draft was further revised to incorporate several suggestions from members and was approved in final form by the Executive Committee of the Section on October 3,1944. Under the revised By-Laws the name is changed to Traffic Section. Provisions are made for forming a Police Division which will operate under its own officers and an Executive Committee elected by the group. To initiate the forming of the division, it was necessary to present to the Execu tive Committee of the Section a petition risked by 25 or more members. The Secre tary reported that such a petition had been circulated, the accessary dumber of signa tures obtained, and. that the petition was submitted to the Executive Commmittee of the Traffic Section who had approved the formation of a Police Division. The Chairman reported that in line with the above a Nominating Committee had been appointed to select candidates to serve as officers and members of the Executive Committee of the Division. The report of Captain C. J. Sanders, Chairman of the Nominating Committee suggested the fol lowing: Executive Committee Police Dinskm Chairman--Captain Patti Price, Dayton Ohio 1st Vice-Chairman--Captain William ^L. * Groth, Virginia State Police 2nd Vice-Chairman--Chief Neal F. An derson, Pasadena, California Secretary--George Miller, National Safety Council ' Immediate Past Chairman and Member of Executive Committee of the Traffic Section--Inspector Rnlon Bcnaioo, Utah State Highway Patrol Captain Herman Crites, Flint, Mich. Captain Custer A. Dumfon, Fort Wayne, Indiana Chief John M. Gleason, Greenwich, Conn. Ueut Lionel Harvin, South Carolina Highway Patrol Captain Victor R. Jones, Washington State Patrol . Captain M. L. Mittler, Louisville, Ky. Captain John F. O'Neill, Philadelphia, Pa. Colonel Charles H. Schocffel, Superin tendent New Jersey State Police Captain L. C. Upton, Acting Chief, Maine State Police 174 33rd National Safety Congress, 1944 Colonel 'Wall Zurbocken, Superintendent, Kansas Highway'Patrol - These officers were elected unanimously. A program for expanding the member ship in the Police Division was offered by the Secretary. All division members must be members of the National Safety Coun cil In accordance with the Council's Con stitution and By-Laws. To meet this re quirement, a special four-dollar individual membership, has been created. This pro vides,. in addition to roembiu'ship in the Police Division and the Traffic Section, a cue year subscription to Public Safety magazine, Accident Facts, copies of pertu)cut reports, memos, and news letters, and a membership card. Old and New Approaches to Traffic Law Enforcement By BRUCE SMITH Acting Director, Tnstitate of PnhCe Administration. New York Our post-war traffic problems do not promise to be materially different from those of pre-war vintage. We shall cootinnc to have the same difficulties with traf fic congestion, with control of excessive speed on the highway, the regulation of the incompetent or reckless driver, and the never-ending toll of traffic accidents. Bat these problems will not reach their former intensity for some time after .the war's cod. Hence we have the opportunity, beginning right now, to reappraise the entire situation and to consider calmly and deliberately the changes tb** should be made in oor meth ods of regulation and enforcement. Although oor pre-war arrident rates, when measured in terms of population, were the highest in tbe world, they were among the very lowest when competed in relation to the number of motor vehicles. Tins American achievement Is all the more remarkable when it is considered that the congestion of high-powered motor cars, which is greater here than in any other would la itself produce an excep tionally high ratio of accidents per 100,000 cars. The fact that so much has been ac complished under favorable conditions should give us confidence in tbe baric con trols and techniques that have been devel oped thus far. Those that have proved their value is the past should serve os as well in the future. ' But note well this fact; in our efforts to yrqk* the general public acadeot-cocudoas* we have deprived the traffic officer and traf fic engineer of all credit for their extra ordinary accomplishment; and by tbe same token we have obscured the values that are inherent in many of the techniques thus far employed. The results are incalculable when measured m terms of bad public relations and uncertainty as to future program. From such broad observations three condurions may be drawn: (1) the post-war traffic problem will be as big as it ever was before tbe war, and will continue as a challenge to our ingenuity and determi nations; {2} the techniques of regulation and enforcement developed by traffic engi neers and traffic police should provide the basis for any future program of traffic safety; (3) the average American motorist ts not the homicidal maniac that he is ximcHinet represented to be--if be were, our "HW safety record would never have been achieved. Wish, the old, well tested patterns before as, amt with fall confidence in their use fulness under the new conditions, we can dow afford to speculate on possible Im provements in the established techniques without the necessity for scrapping all of oor knowledge and all of our implements for traffic control. In seeking to produce these refioonents we sheold be quite sure that the need for them is well-established and that they are readily adapted for ose by the listing regulatory mechanisms. The problem thus posed is not a new one. It has been the abiding concern of many able minds, and the task of many talented fran/fo ever since we came to recognize tbe Special complexities that surround the reg ulation of highway traffic. Uncb intelli gently directed effort and huge sums of money have been expended in trying to bring the law-abiding motorist and the Jaw- Trajfic Section 175 enforcing officer to a common plane of narrow down, rather thau to widen, the understanding. If these recourses have not scope of his interests. . fully achieved- their ends, we need not seek far for the reasons. For we have not yet succeeded in producing any great body of motorists that' is consistently law-abiding nor any standard of traffic law enforcement to which all policemen consistently adhere. Have we not now reached the point where we can re-integrate our law-enforcement organizations? Should not the traffic officer and the general patrolman be merged and combined so that all will be skilled in the entire range of penal law enforcement? Even the best-intentioned' motorist can Can we afford to split our patrol forces not be expected to master all of the intri in twain, with one fragment largely ignor cate codes of conduct with which he is ing felonies and misdemeanors that are not surrounded, nor to.comply with them under connected with the operation of a vehicle, all circumstances'. Through the medium of and another fragment---a very large frag our traffic laws and ordinances are do our ment--concerning itself with a wide-range best to make a traffic violator out of the of offenses, but failing to regulate the one average motorist, and thus far we have universal means of rapid transportation, succeeded far.teo welL We have cluttered-: - which is, used by thieves and assassins as up our highway intersections with prohibi readily as by others? ' ** tory, signs and signals; some of them unduly Unless we can now provide traffic law restrictive to the flow of traffic, some of enforcement all along the line and by all them downright superfluous and at various uniformed branches of police, our motor times and places we have restricted operat vehicle laws and our host of petty regula ing speeds to such low limits as to threaten tions of the motorist can scarcely be made the utility of tbe motor car as a rapid more effective than they have been no the means of transport. We have done these past. The laws and the regulations must things without providing adequate means themselves be simplified and liberalized if of enforcement. Under most circumstances voluntary compliance by the driving public we have left it to the motorist to observe is to be Increased/ Their present complexi these laws and these regulations without ties and unreasonable restrictions are in regard to the need for them as safety meas part due to our own solemn warnings of the ures. I submit that this is asking too much threatening rise in the number of traffic of human nature. ` accidents. State legislatures and city coun WfciUe we were bn^f committing error* with respect to the motorist we were also progressively narrowing our enforcement base. Starting with a police establishment of modest numbers, we have set up spe cialized traffic-law enforcement bodies rep resenting less than one-fifth of the total number available for general-purpose pa trol. Such extreme specialization may some times be justified as a temporary or limited expedient in developing new techniques and testing new methods, but no such process of dispersion can meet indefinitely tbe wide- ranging of traffic law enforcement. cils have taken heed of such warnings and have multiplied the prohibitions. The com mon sense of the average motorist has somehow grasped that the increase in traf fic accidents was due, not to less care in driving, but to a vastly increased number of motor cars, and he has accordingly ig nored or cast aside tbe host of regulations with which he has been surrounded. When occasionally penalized for disobeying them his resentment has been visited upon the enforcing agency. Weakening law observ ance thereby combines with weakening law enforcement to offset the influence that might have been exeried by the whole great Strenuous Efforts Made and burdensomely expensive mechanism consisting of carefully designed highways, Strenuous efforts have been made, to con ingenious signal systems and highly trained vince general patrol officers and specialized enforcement officers. traffic officers that each should play the In these post-war years that are almost other's game. Such efforts have failed in upon us, both observance and enforcement large measure because the generalist tends can be strengthened by unifying the en to be distrustful of the pre-occupations of forcement front, and by simplifying and the specialist, while the specialist tends to moderating the terms of the motorist's code. 176 33rd National Safety Congress, 1944 The value of the motor-car to society con sists in its flexibility and speed. These features will be exploited regardless of anything that police or legislators may say or do. Statutes, ordinances and enforce ment policies must all be revised to fit tins basic set of facts. Once recognized and ac cepted, new and more realistic approaches to traffic safety, which all can use in com mon, will be opened to us. TUESDAY AFTERNOON SESSION October 3, 1944 Group Setiiou for Traffic Court Judge* and Proeeeuton Presiding: Judge Persy A. Frey, Mouldpal Court, Cleveland, 0_ and Chairman, Com mittee on Traffic Courts, National Safety Council. Report oi the Committee on Traffic Courts By HARYEY V. BOOTH Secretary, Committee ou Traffic Court*. National Safety Council The Program for the Improvement of Traffic Courts The report of the Committee on Traffic Courts, covering a broad program for the improvement of all courts m which traffic cases are tried, includes the following ac tivities : a. Development by the Committee of a Courts Division of the Traffic Section, which will make possible a greatly ex panded service to the traffic judges of the nation. The Division was organ ized October -3, and will supersede the Committee on Traffic Courts. b. Development of sessions for judges and prosecutors at the Annual Con gress. with many members of the Com mittee active an'promoting attendance. The attendance at Congress sessions for judges and prosecutors has shown steady growth during the past four years. c. Study of the participation of prose cutors in the trial of traffic cases, for which the data have been compiled, and which will be published shortly. d. The cooperative project with the American Bar _ Association, including a grant of funds for employment by the Bar of a staff man (James P. Economos) to work full time on de velopment of interest in traffic courts and their problems among members of the legal profession. e. The Traffic Courts Conference ac tivity. initiated by the Committee on Traffic Courts through a resolution . at the 1941 Congress, and which dur ing the past year and a half has been carried on as a joint project between the National Safety Council and the American Bar Association--with the Junior Bar Conference of the latter affording the active partiripatioo for the Bar. The Automotive Safety Foundation, through furnishing speak ers for conferences and other assist ance, has participated in all conferences as one of the national sponsors, f. Preparation of materials for guidance of those interested in improving traffic courts, including articles in various publications by Council and American Bar Association staff, printing of speeches and articles for distribution, and cooperation with the Automotive Safety Foundation amd the National Committee on Traffic Law Enforce ment in publication and distribution of a digest of the 280-page book, "Traf fic Courts" by George Warren, for popular distribution. These materials are especially valuable in connection with the follow-op program of traffic courts conferences. The Courts Conference Activity Since the inception three years ago of the traffic courts conference activity---which has the position of the main ele- Traffic Section 177 meat of the court improvement program --interest and cooperation on a nation-wide scale have been generated, finding expres sion in 40 conferences and meetings touch ing 28 states. The rapid growth and broad acceptance of the activity during the fiscal year now ending is attested by the fact that 28 of the 40 conferences have been held since October 1, 1945. The active cooperation of the American Bar Asociatiou's Junior Bar Conference and of other leaders of the Bar and bench, and the establishment of four regional offices by the National Safety Council lave been factors materially adding to the rapid development of the program. These 40 meetings have consisted of two regional conferences (in which more than ooe state participated) ; 33 state conferences --more than one conference has been held in six states as follows: (California (3), Nebraska (2), New York (3), Ohio (3). Oregon (2), and Washington (3) ; and five other meetings---including participation in state bar convention programs, judges as sociations, joint meetings with peace officer groups and association, etc. Distribution of tbe conferences by states, and the states m which plans are now being developed for additional conferences are indicated on the attached map. The smallest registered attendance at any of the state conferences was 50; the largest, 275. Approximately 4,600 judges, prose cutors, enforcement officers, stale and local officials and members of the Bar have been reached directly through these 40 meetings. The courts conference program calls for follow-up conferences in each state as rapidly as the first series can be completed and arrangements effected for the next Ones; and for local institutes, usually on the basis of the judicial districts of the state. Three of the second series of con ferences were held daring die past sum mer--in Northern California, Oregon, and Western Washington. The second conference in New Hampshire is tenta tively scheduled for November. Second and third series conferences will be held in practically all of the other 27 states during 1945. The program contemplates annual conferences for a number of years in each state. The district institute program is now considered an integral part of the courts conference activity. District institutes in two states---Colorado and Nebraska -- have been completed with highly gratify ing results, while simitar meetings on a community basis are now being held in the Oakland, California, area. Approxi mately 700 persons attended the institutes in Colorado and Nebraska. Details are now being completed for similar local meetings in 12 or 15 other states. Flans are being pushed for conferences in most of the 20 states in which they have not been held. As of the date of this report (October 6) the following ini tial state conferences are being planned to the end of this year: November: South Dakota, North Dakota, Minnesota, Pennsylvania, Illinois, Michigan and Wisconsin. December: Kentucky, Flor ida, Mississippi, Louisiana, and Arkansas in the order named. Some of the foregoing may not materialize until early in 1945, as dates have not been definitely fixed in some states. Vermont is tentative for this fall or spring. Indiana is scheduled for April. West Virginia has indicated interest and a conference should materialize there for spring. This leaves five states in which no plans have keen made, but efforts to de velop conferences in these five states dur ing 1945 will be continued. Other Activities to the End of 1944 In addition to continuing the several ac tivities listed in the first part of this re port, the Council has employed another staff man (Hubert D. Henry) to* give most of his attention to follow-up work in the states which are planning to hold district Traffic Courts Conference Committees and development of definite plans and schedules for the district institutes. In addition, he will assist several states in completing plans for state conferences, will participate in a number of such conferences, and will assist on legislative problems. Forty-four state legislatures will meet early in 1945, and considerable activity dur ing the time the legislatures arc in session will be directed to assisting on legislative problems, in addition to planning the second and third series of courts conferences, and to advancement of the other follow - up work already described. A Summary of Results A brief summation of some of the tangi ble results and benefits of this work in- 178 33rd National.Safety Congress, 1944 eludes: establishment of separate traffic ment officials mid to their traffic courts in courts in Portland, Oregon, and. Seattle, order to control motor vehicle accidents. Washington, reorganization of a number of Many judges of appellate and supreme courts for separate handling of traffic courts have been brought to recognize that cases through special traffic session or the trial of traffic cases is in fact a spe segregated dockets; more adequate tuse of cialized field of jurisprudence. the public attorney or prosecutor; improved' Probably the greatest value resulting physical conditions by 're-arranging- court from the entire program to date is the rooms, redecorating, providing traffic tables, creation of a definite awareness, on the port displaying the American flag, planning for of the legal, political and business leaders keeping court rooms dean, and plans for in many states, of the problems and needs new buildings and facilities as a part of of the courts which handle traffic raves, post-war construction; uniform handling of . 'and the relation of this problem to the members of the armed services in coopers- . whole American way of life. In the legal tion with military authorities; understand profession this is largely a result of the ing of the war worker and juvenile traffic American Bar Association project, with violator problems, and development of plans the staff man employed try the Association for meeting them; better preparation of carrying oa an effective selling job within cases by enforcement officers and how to the organized Bar through cootacts with present evidence in court; uniform fines Bar leaders and through bringing such and penalties for similar offenses consist ent with the circumstances of each case; and including more uniform handling of cases by enforcement and court personnel; leaders into active participation in the traf fic courts conferences. Continuing the Program discovering needed changes in statutes and . As the number of states brought into ordinances with recommendations for the `Courts conference activity has grown, amendments; and generally raising the dig together with development of other ele nity of the courts through improved pro ments of the program, the demands and cedures in the conduct of saefi courts. requirements for assistance and leadership Of even greater value are the Intangible or "hard to measure" results. The whole program is fundamentally educational, aimed at up-grading present judges, jus tices of the peace and enforcement officials; acquainting members of the legal profes sion with the condition and needs of the so-called "lower" courts, and creating a better understanding on the part' of the public of the over-all job of accident pre vention and the specific support which the from the national sponsors has grown apace. For the next year, two men working practically full time from the home office plus increased assistance through the reg ional staff of the Council will be required. The cooperative project with the Ameri can Bar Association should be continued for the next twelve months, so that the growing interest of leaders of the legal profession may be crystallized sad guided into broader organization, as well as indi public must give to their traffic enforce vidual, support. Report and Review of American Bar Association Project By JAMBS F. BCONOMOS Secretary, Traffic fiocctt Committee. Junioc Ber Conference of the Last year the `Committee had as its objective: 1. The encouragement of state and local Bar Associations to participate in the program for improving the administration, of traffic courts. 2. The encouragement of state and local Bar Associations to cooperate in co-spon soring state traffic coart conferences. The Section of Judicial Administration of the American Bar Association ap pointed two committees, one oa "Traffic Courts** and one on "Justices of the Peace Courts.** The Section on criminal Traffic Section 179 law appointed a committee, on traffic and magistrate courts composed of prose cutors. Judge ftuirr, United States Cir cuit Court Judge and Chairman of the American Bar Association's Committee on Improving the Administration of Justice, originally felt that judges were spending too much time on the subject of traffic courts and that this was beneath the dig nity of judges of the higher courts. How ever, Judge Barker has now changed his mind. He realizes that more people come into traffic courts than into the Circuit Court of Appeals, and traffic courts and Justice of the Peace Courts most be im proved if the American people are to re tain their respect for the American sys tem' of administration of justice. The traffic court improvement program is now on the active agenda of the judicial Ad ministration Section. The Traffic Court Committee of the Junior Bar Conference assisted in the preparation of the pamphlet, "Traffic Courts on Trial/* The Committee is con tinuing its program of last year, and wiU, in addition, begin to work on state leg islation during this year. As a result of the work of this committee Junior Bar leaders in most states took an active part in the organization and conduct of the various state traffic court conferences. The Committee is being enlarged with the Idea of having in every state active Junior Bar men interested in the traffic court program. Judge Earle W. Frost's Committee of the Judicial Administration Section will continue a study of salaries for judges which was started some time ago by the Junior Bar Conference but never com pleted. This work is being transferred by the Junior Bar Conference to Judge Frost's committee. There is a great increase in published matter in state Bar journals particularly on the traffic court program. This is effective from the standpoint of educating the Bar to the need for traffif court im provement and as to the actual conduct of the program. It should continue. TUESDAY AFTERNOON SESSION October 3, 1944 Joint fir--ion Public Safety Education and Traffic Education Association Presiding: R. C Saussuky, Dir.. Safety Div., State Motor Vehicle Dept, -Madison, Wis. Special Promotional Activities in Traffic Safety By SIDNEY E. NELSON Chairman, Racine County Safety Council, Racine, Wis. For more than six years now the Racine County Safety Council has been function ing successfully in Racme and the surround* ing area. The Council is composed of a great variety of members, representing the police department; the sheriff's deportment, the county highway commission, the coro ner*s office, manufacturing concerns, mer chants' associations; labor unions, city and comity school systems and a large number of active civic dubs. Meetings are held in the court house each month, with attend ance varying from 20 -to 50. The Council is recognized by the Racine County Board as an official county organization, and rec ommendations approved by the Safety Council are given full consideration as bring authoritative and worthwhile. We also have the cooperation of our mayor, the honorable Francis H. Wendt, and city departments. There is no doubt in the minds of our Safety Council members that special pro motional activities are really necessary occasionally daring the year, because to the average person the unusual is more impres sive; and be is more apt to these stunts with his fellow associates, thereby spreading safety education among a greater 180 33rd National Safety Congress, 1944 number of people than the usual day by day routine. . Special Promotion Projects Junior Police The city of Racine had the first junior police system in Wisconsin. It is super vised by the city police department. Boys belonging to the junior police wear dark blue shirts, bow ties and white-topped caps which clearly distinguish them. Thus, in wearing apparel, they differ from the usual school safety patrols. While most patrol youngsters are instructed merely to hold back children until they see a lull in traffic,' in Racine the junior police have power to arrest bicycle violators, giving them tickets which are in effect a summons to appear in Saturday morning bicycle court. Bike Coart At bike court, the arresting junior police man presents the charge before the judge of the court, a member of the city police department:* The offender then is called be fore the judge to explain his conduct and to receive the penalty of his offense and a short safety lecture. He may be required to write the rules of safety bicyle operation a certain number of times, write an essay on safe riding or be denied the use of his bicycle for a certain period of time. Secood offenders, of course, are given more serious penalties. All proceedings of the court were broadcast over WRJN, the RACINE JOURNAL TIMES station. Our Racine juvenile court for bicycle operators has been functioning for over six years, and each year from April to November has, been one of the best received programs broadcast over WRJN and the state network. Pavement Quiz Another unique broadcast over our sta tion, up until gas rationing, was a 15minute program sponsored by a gasoline company. A different service station was picked each Saturday, with. the program on at 11:45 A.if. The announcer introduced tire local service station manager, gave a commercial "plug" 'and then started quizzing four or five motorists lined up at the pumps. Each motorist was given two questions to answer on rules of the road. Near the dose of the program the motorists who hadgiven the best response would receive free 5 gallons of gasoline, and all others would receive a quart of the best oil the station had to offer or tickets to a show. Tlie quiz was conducted by an officer from the Racine police department. When gas rationing is lifted against, we expect that this program will again be taken up by the same oil company. Pedestrian During October and November of last year, we went after the pedestrians m a big way. Our local daily newspaper and the radio station gave advance notice that good pedestrians would receive congratulatory cards, while pedestrian violators would re ceive warning cards. The warning cards were not in the nature of an arrest, but doe of two violations on the card was checked before giving it to the violator. Handing out the cards was the job of the junior police, but the entire activity was supervised by the Safety Council offi cers.^ One mechanic, when be received a congratulatory card, remarked, *1 fed proud I have done the proper thing. A mail truck driver said, *T think this idea is fine.** A war worker said, "1 believe your campaign Is helping educate the public." A printer declared, "This card gives the thinking pedestrian a pat oa the hack." An alderman said, "This is the best thing that's happened in safety promotion in Racine in a kwg tune." During a 2-hour period on a Saturday in October, 692 violations were counted in a downtown area. After the congratulatory campaign, in the same area daring a similar period of time violations were reduced to 252. Fourteen other cities ia the state took up the idea within a few weeks, with the State Motor Vehicle Department supplying the cards free of charge. County Fair We believe at the total county fair, where people take a day off to look leisurely at various booths, also with the Scotch idea of getting their money's worth, we can reach thousands of people, telling than of our safety program and preaching a safety mes sage to them. The present war, however, has curtailed our work at these fairs; but, prior to that, we have carried on a pro gram about as follows r Our Safety Council works with the uni formed Elks Safety Patrol boys wbo help to distribute safety literature, put oa first- Trdffic Section 181 aid demonstrations, and act as ushers for seating the public in our booth where we show safety moving pictures. They also help to carry on the safety clinic, supervised by ooe or more men from the Motor Vehicle Department Safety Division of oar State, of which our chairman, Mr. R. C. Salisbury, is director. He sends us state equipment which includes reactometers and equipment for making vision tests. A reactracier tests the qnckwss or alertness in applying tootbrakes. This test is tike a game; every body wants to try it The vision tests also arouse curiosity of "Let's try ill* Written examinations are given those who desire them. The public seems eager to take these tests. This includes a great number of the youth wbo have just become automobile drivers. We believe this to be the best method of reaching the youth we have ever found. We also secure the help of our County Insurance Board. About half a dozen of these insurance men are ready each day to help us in this work in a supervisory way. And, by the way, we have been very successful in getting them to pay practically all of the expenses to conduct the booth, which amounts to about $100.00 for the three-day showing. In getting a booth ready, we feel that it should be decorated well and net by amateurs. We know a well decorated store front arouses curiosity. On one occasion we distributed five hun dred sets of the First-Aid Reminder Leaflets which were purchased through the National Safety Council. There were six leaflets in each set. We only gave a few leaflets to each persoa so that thousands coaid be ac commodated. These leaflets are excellent material. Antomobilz and Home Shows At automobile and home shows we carry on onr safety work in about the same manner as we do at the county fair. How ever, we have been able to secure the booth gratis, so far, to carry on our safety work. Here again safety literature by the thou sands is given out to the visitors. This Btmture can easily be received from the avenge local insurance agency which gets it from the insurance companies. Of course, no individual agency name Is allowed to be printed on these circulars, nor do we allow any insurance advertising material. No Mithapa Several years ago we ascertained the name of an automobile driver and owner who had been driving bis cars for eighteen years without a mishap. We then asked for names of anyone wbo could beat that record, through the local newspaper. Courteous Drivers The past few months we have been look ing for courteous drivers, and we were able to secure the cooperation of oar local news paper, the Racine Journal - "Times, which published the names of ttiese courteous drivers, even going so far as to put their pictures on the front page. The city editor staled that news of this type would be quite a change for their readers. He was en thusiastic about this publicity. Safety Fosters Of course, we any on a safety poster contest each year in the schools. Of la? we have been doing so with the cooperation of the United Commercial Travelers, who conduct a national campaign. At one time they gave a dinner for the winners, at which time the prizes were awarded. At another time we bad the winners taken out to the county fair, where prizes were awarded at the annual Kiwanis dinner. ' Fourth of July Float We also endeavor to have a float in our annual Fourth of July parade This parade has become known as one of the finest parades in the United States on that day. Miles upon miles of floats handsomely dec orated, marching clubs, many bands, mili tary units, etc, .are entered yearly. Our most successful float was an open car driven by boys dressed up as road hogs. They wore the old-fashioned automobile dusters or tight tan rain coals and a costume mask bog bead. On each side of the car was a sign reading "DONT BE A ROAD HOG !" This attraction was photographed tty more persoas on the tine of march than even the prize winning float. The cost is negligible, from $7.00 to $8.00^qr the cost of costumes and a banner. Radio Recording We had a recording made by our local radio station, WRJN, of a conversation be tween myself and Mr. Sherman Blandha of onr Safety Cooncil, regarding the rules 182 33rd National Safety Congress, 1944 and regulations of our highways. This was put on through the local station gratis, and later a squad- car. equipped with loud speaker, carried this conversation on at various intersections in the city. . Safety Spetiaw We bad various well-known safety speak ers, such as Mr. Salisbury, Dr. B. L_ Cor bett, and oar judges at oar safety meetings. We have had their speeches published. is part, in our local newspaper in a refy conspicuous place. Letters, BuDetma to Tmlmtries On several we mailed tetters to personnel managers of our various local industries. For the Fourth of July week, we mailed a safety balfctia and requested that this be placed on the safety baBetua board tn each plant. We know that this went over because one of our larger indus tries called and requested additional copies. We got the idea of the heading for the bulletin **1,000 AMERICANS WON'T COME BACK** from the National Safety Council's mapriafe Girls* Safety Patrol We have recently organized a Girl's Safety PatroL The girls are of junior and senior high school age. They are drilled by the same expert who drilled our Elks Safety Patrol, Officer Joseph A. Marck of our Racine Police Department. He also instracts th**n za first-aid, and rules of the road. -They are given written erainitiations on these subjects. The girls arc chaperoned also by a Mrs. Walter Schetl, and -they have lunch after their classes. They are being uniformed with blue skirts and sash, white blouses, blue jacket, arm band and overseas cap. The girls are Very enthusi astic in their work; and I am sore wiD attract unusual attention among the citizens of Racine. High School Maaten Oar high schools in Rarine of late have been sending about three pupils from each school to attend oar safety meetings, repre senting the student cooatiL They are con ducting safety work in each school with materia] received from our meetings. Lettars to Traffic Viofatore -1 would like to add one type of safety work we carry on regularly. That is, when a car is observed violating a traffic rule, we secure the license number and check ca same as to the name and address of the owner of the vehicle with the license rec ords. We mail the owner a printed form advising him of the traffic violation in a friendly way, asking his cooperation in the future. This printed form takes but a few urinates in nwriring the date, place and man ner of violation. We often receive replies denying it was their car which made the violation. But, we have received more tet ters from persons thanking us for this reminder. As am illustration, a parent wrote to us stating that no doubt other their sou or daughter was the one driving their car the time of the violation, and they have talked to their son and daughter and agreed that there will be no further viola tions of traffic rules. At another time, a public service group was tent a tette* This letter was posted on the wall with a warn ing, "When you go to Racine, better drive carefully. .. .** loduatrks Badae is a heavy industrial city of about 70,000. To make sure that the message of off-tbe-job accident-prevention gets to the worker, full use Is made of the bulletin boards. Posters, special holiday messages and dippings of tcodtot stories call atten tion to the need for obeying traffic laws, not only to prevent aeddeuts but to prevent loss of time from work. Copies of the state's safety magazine, WISCONSIN TRAFFIC SAFETYt are kept in.a number of places convariant for workers to read during rest periods or lunch hour. Workers all have tad experiences in driving that they fik* to talk about with others, and just seeing some bulletin or poster on traffic safety will serve to bring up a discussion on driving habits, jay-watkmg or highway hazards need correction near one's home or cm a worker's way to and from his job. . Traffic Section 183 Ways of Developing Speeded Promotion - By R. C. SALISBURY Director, Safety Division, State Motor Vehicle Deportment, Madison, Wis. Ordinarily, promotion is thought of in terms of public meetings, newspaper articles, talks before lunchcog groups, putting up a Doster, showing a. dim or giving a radio talk. Any of these channels of publicity can be turned into special promotion by emphasis on a new slant or different appeal. Let's consider the newspaper first- We no longer saced to sell editors on safety. They are sold. What they want is material presented accurately and interestingly for their readers. The usual story for the press is ooe which gives a statement on so-many fatal accidents occurred, so-many drivers* licenses revoked or a holiday plea for safe driving and walk ing- The press, however, can be utilized for special promotion by the following means: 1- Half-page or full-page ads, made possible through sponsorship by civicminded firms arid transport companies. 2. Bored inserts in advertising, tying in sales with safety, such as bike booklet at sporting goods counter, safety rules in a folder with roller skates, purchase of bright colors for children's clothes, white lunch boxes, etc. 3. Fatality score box, printed ooce a week, once a month, or each time a death is added to the total for the year thus far. 4. Score box on drunken drivers, ap pearing with each new story of a drunken driving conviction in the local court. 5. Slogans, used as onc-Iine or oocparagraph fillers throughout the paper. 6- Quizzes, on knowing local and sate traffic regulations, safe driving practices, wartime hints on car care and operation. Radio Radio has proved an increasingly effective means of public education because it reaches into the home so directly. Besides the ordi nary radio talk, this channel of promotion can be used for : 1. Spot announcements or chain breaks, getting across a single idea in a few words. It is advisable to make such an nouncements factual when possible, not just preachments. 2. Dramatisations, but they must be 3. Sidewalk interviews, 4. Bicycle court broadcast. It is customary to sponsor a speakers' bureau iq any worthwhile all-around safety program, thus providing capable persons to lecture before civic groups, luncheon dubs, school assemblies and conventions. Such meetings can arouse interest in accidentprevention, especially if the talks are really constructive and provide ideas and projects that will be acted upon. Special events, how ever, can be worked up as follows: 1. A Statewide Congress of School Safety Patrols. Such an event in Wiscon sin has been held two successive years, each time attracting more than 1,000 dele gates. Entertainment and instruction is provided. Sponsored by the Motor Ve hicle Department in cooperation with safety patrol group sponsors from locali ties throughout the state. * 2. Encampment of Patrols. Held an nually at a lakeshore in Bayfield County, Wisconsin, for all patrol members of the county. Three or four days. Sponsored by county traffic department. 3. Safety Patrol Dinners, Theater Pro grams, Picnics, Parties, paid for by civicminded merchants, police protective as sociations, parent-teacher groups, etc. 4- A Magic Show, for adults and/or children, can be built in part around theme of accident-prevention. 5. Demonstrations, such as driver clinic tests, brake testing. 6. Parades, cither entirely or partly devoted to accident-prevention. Exhibits Exhibits at fairs, festivals, conventions and in stores, hotels and other public places can be made attractive and appealing. Merely setting aside a booth space with a few posters, a table of literature and some com fortable rest chairs provides a means of 184 33rd National Safety Congress, 1944 acquainting the public with the department, outdoors. We have used billboards effec group or committee working for safety in tively in Wisconsin, purchasing poster sheets a community. But a more effective exhibit at cost and having them put up through is ooc which allows participation of the the courtesy of the advertising companies public, such a$ testing devices for steering themselves. One of the most effective out ability and brake reaction. At the conclu door displays ever used in Wisconsin was sion of such tests, people like, to compare a huge electrically - lighted sign above a their scores with the scores of others. waterpower and light company in the Fox A department store, during September River Valley regicc, a picture of which is when children return to school, can easily shown in the charts on display during this feature school safety patrols and tbe back- session. to-school themes in window displays. If Outdoor advertising in tits form of bumper an entire window can be devoted to this. : strips on motor vehicles, especially trucks, purpose, fine; bat if only a poster or a> or in the form of messages painted on tbe placard is placed in tbe window, even that sides of trucks, especially delivery trucks, will provide another means of getting across a safety message to people who pass by. An animated display, showing safety activi ties m pictures which rotate gradually or also may be utilized by enterprising depart ments or companies. And of course, we all are familiar with the use of safety reminders for commerrial operators. which are lighted op successively by electric People who rule tbe bases and street-cars concroby is another effective display method. Small stickers with safety slogans will be used during tbe Christmas shopping season in Wisconsin. We expect to Issue them to merchants for packages, cafe owners for menus and in our own departments they will be used for letters and envelopes. Post age meter stamps, in scores of appealing messages, bare been used by state depart ments. civic groups and rational orgamzatiocis to promote safe driving, walking and bicycling. In Wisconsin tbe two most recent stamps used prrwmcri the following appeals, "Stop--Look iTnd Think" and **1)0 You Really Stop?** This year is Wisconsin tbe Motor Vehicle Department, as part of its aunorcoccd pro gram tz> teverac tbe rising ticod of acci dents, offered witlaajt charge sidewalk stmdU to any police department willing to accept and use rite stencils. We spent about $200 on this project, paying aboot one dollar apiece for 200 ttcnrfls Four different mes sages were made available, 'Watch Where always have time to examine the car card advertising. Through such means, a safety department or courted can promote safer walking by pointing out that as soon as a" person steps from the vehicle; he is no longer a passenger but a pedestrian. As a pedestrian, it is important that be writ at the curb until the way is dear, then cross the Street safely. Short films on safety for use in theaters and in classrooms or public meetings can be tied in with any program of safety- A pic ture frequently will do much more to edu cate people than a great many words. As the Chinese say, "A picture is worth a thou sand words." Contests can be good sped*] promotion, but they must be well planned and wed executed. Contests cam be held among cities, counties, schools or chapters of an organization. They can- cover an over-ril safety program or be limited to accident reduction, development of safety slogans or posters or the writing of essays. Yog Walk;- "OtJn Safely- -Watch Your To protect workers in industrial plants, Step." and "Lock Both Ways." With, the in Wisconsin we have inaugurated a program last mrtrage da Wr.wcfl also bad two arrows, of publicity designed to help safety directors ooc pointing to the left nod die other to and plant foreman A checklist of oS-the- the right. These rtmrfli have been used job delays at home and on the highway in many WuccaisaB ctsmaaoities, and we has proved very effective. Entitled Five hope they will bdp keep tbe pedestrian Troublemakers Cam Maker You Late, this death rate down. Outdoor Advertising booklet has gone out by tbe thousands all over the state. Our total printing was . 1004)00. Periodically we issue a poster-size Outdoor advertisers stress tbe fact that bulletin, A Report to Industry, giving latest you should advertise where the people are-- accident facts and listing fatalities by occu- Traffic Section ' 18S pattens of the victims. Many companies have made extensive use; on their own ac cord, of payroll inserts, posters, news bulle tins and other ideas to promote plant and off-tbe-job safety. Tbe bat way to reach the worker is through men and means dZredly associated with his place of work. To reach the foreign-born population with a medal message, we sometimes prepare a special story for foreign-language newspa pers published in Wisconsin. These papers also are 00 our mailing list for all releases issued to weekly newspapers. Farm journals are on our fist for this same service, and frequently we will write a story directly concerned with how traffic accidents are affecting the fanner. In a month or two over 13,000 taverns in the state will be brought into our safety program through use of a series of posters to be displayed m places where people drink beer or liquors. This project is co-sponsored by the Motor Vehicle Department's Safety Division, the State Beverage Tax Division, the Tavern League of Wisconsin, the Dis tillers' Association and tbe Brewers* As sociation. We have prepared for dty police depart ments this fall a set of 12 public address system warnings to be used at football games--high school, college and professional --similar to those we have used effectively at University of Wisconsin games for sev eral years past. Usually the warnings are broadcast at the end of the first half, urg ing that as the fans go home; drivers should show good sportsmanship at the wheel aod pedestrians should avoid blocking traffic or doing tbe unexpected. Diimotion on Special Promotion SGT. HARRY F. BERLIN', ILLINOIS STATE POLICE: The driving habits of people are greatly influenced by their atti tude. Their attitude toward driving can be improved if they feel that safe driving is a moral and social obligation. Since the church is vitally concerned with moral and social obligations, it is a logical channel for safety education. Ministerial associa tions, individual clergymen aod church groups are anxious to promote traffic safety in Illinois. Actual pulpit time has been made available to the Illinois State Police. JOHN R, FADER, MANAGER, DEL AWARE SAFETY COUNCIL: Delaware has conducted an extensive pedestrian cam paign. Io connection with it, auxiliary po lice were used to make a survey of pedes trian violations. Another program involved painting circles oa the pavement to indicate accident locations. It bos been found in Delaware that driver training programs which utilize police to give road instruc tions are not only of benefit to pupits but have much public relations value for the police. DONALD M. McNEIL, TRAFFIC ENGINEER, PITTSBURGH, PA: Pic tures of vehicles which have been in traffic accidents were displayed in the City-County Buildings. This display met with the ap proval of the public and so many requests were received from groups wishing to bor row it that two more sets were made up. The use of so-called `gruesome" pictures is an effective means of adult traffic safety education and is actually showing people tbe "truth" about traffic accidents. 186 33rd National Safety Congress, 1944 - TUESDAY EVENING SESSION October 3, 1944 Jilin ffiiwwim willi riimim rriul Vihirls mil Transit flrftinm and S^nnl ad Colkce Dtnnoa Presidmg: Amm E. KzrXiii, Aikmdstfithe Hod, Institute of Public Satiety, Pan Stue cCwlly, Pa_ and Read Transas Cocuultam, American Amnmohflc Asso- caw*v Dmc Tramingr ?yTii y uuirr. Thsaunsm Lmd**: *AJ*et E. Xtvaat. Cun T - Bckutt, Pena. Sou Police; Hjtmi*sxrfc> Pa. Ham* R. Doqna. Dir-, fAruioMl Dir, National O--ennfion fiorcui, New York Qqr. Gauoie C. (uam am. Saprr., Safely Eda* Di^l, Demux Public Schools, Drtiofl, Jtidi. Iu Catux, Said)- Dir, Wmoebcm State Motor Vdude Dejr, Madhrm. WU. W. Rokkt Smith, limwaace Ufr, Scott Broc, lac, FhfladHphta. T. C. Wickzs. SnpL of Transportation, New Orleans Pobtic Service, lac. New Orleans. MR. GRAHAM: The driver training program in the city of Detroit rather de scended upon ns as the wolf rapoo the fold along about 1936 when we began oar activ ities in driver education and did not vdode behind-the-wheel instruction al that time- Our original course was given at a tenth gTade level about which there may be some question because of age of the youngsters involved, but it seemed to fit into oar pro gram best at that time and was set up that way. This program involved instruction in the customary things such as rules of the road, common causes of accidents, the mechanics of motor cars, and things of that kind. Following that there was an additional course that was placed in our high school civics classes at the twelfth grade level. A few years later we endeavored to con duct our first experiment in behind-thewliecl instruction and we turned to the Lane Technical High School pattern in Chicago, in order to find something that we fell would most Btnfactocay meet osr needs. Yery briefly that program of mttnactioa. which is not as widespread as the AAA mghod, as far as general we is aweemed, consists of having MB Irtwl tnanawg area or driving area which is laid out ew ike high school grounds. \V bare six cars that are wsed by these students. The students operate these cars for the first time alone. They ate the only person tn the car. They have been ghreo, of coarse, preliminary mstroctioa to a con siderable extern. They have at least fin ished the tenth grade traffic coarse that 1 spoke of, and xa some cases the twelfth grade coarse, before entering this actual behind-the-wheel instruction. Actually this plan is palterucd somewhat after the old army procedure of teaching men to ride horses, so which they had a drcolar area with bones stationed all around the area and tter were all directed to do the same thing at the same time. All mount their horses and go around the circle and go through various evolutions, one fol lowing tiie other. That is about the way we start our drivers out in operating their cars. They operate the cars in low gear. When any one car stops all the cars slop. The cars were first operated at the state fair grounds, later in one of our city parks, and now they are functioning on one of our school grounds adjacent to the school class room in the building: We hope that evmtually we may be able to extend this form of instruction to all high schools in the city. That, of course, malr^. it a pretty expensive sort of thing and I imagine before too toug in this pro Traffic Section 187 gram there will probably be some discus sion along that line as to how this can be financed. ' MR. CATLIN: It was about four years ago that we first became interested in the driver education program, due to the very had driving record of the high school age I an happy to say that at this time we hit three hundred and seventeen high schools m the state of Wisconsin out of a total of four hundred and sixty-three that ate cngagnl in the classroom phase of driver $ay farther that we are more m Wisconsin in attitude develm we are in the actual teaching t to drive an automobile. It may : yew to know that the program that ut Mae, atari! is approved by the Departmmm. of Pdfr lustration. calls for a miniuwan of taaty classroom periods of InurudiML However, today the average udhttul m Wetcoosm has increased the num ber 4 periods of classroom instruction to We kaov that more periods would be detirihle However, let me stress this one pdutt. Wc are more interested in developing the amende, or helping to develop the atti tude. of the present driver age group than we are in the actual teaching of then to drive an automobile. However, we haven't forgotten that part of the thing either. In Wisconsin, we have what is known as the Home Supervisor Pfaws of driving Instruction where the actual instruction is given by the parent or rela tive or friend, known as a home supervisor. The reason we favor that particular plan is because we think there is real merit in it. There is a development of attitude in the school and development of attitude in the home. That is a desirable feature masxnudr as it brings the home and the school to gether. We will admit that as far as the home supervision plan of driving instruction is concerned, it is still in an experimental stage. We certainly do not reach the large number of boys and girls of driving age that we would like to reach, but we feel that it is better to have a few well-trained and per haps to have them as a model for others. than to have a large number perhaps poorly trained. CHAIRMAN NEYHART: We have a man here who has done as much, if not more, in training army drivers than anyone I know of. In fact, this man turns out army drivers at the rate of eight hundred per week, and I am going to ask Lieutenant Colonel John Matte i he will tell us briefly how they are doing this job for the army. LIEUTENANT COLONEL MUTTE; You might be interested to know something about Camp Lee. So far we have turned out fifty-four thousand drivers. Our sister camp at Fort Francis E Warren has prob ably turned out at least a third of that quantity. That is just two of the army camps. . We have an eight weeks' course for our army drivers. Of our eight weeks, we first have two weeks in our shops. The first week is 00 the chassis where the man goes all over it. He is taught the nomenclature of the whole chassis, including the points that he, as a 4river, U permitted to lubricate. The second week is on engines. There he tears down engines and rebuilds them. He is taught the use of hand tools that come with his vehicle, what they are for and how to use them as well as take care of them. * We do not teach drivers to be mechanics, bat those two weeks pay dividends because later oa when he is out on the highway alooe and has trouble with-his vehicle, he at least can identify where the trouble is. Then he can telephone in and the mechanic, unlike the old plumber, may bring the right tools and right parts to fix it without too many trips back to the camp. The third week includes classroom in struction. He takes up rules of the road and elementary map reading so he can, at least, read a commercial map and interpret the conventional signs and symbols on it and prepare a little simple map. He is taught rope tying. The fourth week, for the first time he comes in contact with an army vehicle. At the camp we have a driving area one thou sand by six hundred yards. That is laid out in twelve circles; each circle has ten twoand-a-bali-ton, six by six army trucks. We put two men on the truck with two men observing and the instructor stands in the middle of the ring. That is our control 188 33rd National Safety Congress, 1944 driving. Fortunately in beginning toe took for the benefit of the fleet operators, we only men who could drive. They were fa Hilfr. the cream of tbe crop and give thou miliar with a farm vehicle or passenger car three weeks* further instructions. During and met the psychological and physical tests that period they get work on truck and winch we had preceding the training: tractor operation. They get a stiff course In addition to that, they have to take an L Q. test and if they don't pass it, they don't drive. Some don't pass the test and we have and can handle any truck, tractor, or van you have on your highway. CHAIRMAN NEYHART: I wanted to to throw them out. We go along with the have you hear from Colonel Matte because controlled driving and eliminate all men who be was a practical fleet operator before he aren't good drivers. If we find a good one, ever went into the army. After visiting his we immediately pick him out and have him . setup at Camp Lee, we were certainly satis- act as assistant driver coach. fled that be is doing a. real job down there These men stay there four days, or until for tbe War Department it is safe to go on the road in convoy. From We also have m the group Milton D. there they advance to ordinary highway Kramer, who is assistant director of the driving on primary and secondary roads. Center for Safety Education of New York Then they go cross country. They are University. He will tell us briefly what the taught how to use the front-cad drive and War Department is doing to tty to meet winch. He fra* one day in the tire shop. The driver has to know how to take off the out side and inside tire, how to patch a tube with a hot patch or a cold patch, and how to install chains. He must know how to lubricate his ve the driver training need. He didn't know anything about this; neither did Colonel Muttc* I am win*y on them out of a clear sky. SCR. KRAMER: I would like to tell ypu something about tbe pre-induction driver education program of tbe War Department. hicle with the hand got that comes with it Colonel Muttc has told you of tbe army's He is limited to things that he as a driver framing program and that is very closely ran lubricate. He is taught how to lubricate related to what is bring done today in tbe with a power gun under tbe supervision of tngti yhnnl for tbe education of potential a mechanic inductees. He has four blackout convoys daring bis When tbe war began, tbe army soon dis training period of eight weeks. It nay start the first night with ten miles; then fifteen; then thirty milta. We do that on blackouts >nd there is the usual highway traffic to mtmA with around our camp in Virginia. We don't pick out easy spots for them. We push it right through and at the end of his eight weeks we fedt that he meets all requirements. Now we have injected into covered a shortage of personnel with respect to the possession of specific skills for han dling motor vehicles. A study was auk 7t*h there was set up in tbe office of the Quartermaster General an advisory com mittee to explore die possibilities of making recommendations to the public schools for the training of beginning drivers. This committee *---***< representatives our course this new Weasel that you have from the National Safety Comal, tbe heard so much about. You have seen pic American Association of Motor Vehicle tures of it. It is a full-track vehicle sad Administrators, die American Automobile is amphibious- We give him sixteen hours Association, toe National Educational As- on that. ' Any of you commercial fleet Operators looking for good drivers should inquire first if he was trained at Camp Lee or Fort Warren. If be was and passed the eight weeks' course he has bad good training. X am not saying that a kit of other army. camps haven't turned out expert drivers. They probably have, but those boys, at least, we can guarantee- to be good drivers. Also, soriarion, toe National Conservation Bateau, and many other hitnesud orgaabationsL Following study by committee members there was prepared a. teachers in high for toe use of This nmwal was immediately made available to public schools from state educational departments and state motor vehicle departments. When tbe manna! was available it was frtrTTtd over to tbe schools with toe fcOow* Traffic Section 189 ing statement in mind: First, there existed and exists today this very evident fact, that one out of every four men in the army most handle some kind of motorized or mecha nised equipment at one time or other. Secondly, toe army owns one motor ve hicle for every seven men. Thirdly, the inductees in the army were demonstrating m notably bad experience and knowledge with respect to tbe understanding and attitudes required for handling of motor vehicles; and Finally, if the public schools of the station could help toe War Department by provid ing pre-induction fundamentals is motor ve hicle operation they would be helping fl*rm in several other ways: First, they would be conserving the gains they had made is driver education before the war. Secondly, they would help meet an civilian short age of mature vehicle operators; and, thirdly--and this is toe most significant-- they would by the foundation or ground work for important postwar driver educa tion. In consequence tbe various state depart ments set up a series of teacher training in stitutes and there were held just this last summer some twenty of these institutes in various states from New York to California. These institutes enrolled teachers and school administrator* wbo spent three days at toe state university and ooe of the three days was spent in a field trip to a nearby army post. We are very happy to say >*** as a result of this work* initiated in tbe Quartermaster Corps and then carried through by the army at large through jts pre-induction branch, there exist ttxfcy some five thousand high schools in this country that are offering one or another kind of driver training coarse. We can see from this work that inductees learn fundamentals that *!> them more amenable to army training and many of them learn things which they will be able to use as practical drivers in the-postwar world to help cut down some of our acci dents. Tbe War Department pre-induction pro gram is broad in scope and I have time onjy to describe tbe driver education which grew from the very significant needs in opera tions today. It gives to toe field at large, both the safety field aad the field of general education, a splendid opportunity for the de velopment of good citizen drivers. MR. 'WICKER: I am not going to try to tell you bow we train oar drivers. It is too big a job. I am going to tell you, how ever, that we have been training bus drivers and. street car drivers. We have been in that business since we originally started, and we had to do a pretty fair job to stay is busi ness. And some of us went out of business in spite of the fact we did all we could to train these people. The way we see it now, toe training prob lem is more important to os at this stage of the game than ever before. Nobody is kid ding us about toe people that are riding on toe street car* and buses; they are not rid-T' tug in them because they like the traction company. The WPB and all the other folks have something to do with that. We are hauling people at the rate of twenty-two million a year. That is a lot of passengers. When you get jammed in a street car or bus remember that you are not kidding us when you ride with us. We are going to have to fight for business after the war is over and toe only way we will be able to retain this extra riding we are get ting now U to have good, competent, safe, efficient polite--tbe last word is very essen tia]--drivers. I don't know much about your business-- you trade operators--bat I have a sneak ing suspicion yon are In the same buat Ooe thing we have found out ladies and gentle men, is that lots of people can drive a bus very well and can make more enemies than there are cows m Texas. We are going to try to get the other kind. The Transit Association has two committees working today. They have been working smcc ApriL They haw got Professor Clay ton, of Carnegie Institute, and Mr. Kraft, of ATA, and a sizable committee of in dustrial members. They arc what we con sider to be the best brains In the industry, and, confidentially, I am not on either ooe of those committees. They are working on two problems. Num ber ooe is selection. Nobody has mentioned selection and I am not going to make a speech on it, but it is one of my main en thusiasms. You can never make a race horse out of a mule, and there is no kidding yourself that you can. The other committee is working on train- 190 33rd National Safety Congress, 1944 log. We believe that we am giving the best instructions to the bonne supervisors, calling training that we know how and 1 think the their attention to the fact that the young training in the transit industry has definitely sters that they are going to teach have had improved during the war. It had to do that classroom instruction where an attempt has because riding was heavier and the work been made' to develop the proper attitude harder than ever before and we have had and we have asked them to cooperate with to train people longer. In our case we in them rather than discourage theca. It seems creased the training lime of our people at that <s about the least, and, at the same ieast twenty per cent in order to make a time, the most that we can do is esoneetks* man or woman as capable as we though he with that or she should be. CAPTAIN DAY (Iowa Slate Patrol, Des We now have three hundred women in Moines, Iowa) : I would like to hk Mr. our employ. We are pretty proud of them. 'Catlin who is responsible in the event any A good many of them are driving buses and of these kids become involved in an acci are doing all right. We used to think that dent while they are in the process of operat a bus driver bad to be a hairy-chested he ing these cars during the period of training. iron but there are some pretty girls push ing them around now. We hope to be able to make selection of our people. I am going to put out the word in the transit industry about Army drivers. We are really going after some of those men after the war and you truck operators should consider those array drivers. If they are trained that well they should make won derful bus drivers and truck drivers for us after the war. 1 think that we will be stupid if we don't get a sizable group of them, and you track operators, for your information, we transit people have been taking your drivers for a long time. They are the best ones we get You must have a pretty good training pro gram yourselves. CHAIRMAN NEYHART: I believe there, certainly must be some questions from those of you who are in the audience. Per haps some of the things that have been said, or things that have not been said, are of interest to you and you would like to have more information. MR. CATLIN: Someone has asked about credit for these courses. That depends en tirely upon what the individual school wishes to do. We have some schools issuing a quar ter credit. Some issue a half credit. There is nothing compulsory about it. It depends upon the individual school as to how much credit they care to give. MISS MARY WYMAN (Louisville Public Schools, Louisville, Kentucky): What safeguards do you use to keep those people at borne who are getting the behindthc-whed training from getting bad atti tudes? MR- CATLIN: We have issued specific MR. CATLIN; It is the parents* respon sibility or the home supervisors* responsi bility. We have asked them to be sure, if possible, to see that their cars are insured so that there is a way that settlement can be made in case of an accident. CAPTAIN DAY: If the car belonged to the school, who would be responsible in the event of personal injury or property dam age? MR. CATLIN: In Wisconsin the school tia^ nothing to do with the auto. The auto is owned by whoever does the instruction-- the parent or the home supervisor. All of our driver training programs are known as the home supervision plan, where we furnish a set of ten lessons which are handed out by the school, one at a time, to the student who takes them home to the father or mother, or relative or friend who is going to do the instructing. We refer to that person as the home supervisor and those lessons are taught one at a time. We ask for a report back to the school at the completion of each individual lesson, show ing the number of hours of instruction and the number of miles the car has been driven. When those tea lessons are completed, we act upon the recommendation of the in structor at the school, plus the information that we get back relative to the number of hours driven, or. rather, the number of hours consumed and the number of miles driven. We then issue a certificate which is exchangeable for a driver's license.. 'Many of you may wonder why we fed that we can take the responsibility upon our shoulders of issuing a driver's license upon that kind of driver training. However, as Traffic Section 191 you all know, the average youngster who is taught to drive is given very limited instruc tion, and generally by people who have noth ing to follow whatsoever in teaching him to drive. We feel that any boy or girl who has actually covered these ten successive steps to learning Jo drive is bound to be a far better driven than the average individual who possibly is taught how to start, steer and stop and from tint time on is left on his own. CHAIRMAN NEYHART: It has been our pleasure to work on the driver train ing program, using cars all over the nation, for about right years. We have them fully insured. We recommend twenty-five or thirty or fifty thousand public liability; five thousand property damage; twenty-five dollar deductible collision; as well as fire, theft, tornado and other things to make it a comprehensive polity. tn our experience all over the nation we never had an unfortunate experience with these cars. These cars are all equipped with dual control, extra dutch and brake pedals for the teacher to use. Another advantage in using the dual-con trol cars in teaching this way is that yon can take them to little used streets, quiet, streets off from the heavy traffic area foethe first lessons. I have talked this over with lawyers and they tell me that if an accident would hap pen, the protection would he good; that is. the insurance would protect the school mem bers, the school board, the teacher and any driver who is bade of the wheel operating the car at the time. CAFT. BOATE; We have in Pennsyl vania what we refer to as safe driver dirties- We have had in the city of Phila delphia a driver's dink: for seven or eight Tears and recently established one in Pitts- M..trg. n . Oor plan calls for the creation of a num ber of driver clinics over the state of Penn sylvania for these specific purposes of ex- arnimrtg accident-prone operators (that is, people who have had a long record of acci dent participation or a long record of con victions for traffic law infractions) for the purpose of determining whether or not they have any physical deficiency that can be compensated for or whether or not they are physically or mentally in such a condition as to make them socially irresponsible in the operation of a motor vehicle. Then, if that is the case, we eliminate them. Now through the operation of these clinics, while they haven't achieved all things we have had m mind, we have been able to rehabilitate hundreds and hun dreds of motor vehicle operators and piace them back on the road as safe drivers where they had been before operating mo tor vehicles, maybe, with some visual defi ciency, for example, which kept them con tinually being involved in accidents. Or, possibly, they had the wrong attitude toward the operation of motor vehicles which was the reason for their running afool of the law and bring arrested and convicted for some traffic violation and demonstrated them to be unsafe. CHAIRMAN NEYHART: We have several specific questions here that we would like to ask Mr. Danford. One is, "Why should the public schools be respon sible for teaching traffic education and training courses in the high schools?" Along with that is the question, "Why is the high school the most advantageous place to tram drivers?" . MR. DANFORD: Statistics show us that three out of every five youngsters in a normal year will be driving a motor ve hicle of some land within a period of three years after they graduate from high school. If education is a state function, as it Has been defined, and if the purpose of edu cation is to teach these youngsters to live and to be worthwhile, useful ettirens, then it certainly is the function of education to teach these youngsters how to live in this motor age. Casualty statistics have been broken down to the point where the statistics have said that fifteen per cent of these motor vehicle casualties can be blamed upon faulty en gineering. The engineer is trying to elim inate these hazards that take their toll of lives mfln|r operators and pedestrians. That leaves a total of eighty-five per cent of the casualties due directly to faulty driv ing; the personal breakdown; the physical breakdown. It is either physical or psycho logical, of course. What has been done in the past regarding this eighty-five per oent? Very, very little 192 33rd National Safety Congress, 1944 in the last few years, and thank goodness for people like Colonel John Mntte and the experience' of the War Department, and to show the educator that he has a place along with the w the teaching of driver training. especially the replacement training of the ^ I thmk the whole idea of driver training Quartermaster Branch. is somewhat confused became, by and They have taught us that much can be large, people don't understand what lew done in the training of safe, competent enforcement means when we Speak of law drivers, and courteous drivers, m a very enforcement. When they think of fanr to- short period o time. We can prone much zoroexacsi they thmk of arrest, they ftafc by the experiences of these gentlemen. of fines, they think of onwuwitiacpt to jail, If, as T said, the primary reason for pub and all that sort of a-y lic education ha the United States is to ' Law enforcement, coaler oar democratic train our youngsters to be worthwhile, com- , ` form of govemrat issrt that at a!L Lew petent, efficient, living citizens, then cer enforcement is the vulantary obedience to tainly it U the duty of the high schools to laws a the part of the pu&tic. It is obedi teach these youngsters hout to live in a ence to law as a volmtazy achievement on motor age. CAPTAIN BOATEt At the end of the year when the accidents, fatalities, injuries and property tosses are totalled up in my particular state and the people of that state the part of the public and we believe that is the real way, rather than fining oat and arresting people and wtijr rTing daw to fines, although that will always be a part of the picture. begin to think of responsibility, I don't be Wo always have a small percentage of lieve* they thmk of school teachers. I believe they think of police forces and they begin to wonder what the police are doing on the public streets and highways to prevent this terrific loss of life and property. Now that is why police all over the country have advocated for years that we teach the young people how to drive and watte safely. That is why, as far back as twenty years ago, and I can remember it because I did it myself, we had police calling around to the little red school bouses, giving short talks oo safety, telling children bow to people that must be arrested and fined, but w* believe that the nuriu answer to it is through education; that we mast get down and educate oar people to look at laws and regulations as really the means of prevent ing the loss of life and property. We say it is the cdncmtnri* responsibility; while the policemen sardjr have a part is the picture and am add greatly to it in helping the educator. CHAIRMAN NEYHART: Wc have in the group a practical fleet operator, who is interested ro the safe operation and mam- tuaace of motor vehicles. . cross the highways adjacent to the school This man can, perhaps, teQ us how he buddings. secs this high school training program be That is why police have been active over the years m organizing school patrols, and that is why we appear at schools today cause be bad a daughter graduate from one of the course*. J. W. lord. Fleet Safety Engineer for the Atlantic Refining Com during recesses, when schools are bring pany. dismissed or taken up, to help to direct MR. LORD; I think the high school traffic and help to guide children, and to driver training- program, where there has help the school boy patrol, so they can -been an organized setup to do a training carry into school this message of safety. job, not only teaches Use chid a real skill but it teaches the child many other things. In Pennsylvania we have gone farther than that. We send oat two men in Penn It is one of the grandest character build' sylvania fully equipped with motion picture ing things that can be introduced in high equipment to show safety motion pictures school. It tearhr* the child to meet other and give brief talks or lectures oo highway people on the road. It is a marvelous thing safety. in tw capacity. It is' worth as much as That is why we have even seat police- learning the cldD itself. mm to colleges. We are not trying to take I thmk the actual leaning of the skill the place of the educator. We are trying can't he too carefully taught and 1 have Traffic Section 193 been a disciple of those who believe there should be a trained teacher teach the child. I have ridden with too many, people who base driven ten, fifteen or twenty years and the character of their driving, which they m stst y6u mustn't criticize in any way, to me b appalling in the errors they make-in driving. tude toward safety education. In tbe final analysis you can only pat so much water in a bottle and the professional educators are faced with the problem that if these things axe going to be future curricula something has to go out and we, in safety education, are confronted with the problem of com batting, a* it were, certain vested interests I think we have to have organized tram- the system who axe teaching other log as order to get rid of those errors. I am all tax high school training and for having the program conducted by trained subjects and have beta for a good many years. We have a.struggle faring us on that score. teachers who have been carefully taught to I would tike to ask tome of these people, really teach skill m driving. who tell us very blithely that we should There is a tremendous difference between sldttfol driving and the typical driver oq the road today. The proof of that is m oar rate of fatalities and accidents that are occurring everywhere. What is the use of people's saying they know how to drive and that we are a nation of skilled drivers in the face of the accidents that are occurring? The truth of it is they are not skilled drivers, and that a measure of skztt by the years as a driver is a very poor measuring stick. I have talked to many groups. We do not lad ourselves about the land of golf we play, bow we bowl, or anything of that sort There is a very definite score. If you bowl a hundred wad twenty you are not kidding yourself about being an expert. If It takes you a hundred and twenty strokes to get around a golf course yon are a dob. Yet that same guy Who considers himself a dub on tbe golf course may be just as big a dub as a driver, even though he has been driving for ten years, and yet yon make way ceninnrrrt about his driving be will say, "Listen, buddy, l have been driv ing for ten years. What can yon teQ me about driving?" Stitt, as a driver, he is no better than he is at playing golf. MR. GRAHAM: I am ghd to hear these remarks but, nevertheless, they arc remarks that we have heard through the years. All this time people have been com ing to us and saying; "You should teach driving education or driver training and you should teach safety education and teach fire prevention and all that sort of thing." teach this and that, what they arc doing m their own communities to bring about a general awakening for community con sciousness m doing this sort of thing? How many truck operators, for example, have talked with boards of education and them whether or not they would put in courses of driver training? I wonder if they would assist them in looking over the entire problem and doing what they could to see that the necessary equipment was supplied? , This matter of driver training isn't some thing that can be paid for with a song. It costs money to give behxod-foe-whed in struction. I come from a community which . is primarily an industrial city. We teach machine shop to practically all of our high schools and likewise m our junior high schools and intermediate grades. Wc have trade schools, we have technical high schools, where many things are taught as a result, largely, I thmk; of the pressure brought npen oar Board of Education by the industries in. oar community. X. therefore, thick it is only proper that if yon people feel that we should be doing a training job for drivers you should be vociferous about it and go to the people m your community and arouse the com munity to the need for this sort of thing; and see that some sort of demands are made and some sort of results are secured. After all, boards of education bring these things into bring*--sew courses of study, etc.--oo foe basis of public demand made within that commamty. I think there is a It is true that I am in the specialised responsibility that rests with you people as field of safety education and I have a very well as with the schools. I don't think we sympathetic ear for these pleas that come should shoulder tbe full load of responsi to us, but all educators are not people that bility for not doing many of tbe things necessarily have quite a sympathetic atti some of us would like to do. 194 33rd National Safety Congress, 1944 DR. A. R. LAUER (Iowa State College, Ames. Iowa) : I would like to agree with Mr. Wicker that you can't make a race horse out of a mule. In a similar way you can't make a teacher out of a lot of people and the mere fact that there are some people out of school who do an excellent job of teaching, does not mean that all of them are race horses. There are a lot of mules among them, too. 1 am not trying to reflect upon those many excellent teach ers in industry who may not have a degree in education. 1 have two keys but I am not giving that as an argument. In any case, I don't believe it is essential to dispense with persons who are offering driver training courses commercially, but I do think it is necessary for the law to con trol them somewhat m seeing that they are properly trained and that they have an ex amination just as pharmacists or others have to. Don't you find in many cases that this is a case of the blind leading the blind when you send youngsters home to the parents to be taught? I think it is a matter of controlling that by legislative enactment and perhaps hav ing an examination for instructors. 1 have long advocated that if the schools can fur nish those, the least the states and schools can do is provide some kind of standard ized training course for instructors who may not have academic degrees, but who would be excellent teachers if they had the proper kind of instruction as to how to instruct others. CHAIRMAN NEYHART: We have Dr. Vcmon G. Shafer, head of training work in my college, with us. DR. VERNON G. SHAFER: We license barbers but I still cut the hair of my two boys, for several reasons. First I think I can do as well as the barber can. Sec ondly, I save the money, and those are reasons enough. Wc are going to teach youngsters how to drive automobiles because we have auto mobiles for them to drive aad I am not so sure that we can immediately pass legisla tion to see to it that everybody who teaches anybody how to drive automobiles shall have to qualify by some kind of examination. In answer to Dr. Loner's suggestion, I think it would be a very good thing; hot Z am afraid it would not be done right away. I rather like the Wisconsin idea in seeing what practical situation does exist and then setting up the sights for those that we would like to see happen, and make them work insofar as possible. * There ought to be some people who spend all of their time, I suppose, to attain that ultimate goal, but in the meantime let u do the most practical thing that serves here and now while those who are specialists in ihi'r jobs are aiming at those far-off goals where we all hope we will arrive some day. DOCTOR HOWARD DANFORD (Di rector of Safety Edacatioa, Madison Pub lic Schools, Madison, Wisconsin) : I would like to point out that all principals and mil superintendents of schools are not agreed with us. If they were there would be far more high schools teaching driver education than there are today. Now if they are not agreed with as, let us recognize that fact and let ns find out why they aren't agreed, and find oat bow to persuade them to oar points of view. Here some questions arise and some of them are not too easy to answer in giving evidence that a classroom or academic training can change attitudes and change the behavior of youngsters as drivers. If you were teaching swimming by aca demic instruction in the claxuvom sad never took them into the poet. *o what ex tent would your teaching of rwimmiag be successful? Second, what 1i irirwc can yon pccsetf that will prove beyond a shadow of a halt that driver ednration does rethari yririrnrt? Third, what woald yon Himmafrc from the curriculum? WcoU yon dfinaaaae Latin? Tefl that n the I arm teacher. What would you cbmimir in order to put in driver edacatioa? Fourth, aren't there some mponrftffirics that parents carry? Sboidd the school take over the entire rcspotuOafity for the eh* cation of the child? Why shouldn't tbc parents their own kids how to drive? Finally, this isn't the question they ask, but the question I ask: haw can we per suade these principals and superintendents to our point of view ? X woald like to say in self defense that those four questions ra?M are sot my questions or my criticisms They are the Traffic Section 195 questions and criticisms of principals and superintendents. - MISS WYMAN: I would like to add to that, where are we going to get the money? My good friend, Gordon Graham, says to exert pressure upon the school board. I want to beg you to see that they get the money to do it with. CHAIRMAN NEYHART: i would like to have Mr. Smith on the panel here tell us something about training truck drivers. MR. W. ROBERT SMITH: In toe trucking field, we are most interested in safe driving, because of the effect upon our earnings. We have. I hasten to say. the same general desire to save the life and property of our fellowmen that all those not in the trucking field have, but we have the additional desire to ran at low expense and therefore we are most interested to seeing that our drivers drive and drive well. I am much concerned about teaching of drivers in the schools to the extent of being certain that we spend a good bit of time on attitudes and, from the standpoint of com mercial truck operators, 1 think we could start that very much earlier in their school life than at the grade level they start now. 1 think we all realize how much we can influence very young children in safety and sdf-preservation because if we start them out with that ccosrionsncss they will con tinue to think of it when they are adults. In the commercial field very few of our drivers have college degrees. Very few even gel bIo high school, so your high school driver program has very little effect Upon oar ipikmry. Most of our men have Icaawcd So drive vehicles by trial and error methods and have become quite proficient, qmae ddOMl but we still have a terrific affairproblem. lx is almost an axiom that some of the best drivers hove the worst accidents. I on dee one example We have a driver htorimg hatch covers for cruisers for us a dbtaoce oi five hundred miles. These hatch covers wc matttta feet wide and forty fact fang On ooe of these stretches he takes these trades s with hatch covers on a highway where be has a ooe foot clearance. He is a marvelom driver bat occasionally where be is not be can have a terrible accident- I just leave that thought with you edu cators. I am thinking of my own children and the children of ail of us. 1 hope wc spend more time and more money and more activity on the safety attitudes as we go back to our own problems. DOCTOR LAUER: I hesitate to leave this issue X raised a moment ago suspended in mid-air, as it was. I think that Doctor serious because we have a number of com mittees that are working and who would have recognition through the Conservation Bureau, American Automobile Association and others in which we ooald give certain persons authority as instructor*. I think industry would agree to that a hundred per cent. They certainly have qualified instructors for certain specific jobs such as tool maker* and what not. I think it has possibilities if we get into it. MR. MATTHEWS (Gary, Indiana) : If track driving is such an important vocation, I don't see why yon can't, in your locality, utilize the Smith-Hughe* educational funds in putting on courses for jyoar local truck drivers. . * There are ways of getting around this college degree for teaching in this field. 1 might $ay there is a trill that will be con sidered after the election, 1 believe, where they, are asking for ninety-seven million dollars* more to buttress the Smith-Hughes fund. I am surprised that your organization has not gone after some of that money. MR. SMITH: I deliberately avoided saying anything about a commercial training program because I didn't want to be put in an awkward position. However. I think the bus operators have led the field in teaching safety. I send that out without fear of being challenged. Now we have, through the Ncyhart serv ice, developed fleet supervisory training courses for the purpose of selecting, testing, training, re-testing and re-training drivers both in the pre-employment period and all during their employment years in motor vehicle operation coarse*. . Those courses have been offered in Penn State, Northwestern, Georgia Tech, and University of Washington, and I think U. C. L.A. will offer ooe. Moreover, the safety- councils are organizing m various cities. Here in Chicago the operators of the 196 33rd National Safety Congress, 1944 Greater Chicago Safety Council and other organizations are developing a testing field for the very purpose of testing all commer cial drivers for employment; and after an accident they have a re-testing. I just sensed that yon all knew that and knew that we were doing a kit along those lines. * I did want to have the opportunity to fay to you educators that when you do teach our children, as I trust you will come to do, the skillful operation of vehicles, you won't forget the safety attitude. We must get away from this idea of teaching the children how to get out of a crisis after they get in. For too many chil dren, all motor vehicle training has meant is that if they go into a sldd at fifty miles an hour or take a curve at seventy miles an hour they pot one foot on the gas and the other on the brake and they go around the curve without going over. SERGEANT SAPP (Camp Roberts, California) : In order tint Mr, Danford won't get away without having bis ques tions defined I would like to attempt to answer one of them; as to whether or not there is room in the curriculum for safety education? My response to that is. why live in the glories of the past if the kids aren't going to be able to use them? MR. GORDON GRAHAM: How many school boards has be told that to? MR. CATLIN: In answer to one of the questions that Mr. Danford had, relative to proving the value of driver education, I know that there hare been numerous small studies made in various localities through* out the United States to prove whether or not driver education did really produce results. However, in the state of Wisconsin, we have the record of between fifteen and tworty thousand boys and girls who have completed the classroom work in driver education and that is just waiting there for somebody to tabulate the information to find out whether or not it is a good idea. We have gone a long wary m checking this information. I won't say, became I don't know^defisutdy, how many hundreds, but to date we have not found one single one of them that have been involved in an accident, so there is an opportunity for somebody, or for some educational institu tion that cares to make a real study'of the situation, to take our records. I am sure the state will be awfully glad to do it to very definitely prove that class room instruction in driver education does produce results. WEDNESDAY MORNING SESSION October 4, 1944 Group IT--'no foe City ad State Police Present Day Traffic Police Problems A ftuel Dhomka Presiding: Colonel Cwitiw H. Scaaovn, S--rm--lest, New Jersey State Police, Trcnioo. K, J. PtMiicipcmis: Training--Faux. W. Havuawb^ SqpC Delaware State Police; Wffmsngton, Del. Personnel--Thomas *Jaycox, Chief of Police, Wichita, Karrs Enforcement--B. R. Caldwell, Deputy Chief of Police, Loe Angeles, CaliL Public Education--Cufpooid F. Bcrna, Chief of Police, Indianapolis, Ind. Eoumoorr--Coc. Gbooge Mmor, Superttiudknf, Ohio State Highway Patrol, Cohnahn, Ofaao. SUPT. HAVDLAND: Moat Polka De partments today recognize the need for organized training programs and adequate training facilities. Chiefs of Police as well as rank and file officers are uaiiiiud that organized training offers a solution to rrTai,y of their problems and that such training is Traffic Section 197 necessary to raise tbe standards of the police profession and provide the public with more effective police performance. Had it mot been for the current war, police trahung would have advanced more rapidly during the past three years and more and better facilities would be avail able to all police departments today. Be cause of existing conditions many of the more progressive departments which had well organized training programs in opera tion. have been forced to suspend, curtail or revise them. ' lii many departments recruit training has been suspended or revised because person nel replacements have been unobtainable or available m soch small numbers that it was felt tbe recruit courses should be shortened. In-service programs too have been revised and curtailed in many departments because fitting personnel could not be spared from other duties tong enough to complete re fresher courses of tbe same scope and length as those before the war. A brief outline of the in-service training program of the Delaware State Police and mention of the changes we have been forced to make is, I believe, typical of many de partments. In 1940 we set op a re-training program for the .entire personnel which continued in operation until tbe early part of this year when we were forced to revise it for the reasons already mentioned. Known as the "Incentive** program it proved successful in its original form until it was discontinued. The first phase of this program consisted of sixty correspondence lessons and ques tions on various police subjects. 'AH sub jects were grouped under four headings: Traffic, Criminal Investigation, Criminal Identification and Firearms. The lessons and questions were sent periodically to tbe offi cers m tbe field who completed them and returned them to Headquarters for grading. When a passing grade had been made m each lesson, more lessons were seat to the officer until all sixty had been completed. This phase of tbe program consumed about five months* time and was followed by classroom instruction. Experience with it proved that correspondence lessons appre ciably cot down classroom time needed to cover a subject. Students grasped meanings and explanations more quickly than they would have; had they started "cold** in the classroom. Each student was given three weeks of classroom training in the same subjects grouped under tbe same general headings in which correspondence lessons had previously been completed. At the end of each course students passing the exam ination were awarded extra compensation, hence the *`Incentive." The firearms course deviated from the other courses in that range instruction and practice replaced classroom instructions. The final examination consisted of actual scores made on the hip-shooting and practical pistol courses. Qualifying scores entitled the officer to receive special compensation. Requalification was required each year in each course for which the officer was re ceiving compensation. Failure to a high performance standard for each activity through the entire year resulted in compen sation being withdrawn for that particular course. At the end of the first year, with tins pro gram a decided ixnprovcmait was noted in quality of the work of all officers who fad qualified under the plan. The following year, with tbe outbreak of the war, in-serv ice training had to be concentrated on civilian defense and internal iwnilty ar>d as a result the regular "incentive" program was shortened to classroom instruction of ooe week. It continued cm tins basis until tbe early part of this year when the manpower situation became so acute, with duties corre spondingly increased, that it was deemed no longer feasible to take officers off tbe rood for that length of time. However, It was found practical to continue to re-qnatify all officers m fimnzu training each month dur ing Spring and Sommer. In order to provide tbe men with some type of in-service training and at the same time not take them away from their duties except for short periods, we have substi tuted a "Conference'* plan until such time as normal conditions return. It b designed to provide the members with brief review materials and acquaint thqm with new pro cedures and techniques. One day quarterly conferences are held for each Troop in- tbe State with all mem bers in the area attending. Headquarter's Staff officers present new developments in each tine of activity, point out mistakes 198 33rd National Safety Congress, 1944 being nude in the field and explain proper procedures. Lectures are supported by films and other visual aids. At the end of ^'b Conference an examination based on correspoatkacc lessons previously released are given all perscwneL The "Conference" plan of in-service train ing- was not devised or intended to perma nently supplant she "Incentive" plan in our organisation. Our post-war plans provide for In-service training oo the same basis as before the war, with, perhaps some re visions. Speaking generally, all types of police training; should show expansion and im provement during the post-war period. All police realise that further profes sionalizing the police service lies in develop ing police training. Usny departments have taken advantage of the present situation by training instructors and securing informa tion on police training in order to put or ganized training programs into effect at the close of the war. While training has a tong way to go before it functions to the height of its potential efficiency, aO depart ments should take heart in the rapid prog ress it has rrvxAr in recent years and lay plans now for the future. CHIEF JAYCOX: in 1935. a Police Training program was established in the Wichita Police Department is cooperation with the University of Wichita. This pro gram became known more or less through out the Nation as Wichita's "Police Cadet Training" and provided ready correlation of the principles and theories of Police prac tices with practical application in the per formance of police duties. Cadets were young mess of 21 years of age. who. having completed two years of col lege work, and having satisfactorily passed the rigid entrance requirements, were ap pointed to half-time active service, and paid one-half the prevailing wage of patrolmen. Upon appointment, the cadet entered an in tensive period of recruit training and fol lowing this was assigned to beat doty in the uniform division under the supervision of experienced superior officers. These officers were required to attend classes at the University of Wichita for not less than 12 hours per semester. In struction consisted of: Police Practices; Traffic Regulations; Identification Proce dures ; Criminal Law; Criminal Evidence; Criminal Investigation; Police Organiza tion and Administration. Police Science Cer tificates were awarded to those students who satisfactorily completed the following: (1) Passing the prescribed courses with credit (2) Meeting requirements for an A.H. Degree. (3) Performing with merit the duties of cadet officers. Vacancies in the Department were filled, in the'main, by cadets. The quality of men thus recruited was excellent, and with few minor exceptions, this plan worked to the advantage of all concerned. War circum stances, however, necessitated the suspension of this plan and the classes at the University for the duration. Included in the curriculum at the University was the conventional "ROTC" course and most of the officers recruited through the cadet system were commissioned as second lieutenants in the Army Reserve. At the outbreak of present hostilities, these men were immediately railed into the Army. In order to maintain adequate per sonnel strength in the Department it became necessary to lower requirements on educa tional and physical qualifications. Age limits were liberalized. Later the "War-Service'* Appointment was introduced Under this system, appointments to the Police Department are made for the duration of the War and six mosths there after, after which time appointees may be released without cause. This plan enables us to maintain the required ntanber of offi cers, hold the jobs open for returning vet erans who were members of oar Depart ment, and protect both, the Police Pension and the Police .benefit programs. Men em ployed under War-Service Appointments understand the provisions of these appoint ments and it is functioning quite well. Certainly, the cessation of hostilities will not automatically re-man cor Department. Many men who have been hired on a WarService basis, and who have made the nec essary progress, wilt be retained. Those who fall to measure op wiH be released. Thus, all Appointees since the discontinuance of the Cadet Program have a definite in centive to strive for improvement m order Traffic Section 199 to insure their position in the Post-War Period. DEPUTY CHIEF CALDWELL: The problem of traffic law enforcement is and has long been complicated by individual an tagonism to any form of control. Motor vehicle operators and pedestrians readily agree that regulations are necessary but in variably feel that enforcement of such regu lations should be directed at others. The public is reluctant to recognize traffic violations as unmoral acts. For too long a certain percentage of violators have looked upon motor vehicle laws as petty infringe ments upon the rights of individuals. A few persons have considered it "smart" to ;qnore efforts to safeguard and facilitate .jotor vehicle traffic The public generally fails to recognize the serious consequences possible from motor vehicle violations. There seems to be a general lack of appreciation of the fact that wort motor vehicle accidents include violations among the contributing factors. Investigation* of many accidents by trained police personnel have disclosed at least one violation in practically every accident. A lack of uniformity in enforcement pol icies and procedures has bred resistance to enforcement measures. ' The probttihs of enforcement have always been tnmplkatrd by indifference, self-inter est and laziness an the part of drivers. The war has given drivers an opportunity to capitalize oo these items. The driver who is taken to task for operating faulty equip ment stresses his importance in the war production program, emphasizes the difficulty of Securing part* and repair* and then points out that the paramount issue is win ning the war. The importance of getting to work oq tune is offered as an excuse Cor speeding or reckless driving. Despite much talk about tremendous re ductions in traffic volumes, most major streets are still carrying a heavy traffic load. There have been pronounced shifts in the distribution of traffic volumes. Reductions have been made in police ranks also and police equipment h?? been difficult to secure. Many police officers are serving with the armed forces. Personnel remaining with the department are carrying many addi tional burdens. - Additional war responsibilities imposed on police department* have resulted in many places in shifting traffic men to other duties. Traffic has become a step-child with officers assigned to this important doty only when they can be spared from other assignments. Educational efforts for traffic safety have been overshadowed by civilian defense in struction and war news. New communities nave sprung up over night; old communities had had great in creases in population. Drivers and pedes trians unfamiliar with the new territories are contributing to the problems of traffic control and accident prevention. Pedestrian injuries and deaths continue to account for a large percentage of the total traffic acci dents reported. War news and reports of war casualties fill the newspaper headlines. With many things vicing for public interest, traffic safety has become a neglected topic Nev ertheless, the traffic problem remains a se rious one which demands attention. Traffic accidents continue to exact a too heavy toll of injuries and deathy The solution to these problems lies in the proper dissemination of accident facts, in the leadership of safety groups, and in a positive enforcement program which is uniform in both policy and execution. The public must be made to appreciate the se rious ' consequences f traffic violations. Drivers and pedestrian* must be shown the need for regulation and the reasons for specific enforcement measure*. Methods of enforcement must be reasonable and must be based upon needs in order to obtain the necessary public, acceptance of enforcement measures and support for the traffic safety program. Two requirements for obtaining this are the use of uniform enforcement pol icies and the uniform application of enforce ment by officers on the street. CHIEF BEEKJiR; The public generally is unaware of the seriousness of traffic acci dents in their effects upon the lives of indi viduals. An enormous task in public edu cation is necessary to awaken public con sciousness to the potential value of adequate traffic management. Facts concerning the traffic accident sit uation in his community must be brought to the attention of the individual resident. Emphasis must be placed upon the tre mendous cost in deaths, injuries, and prop- 200 33rd National Safety Congress, 1944 erty damage to himself, his family, his friends and neighbors. Monthly summaries of traffic accidents compiled by police departments provide many opportunities for stories, including figures on the number of accidents, types of accidents, ages of persons involved, causes and circumstances contributing to the acci dents, and others. Comparisons of traffic fosses with crime losses are effective. Sound traffic law enforcement U an effective educational medium. Reasonable enforcement policies administered uniformly and impartially by officer* build* public acceptance and public support for the Education alone will not bring an end to our traffic accident problem. Effective edu cational measures can contribute measurably to the solving of these problems if carried on constantly a* a part of an all-round traffic control and accident prevention pro gram. ' COL. MINGLE: Despite all of the stories circulated about the difficulty of securing adequate police eqtupcocot, the Ohio High way Patrol has found that most equipment is available. True, more shopping is re quired to find the items needed, and in some cases it has become necessary to make sub stitutions. For example, the limitations on leather goods has apparently affected the police traffic program. Each enforcement contact properly handled is effective in de terring other operators from committing violations and in demonstrating to them output of leather boots, and we have been forced to substitute shoe* and puttees for the boots which were normally a part of our uniform. It is true, also, that a longer the seriousness of faffing to observe acc time, much longer in fact, is required to essary safety regulations. obtain the needed equipment. Consequently, Excellent cooperation and support for the we have bad to ascertain our probable needs traffic safety program is available to the more in advance than was necessary before police through the press and radio. Addi the war. tional effective contacts may be made by On the other band, the conservation of assigning trained officers to speak to civic equipment necessitated by war shortages has groups, dubs, schools, and other meetings. taught many good lessons. Especially val Posters afford an effective medium of edu cation. Distribution in downtown department stores, barber shops, local neighborhood lo cations, such as grocery stores, meatmarkets, etc., brings safety messages to the general public. Poster* are particularly suited for sea sonal hazards and for use is taverns to warn against driving while under is in fluence of iotexicant*. Officers assigned to intersection doty can contribute much to the education of pedes trians and motorist. The attitude of the policeman towards bis job m such impor tant spots is reflected in the attitude of the persons who observe bins at woik. The police officer assigned to intersection con trol who wink* at violations instead of cor recting them is sot doing an effective job. The same is true of an officer assigned to motorized patrol- He most demonstrate to the public that he is a conscientious public official representing an 'efficient department which is serious in its intention to carry out the fundamental police duty of pre serving life and property. When citizens are convinced of tiffs, they* become as anxious to prevent violations and their consequences as 2s the conscientious policeman. uable has been the expert advice cm obtain ing additional miles from rubber tires. The quest for methods of obtaining the best results from new synthetic tires bas em phasized attention to maintenance of motor vehicle equipment and has taught all of us ways by wfffcb we can make such equipment last longer. Cooperation with OPA and WPB bas led to an interchange of infor mation which has been extremely helpful. In order to derive greatest benefits froa the information obtained from these various sources, and to distribute such information to officer* in the Add, a three-day school was bckl for the supervisory officer* of our department. There they were taught about methods in using and servicing equipment which add to the life of such equipment This information was passed on to all field officers, and an adequate program of equip ment inspection was undertaken by die su pervisory officer*. The results of this have been most grat ifying. Laager service than was ever before felt possible has been obtained from equip ment, For example, 60,000 miles from a patrol vehicle was once considered a fair life for that vehsefe. Now we are getting Traffic Section 201 from 90,000 to 100,000 miles from the same type of vehicle and at reasonable cost,- The same type of program has been car ried on to increase the life of uniform equipment. Acquiring the services of a tailor os a member of the department has helped to extend the usefulness of uniforms. The police manpower shortage created by the war has been partially offset by the installation of some additional equipment. Two-way radio installations have added to the effiriency of tbe individual officer by providing the rapid communication system to and from patrol vehicle* which is so essential m rural police work. Certainly, I agree that equipment prob lems have been intensified during this war period, bat I am certain that the knowledge girard through oar efforts to meet these problems will add to tbe efficient operation of police departments in the ytars to come. Discussion Led by CoL Scbocffd Q. How many A^rhnwim send materials regularly to radio stations for broadcast purposes? A. COL. EDWARD J. HICKEY. Cocnmusiootf, Connecticut State Police: "In Connecticut. local departments clear messages through tbe State Police; wbo pass them oa to commercial radio sta tions. These are mostly mining persons notion, etc." COL SCHOEFFEL: "Large nation* wiU take only new* of general public iotercit important information.** LT. ROLAND J. SCHUMACHER. Sti Locus; "Sc Loom raffio nations co operate wcS with tbe polks in safety education. They broadcast a 15 minute pmguui once each week. Tbe large stations me prepared programs and spot-aaaaaaeaneats regularly.'' Q. What other nan have we of reaching people hr arirthhai to tbe press, radio and posters? A. CAPT. LAURENCE LYON, Michi gan State Police: "Pay envelope tn- seria ami in wail, mgs, prepared fey the Michigan State Safety Cr--riaiurti, are used regularly." CAPT. M. L MUTTER, Lomsvilk, Ky.: "Safety sacKMge* ora rubber- stamped on al) utility bills in our city." CHIEF JAYCOX: "Movie trailer* are effective. We use a series of 35 mm. trailers produced by a commercial com pany and a 16 mm. sound film on traffic which runs 30 minutes. The trailers shown in the movie houses follow the news film, run for one minute and are used for a week is each theater and cover an IS week circuit. The script and actors for tbe films are furnished by the Wichita Police Dept. It casts the departmmt from $5 to $6 a week. Numerous radio spot-anoouncemeBts and frequent 15 minute programs are of belp is reaching the people in surround ing rural areas." Q. What use do departments make of ac cident facts received from other de partments? A COL SCHOEFFEL: "Accident facts are compiled in New Jersey by the Traffic Engineer and are available to police for their use in planning enforce ment and educational programs," COL HICKEY: "Statistic* are ex changed between tbe motor vehicle de partment and the state police. Local departments and state police cooperate in an enforcement program." CAPT. MITTLER: "LouMville ex changes data with other cities of about the same size and posses on and re ceives from them information on work able methods of coping with specific problems.'' COL C H. WILHELM. Commissjeoer. Pemisyivacua State Police: `T'eomylvania uses tbe records of other states for comparison. We find tbe re leases from national associations very helpful." Q. What revisions are contemplated in Delaware's incentive training plan, and what percentage of your members com plete these courses? A. SUPERINTENDENT HAVILAND: "Time devoted to fingerprint identifica tion will be reduced ami the extra tune used in the coarse an criminal investi gation. are to be revised. Ninety per cent of the department members completed all four phases of the plan. . Tbe 10 per cent who failed to quality 202 33rd National Safely Congress, 1944 -will be eligible to try agaun after six months. Personal rating systems and activity reports are used in conjunction with the incentive plan and supplement each other." Q. What success have departments bad with marking the scenes of fatal acci dents by signs, crosses, flags, etc.? A. COL. SCHOEFFEL: "Signs in New Jersey are used only to show the num ber of deaths in the state, not at accident locations.'* COL. MINGLE; "Such signs were used for a while in Ohio, but they were discontinued after an adverse reaction was experienced." CAPT. PAUL PRICE, Dayton, Ohio; "The experience with using such mark ers in Dayton indicated an unfavorable reaction by the public." Q. How frequently do police departments hold press conferences? A. COL. WILHELM: "We do not have conferences on a regular schedule. Re leases are sent to newspapers at regular intervals; conferences arc called when circumstances and events justify them." CAPT. MITTLER: "Louisville de partment issues a monthly statement of violations causing fatal, personal injury and property damage accidents. These are published regularly by all news papers." COL. SCHOEFFEL: "Wc issue a reg ular release of accident facts." Q. How are funds secured for necessary police equipment? A. COL. MINGLE: "Our additional radio equipment was purchased from.tbe un used portion of money appropriated for salaries. This was available because of the drain upon our personnel to the armed forces. For other equipmeat the legislature has been very considerate of our requests. We believe this is doe to three things: l) a careful estimate of our Deeds; 2} a careful explanation of why such equipment is necessary, and 3) a close working relationship with the lawmakers which promoted aa un derstanding of our problems." Q. What is the amount of extra compen sation awarded under the Delaware In centive Training Plan ? A_ SUPT. HAVILAND: "The total amount awarded for completion of the four courses is $20.00- This is figured on the basis of $10.00 for the first course, which is restricted to the subject of the officer's primary regular assign ment; $9.00 for the second course, $3.00 for the third course, aad $200 for the last subject. This provides considerably more incentive for improving their work than would a blanket salary increase." Q. Have departments generally found it desirable to relax discipline during the war period? A. DEPUTY CHIEF CALDWELL: "A slight temporary relaxation of discipli nary measures becdbse of employment of temporary personnel replacements and less intensive training has been found'toecessary." COL. SCHOEFFEL: "We have found that Increased burdens imposed by the war and fewer men to do the job have indicated that some relaxation of dis cipline is desirable." CHIEF JAYCOX: "Temporary per sonnel recruited under a less rigid se lection system has made It necessary* to revise our thinking on this subject." Q. What has been the experience of de partments using personnel evaluation programs? A DEPUTY CHIEF CALDWELL: "We have attempted for administrative pur poses to evaluate our police employees. Formerly we used an examination and interview by an outside agency, but this proved unsatisfactory. We have substi tuted a board of five supervisory offi cers. This is still in the experimental stage, but has been well accepted by the men, and the results to date are prom ising." COL MINGLE: "Ohio uses a similar System. Thirty -ie factors are consid ered, and each man is rated by his two immediate supervisory officers. Low grades call for further study of the individmL The system works, the men like it, and accept the evaluation as fair. It is useful in promotions. Ratings are Traffic Section 203 made regularly every three months. We have found it necessary to train the supervisory officers in the use of the grading system in order to obtain uni form results." CAPT. MITTLER: "Louisville uses a similar system, except that the grading is done by the Captain with assistance from the Sergeant. The plan was de veloped jointly by the Civil Service Commission and the Department, and a pamphlet is available concerning it." WEDNESDAY MORNING SESSION October 4, 1944 Group Se taion for Traffic Court Judges and Prosecutors Presiding: Cuauxs S. Rhyme, Exec. Dir., National Institute of Municipal Law Officers, Washington, D. C, and National Chairman, Junior Bar Conference of the American Bar Asm. Improving Traffic Courts Panel Leader: Cmms S. Rhyme, Executive Director, National Institute of Municipal Law Officers, Washington, D. C., and National Chairman, Junior Bar Conference of the American Bar Association. Panel Members: Judge Louis E. Coash, Muni^pal Court, Lansing, Michigan. Judge Johm Gutkkecht. Municipal Court, Chicago, Illinois. Judge Ruvian D. Hehpkjck, City Court, Shreveport, Louisiana. Judge.J. J. Quxllxn, Municipal Court, Portland, Oregon. Coe. Wixjl Zuuuckem, Superintendent, Kansas Highway Patrol, Topeka, Kaos. JUDGE GUTKNECHT: Public con sciousness for the need for improving traf fic safety must be aroused. There is laxoess towards safety by public officials, by newspapers and by the public. For many yean lawyers in their smugness allowed the very great and pressing problems of traffic safety to go unnoticed by them. At last, as a result of this great national pro gram for improving traffic courts, lawyers are now becoming aroused and are hegxening to take a little interest in improving traffic courts. The great masses of people favor the proper administration of traffic laws. A majority of people are not traffic violators and wish to see traffic violators punished aod properly punished for infractions of traffic laws as a measure of improving public safety. Because of favoritism in one department or another many traffic vio lators never receive punishment. There is little opportunity to do much in this field until the public and the newspapers are aroused and actively take part in a cam paign to improve traffic safety. JUDGE QUHXXN; The physical ap pearance of the court rooms should be im proved} It is necessary that the public be impressed with the judicial looks of the court room. A traffic board is very helpful. This gen erally consists of blocks of linoleum upon which street intersections are drawn and is used with toy cars, buses and street cars of appropriate size, so that these various objects can be used tC illustrate the actual conditions at the time of the accident or the violation. Such a traffic board helps persons who are very timid and who might not otherwise be able to tell their full stories or present to the judge a very dear picture of what actually happened. A question in my city has arisen as to whether an officer must show Ms qualifica tions to tell speed before he can testify as an expert as to the speed of a vehicle. This relates primarily to speeding cases. X belie*- c that an officer must dearly show that he knows how to clock speeders before he should be permitted to testify in a speed ing violation. Chemical tests for intoxication are being 204 33rd National Safety Congress, 1944 used in Portland courts. In Oregon blood tests are permitted by statute, and this goes a long way toward eliminating guess work and opinion evidence in cases of this type. By reason of the segregation of traffic court .cases from other police cases tile traffic judge is able to devote considerably more time to the disposition of traffic cases. Traffic cases arc not rushed through and the court can devote a sufficient amount of time to come to a judicial conclusion and obtain substantial justice. As a result of this new method and practice, jury trials, which were always requested previously in cases where the judge was rushed and had not adequate time to consider the testimony, have now been virtually eliminated and the judge is always asked to try the case with out a jury because be has adequate time to consider the facts. DtacmsSossi There was some discussion as to whether or not a person had to qualify before giv ing his opinion with retard to speed. It seemed to be the general feeltrig that any person, officer or chrShu, could qualify himself to judge speed where speed is a factor, but m cases not involving a charge of speeding. In such cases if as officer or civilian properly qualifies himself he is able to testify as to the speed of a car. However, m speeding cases it seems proper to follow the judge's rule and allow no officer to testify unless he can show that he knows bow to test speed. JUDGE COASH: Traffic accidents is T.anting have been icffirrrt Newspapers ytvj titt rmfio participated in the <?p-Tl*lif%l> to reduce **** frost traffic accidents and tite eauyign was very successful. Accident rod death rates have Mtm off considerably. The city has a uniform arrest ticket printed m quadrapfiratr These tickets are num bered and al are aero--itrd for m a per- maiuMl record, so these a no opportwutj for a richer t be last or destroyed aoce it is infid Al ririMM on, tnSc taw violations go t fie 1.*^. A coupfaht a up and signed by the ajicji--g officer and by the judge. These is a writs-- re port made on every accident Aa oidTu--rc has do-- away with the "fix" by imposing severe penalties for anyone fixxog or at tempting to fix a traffic ticket. Traffic cases are alt set for one day in the week so that they are segregated from other cases. A permanent record is kept of all cases. If, upon a decision of die judge, the regular fine is reduced, the reason for reducing the fine is noted on the permanent record. The names of convicted law violators are pub lished in the newspaper and everyone's name is published regardless of his rank or station. Even the officers of the news papers themselves can't have their names suppressed. -. JUDGE HENDRICK: All traffic cases should be segregated --d assigned to defi nite times. Qualifications of the judge must be recognised as the main factor in improv ing courts handling traffic cases. Every Judge sitting in judgment on a violation of the law should be a lawyer and should know the traffic law. In addition, traffic judges need a broad specialized knowlcdjrr of accident prevention measures aad the fundamentals of traffic control. There should he more h*n a speaking acquaintance with tiie fundamentals of traffic engineering; various aids to traffic law eafordfcaent, and die principles of traffic safety education. The court should have aa atmosphere to .. the respect of persons appearing before it. The justice of the peace m the trial of traffic cases should be eliminated as a system which has been entirely out grown in this day and age. The percentage of really competent aad qualified justices of the peace who axe not lawyers Is ex tremely small. These better qualified jus tices should of course be absorbed m a better court system. Adequate penalties are important. If the court Is consistent and establishes a repu tation for treating everyone even thoegfa the penalty or senteaoe imposed may be severe--he will have the support of the pubfic. For years my court has imp i aril a. nwnnwxn fine of $100 and thirty days in jfri jg all convicted of drank-- driv- kg. ud the public ccmivtcoriy --ypocts titis penalty. OOL. ZURBUCKEN: Bj aad hrr justices of the peace are aoc gnfifeti ao fit in judgment on traffic cases. Drinking drivers give the Kansas High way Patrol the most fauaUh aad wxieq. The modem traffic officer Is wdl ijuafifisd to give testimony regard--g dnatinaaoss. Traffic Section 205 He will make an accurate report of his observations at the time of the accident and has no interest in the case other than to see that a violator is punished and that justice is done, but oftentimes the police officer appearing before a justice of the peace becomes the defendant and U re quired to take a position which should not be required of any person with the dignity aad authority of as officer of the law. Be fore a good police judge the officer's testi mony is readily accepted, and it should be as readily accepted by the justice of the peace. The traffic law enforcement officer must depend on the court for completion of the enforcement job, and the action of the court is the major factor in making or breaking the morale of traffic enforcement officers. For that reason there must be the closest possible cooperation to the cod that there may be mutual understanding of the prob lems to be faced, sod a knowledge of the total job of malting streets and highways accident-free. UR. RHYNE: Several states have now established separate traffic courts and have taken the jurisdiction in traffic cases away from, tiie justices of the peace. Juvenile violators should be haudled m the traffic courts rather than m the jorexnJc court. This is for the reason that m the juvenile court the traffic violator is ban died as a juvenile driloqwaot, but it was generally felt that when a juvenile has the knowledge and opacity to operate a motor vehicle be should have the knowledge ami capacity to be able to understand the ad ministration and sentences of a traffic court. Pedestrians should be required to obey traffic signals. ' A question was raised as to whether or not an arresting officer can read his report of a case--not to refresh his memory but to supplement it or to take the place of such memory. Cleveland police officers make oat reports m the presence of the violators and thou the officer may read the report and there is never any objection by the violator, because he has participated m the making of the report. There wmt to be no agreement between the judges as to whether or not a report ftn be used to take the place of a recollection which does not exist. It is dear that the officer may read the report for the purpose of refresh ing his recollection and some of the judges felt that an officer has to make so many traffic arrests that .when he has filed his report he should be permitted to read the copy in presenting his testimony at the trad, and not use it merely to refresh his recol lection. Others seem to fed that even in spite of all this the officer should be re quired to recall tbe event and that the re port should be used merely to refresh his rcoofloctioa. Tfcpe was a discussion as to whether a city ^an by ordinance provide for a viola tions bureau m the absence of state law authorizing it. Although ao--e states have ordinances wbkh specifically authorize the setting up of violations bureaus, in most inst--rrt vioislh-- bureaus may be set 19 by ordira--cr without a statute if the bo r--1 is set up as a port of the court itself. 206 Cmpttr, 1944 SESSION 4. 1*M Pr7dJZg?VLtxnaSU? firrm Motor CM, Ownift % ^^~T.--* Tofc EocmccriaK Dejt, Owago TIm jrafifiSiaBSiS ^r&s uauuau2 Mr HKWWT K. WANS Traffic Ei^iMr. Mitioaa! OoaienalMB Bwmb, New York City Vfawtvwr km to a r inAiory fallowing t traffic accident may he oorwkrtd to come ooder the following: six btafegt: 3. TEMPOXARY ABSENCE--The di rect time loss of the injured car occupies or pedestrian who is absent following an accident. 2. PERMANENT ABSENCE--The manhours of work lost following death of an employee in a traffic accident. 3. SUPERVISOR'S EXTRA WORK-- Extra supervisory work necessary when a worker is off-the-job temporarily or per manently due to a traffic accident. 4. INEFFICIENT WORK OF VICTIM --When a traffic accident victim returns to work before be is completely recovered, his work often suffers through nervousness or physical disability. 5. OTHER EMPLOYEES--Distraction from work of employees not involved in traffic accident. 6. PAST YEAR'S ACCUMULATED LOSS -- The accumulated losses doe to death or permanent injury of employees from traffic `accidents during years pre ceding the war. __ Accident Thac Loss Studies The National Conservation Bureau has been conducting some research into the amount of "direct losses'* caused by tem porary absence of employees from their war jobs in Schenectady, New York; Providence, Rhode Island; Omaha, Ne braska; T jndmg-j Michigan; Delaware and Connecticut. These surveys have been con ducted in cooperation with local traffic safety authorities through a questionnaire being: seat to traffic accident victims to de termine the time lost because of an accident. as well as other information relating to yiTfr.wwAau damage. Avenge Tfane Laaa In the Connecticut study, non-injured Aires lost, as the average, five hours or Vi day per driver. Injured drivers averaged fourteen days lost, injured pas sengers aureraged 35 days, and injured pe destrians, 55 days. In all studies it was found that passengers lost more time than drivers, and pedestrians more time than passengers, indicating that the severity of injury must be in this same order. Corresponding to the usual three se verity classifications, i.c^ property damage, personal injury and fatal aeddests (except Kat pedestrian accidents are separated by injury and fatal), five categories were used in these studies as follows: Property dam age only, car occupant injury, car occupant pedestrian injury and pedestrian fatal. The purpose for this was to simplify analysis of automobile damage figures and manhour losses. On the basis of reported losses per per son, the average number of persons per ac cident who are employed, and the total number of accidents, it was found that all Connecticut industries lost approximately l,200,0Q0 manhours as a result of temporary absences from work of drivers, passengers and pedestrians. In strictly war production industries, the 1943 losses in Connecticut were approximately 690,000--the equivalent of a month's shutdown of one war plant employing about 3,500 workers. Autocaobflcs Scrapped . With the acute transportation shortap today, and the vital part the automobile SasSMMi 207 plays ta owr war minn. * femod * as dude that the lea* *4 fnaup eenswWMi units Hmugft irnda--.i ha> a uaNhf fturoce ou thr auteur* wad war effiwrt. The rnuurrfint wfr iwaali t there were 71 artiunlftn ip---m lease --as a reidt of Traffic auiffim iu 190. It is inti 11 itiag a* auk Abut ihhnngh there jury accidents a* mputy damage acci dents, there wait aacc* dan twice as many cars scrapped a* a result This indicates an automobile mortality rate per accident of about five times as great for occnpant injury accidents as for property damage accidents. Of 216 fatal accidents, 84 were car occu pant fatals, which resulted in 67 cars bang junked. This would Indicate a mortality rate for cars about 27 times as great as property damage accidents, or five times as great as car occupant injury accidents. Average Automobile Repair Coat On the basis of Connecticut car owner reports, the average cost for repairs re ported for occupant injury accidents was $147. Repair costs for cars involved in fatal accidents were much higher. In car occupant fatal accidents, the average dam age reported was $440 per car--repair fig ures are oaknown but were probably be tween $300 and $400. Average*repair costs iu ooo-injory acci dents were $71 and ha pedestrian injury accidents only $S apiece. Avenge Time Loeaea--All Stadia Time losses to the six studies followed the same pattern whai broken down into driver, passenger and pedestrian losses. There were a few days differences in time losses per person between cities, but they were dose enough to warrant developing averages m the four classifications. Time losses earned by waiting for repairs on damaged automobiles affected non-in jured and injured driver accidents. In fact, ocr surveys revealed that more than half of the car owners seeking repairs follow ing traffic accidents fowsd difficulty in get ting required work done. The percentage of car owners experiencing delays varied from 42% m I .anting, Michigan, to 66% in the State of Delaware. These delays were dM^aaal^cawd by shortage of parts Work barret from these shortages re ported by injured drivers averaged 13 days, by mjnrtd pawgers 27 days and by in jured pedestrians 52 days. The only reliable sample far noo-mjured passengers was in Delaware where losses from employment artiagai five Smors for this group. Nation-Wide Man-Day* Lost Since reported losses per person per ac cident were found to be pretty consistent m the six different studies, I fdt justified in striking average losses per accidents and then expanding ou the basis of Total num bers of accidents daring 1943, as reported by the National Safety Council. The direct time loss by non-injured drivers is nearly five million mandays of absenteeism, nearly as great as the total time loss by injured pedestrians, injured passengers, or injured driver*?. In order to compute overall totals, it was necessary to consider the percentage of drivers, passengers and pedestrians who are employed. It was found that 90% of drivers were employed, 75% of passengers, and 50% of pedestrians, in all types of work. In war production alone there were 65% of the drivers. 55% of the passengers and 35% of die pedestrians. No breakdown into loss to war plants as apart from loss to other industries was made because. ' '' most every type of work today eontr. :o the war effort, and (2) the percentage of people in war plants varies considerably between cities, hut the portion employed in alt types of jobs is fairly constant amC"'c cities, hence more reliable for estimating p urposes on a nation wide basis using only these six studies. The grand total for all motor vehicle traffic accidents is 19-million man days di rect loss from all employment. This is based on the National Safety Council totals for 1943 of 21,700 fatal accidents, 550,000 personal injury accidents and 3,800,000 property damage accidents, resulting in in jury to 450,000 workers and death to 12,800 workers. Avenge Automobile Damage Averaging the results of our six studies together, rural accidents -were more severe 208 33rd National Safety Congress, 1944 than those in urban areas, probably because of higher speeds. The percentage of vehicles scrapped ran from 3% in in ban property damage acci dents to 40% m fatal accidents. Our studies indicate two oat of five vehicles in car oc cupant fatal accidents are scrapped, one out of every six in car occupant injury acci dents is scrapped aasd one oat of forty in property damage accidents is scrapped as a result Altogether, cac car oat of thirty involved in all accidents was scrapped. Hatioc-Wide Automobile Scrappage Data from these six studies indicate ap proximately 244.000 automobiles were scrapped in the Nation last year because of traffic accidents. This would mean that one car out of every six which went to the junk yard in 1943 resulted from a traffic accident. This data is based on the OJD.T. figure of JtSOOjOOO cars scrapped during 1943. It might seem unimportant to note that only one out of each six cars in the junk yard got there as a result of an accident However, on the average, the one acci dentally destroyed is relatively new, while the other five were old, worn out vehicles. In fact, cars being junked today are older and more decrepit on the average than ever before. To support this statement, I quote again from the OJO.T. which reported that in the three years preceding the war, 1939, 1940 and 1941, scrappage was six million vehicles. Ip 1942, 1943 and 1944, the total of vehicles scrapped is only 4,250,000. Thus --scrappage is being tightened up. Approxi mately 1,750,000 vehicles are being driven on our streets and highways when ordinarily they woold have been scrapped if new cars were available for replacement It is ob vious that many of these cars 'living on borrowed time" are old vehicles that should be junked and are apt to be unsafe; which can only mean added chances fof accidents in the next few years. Coadoskm Economic losses definitely are not becom ing less important. We know that as auto mobile traffic volumes begin to come back to pre-war levels, accidents probably will rise--which means increased economic loss to industry. Industry cannot afford to over look monetary losses (be to motor vehicle traffic accidents. It may be three to six years before the average car age drops from the present eight and one-half years to the pre-war level of five and one-half years. In the next ooupte of years an increasing number of old cars will add to the costing hazard--espe cially as driving restrictions are eased. Im mediately following that period, a more hazardous condition win result from mix ing new speedy cars with old jalopies left over from pre-war days. This can result only in more accidents--either from differ entials in speed or because owners of old cars will try to keep up with the new fast moving cars. . These factors can only mean one thing to industry--more and more money paid out because of traffic accident# involving employees. The more that those in the traffic safety field can find out about toe relations of traffic accidents to industrial losses, the more we can expect the coopera tion of industry In helping to reduce traffic accidents to a minimum. New Techniques in Relating Traffic Accidents to Highway Elements By-C. P. McCORMACK Field Representative, National Safety Council, Chicago. Iff. Almost every highway engineer has known for a long time that there are re lationships between the physical characteris tics of roadways and the occurrence of accidents on such roadways. Even though convinced that such rela tionships existed, there also existed many conditions which prevented their absolute identification, comparison and measurement by the engineer. First of these deficiencies was a lack of data covering the many varying conditions which affect accident occurrence. No one area had traffic volumes ranging from one Traffic Section 209 to twenty-thousand vehicles per day travel ing on highways constructed according to the hundreds of different standards which have been in effect and influenced by dif ferent degree# of roadside interferences and efimatie conditions. Every discussion of combining data from different areas has saemed to die of com plications; complications of describing sec tions of highways, compUcatipns of describ ing accidents, and the complications of cor relating the two previous complications. Early this year the Public Roads Ad ministration and the National Safety Coun cil at the request of the Interregional High way Committee undertook the development of procedures for reining accidents to high way characteristics. The ultimate goal was the development of accidmt facts which could be considered by the engineer during the design of a roadway rather than after U. 3. Route 1 in Virginia was selected for a pioneering study faccauvr it offered a wide range of highway characteristics and allowed close Liaison between the co operating agencies. Only rural data were used because the urban data were not read ily available. Strip Mips Prepared The first step m the study was to accu sative on strip maps, prepared by the High way Department, all the engineering and traffic dam ta width we were interested for the year 194L These data were taken from construction plans and plotted on standard, highway alignment and profile sheets to the scale of one inch equals one thousand feet along the center line. Tbe alignment data, showed de flection, degree and length of horizontal curvature; angle of intersecting roads, radroad crossings and structure types, widths and lengths. The profile showed the per cents of grades and the location of vertical curves, while a straight line diagram, con forming in scale to the profile, showed the type* and widths of pavements and shoul ders. Also included were traffic volumes broken down by the percentage of commercial ve hicles, the percentage of night travel, and tt intersections tbe percentage of traffic on tbe intersecting roads. Specialized traffic controls were noted as well as any improve ments or changes in the roadway construc tion. The frequency of dwellings, corves, in tersections, railroad crossings, restricted sight distances and structures were deter mined on a per-mile basis for each county. Wherever conditions within a county varied greatly, Separate frequencies were determined. Tbe Stare Police Department furnished the accident reports and locatioos. Correctly locating the accidents was one of the most difficult operations encountered. Generally the accident locations were correctly de scribed but referred to local landmarks and amid not be identified in the office. Finally a road log was made showing the mileage to these local places with tbe result that less than 5% of the reports were discarded for lack of data. The accidents were located on tbe alignment sheets and identified by number. Two Punch Cards Used The data thus accumulated were coded for mechanical tabulation. The tabulating theory was based on the use of two punch cards. One card, called the highway card, contained the coded description of each uniform section of highway, the length of such -section of roadway and the annual vehicle miles traveled on it The accident card, too, contained tbe complete descrip tion of the roadway but. in place of the length and vehicle miles; it contained a description of the accident which occurred. Thus each time a roadway characteristic changed a new highway card was coded and for each accident sot accident card was coded. Over the mtirc route there averaged one highway card and one accident card for every one-tenth of a mile. No length and, therefore; no vehicle miles were assigned to "point" locations, such as intersections and structures. There were two- reasons for this: first, it is extremely difficult to determine a length for inter sections, bridge abutments, and railroad crossings; and second, even when deter mined such length would be considerably smaller than one-tenth of a mile which was the wiintmwm increment of length used in the study. It must be admitted that in this pioneer ing study the description of various road way elements was much too detailed. For 210 33rd National Safety Congress, 1944 instance, gradients were classified by even per cents rather than combined into useful study groups. Tills one item accounted for a large percentage of the card breaks. Using the two tabulating cards makes it possible to segregate a particular highwaycondition, determine the vehicle miles trav eled under that condition, and establish the number and type of accidents experienced by that travel. Thus, with a large enough sample, the accident rate can be determined for-five degree curves on two-laae pave ments, at leas than 3% grade, carrying more than 5,000 vehicles per day and with no side road encroachment The effect of excessive grades can be isolated by studying the accident travel experience oo tangents which arc alike in all other characteristics. Method Proved Practical The preliminary tabulations of the Vir ginia data provide some interesting rates even though they are not at aB conclusive. The sample is so small that many of the variables had to be ignored and. thus, any conclusions are unreliable. The results of these preliminary tabulations are stated only to show what can be done and not to establish any accident facts. The total accident rate per million ve hicle miles on U. S. 1 in Virginia is higher for curves than for tangents on all types of roadways, and the rate for curves on four-lane, undivided roadways is consid erably higher above five degrees of curva ture than the rale for curves below fire degrees. The accident rate per million vehicle miks for four-lane, undivided tangents on this route shows a tendency to dimmish as grades, increase up to 6%. At 6% the acci dent rate increases sharply. The rate for tangents on 7% grades, for example, is only slightly higher than that for iatigcttfs on 2% grades. A tabulation of between - intersection roadways and accidents shows a higher accident rate for sections with less than one curve per mile than the rate for sections with more than one carve per mile. The traffic in the high rate gioup was all in the lower volume brackets. Eight thousand vehicles per day seems to be the critical point in Interseedoo safety when the cross traffic is less than 10% of the total. The average number of accidents per intersection carrying between 10,000 and 14,000 vehicles per day is ten times the numter of accidents per intersection carry ing between 4,000 and 5,000 vehicles per day. On the route studied there were too few intersections with more than 10% cross traffic to provide any comparisons. In the future it is hoped that the co operation already existing between the Public Roads Administration and the Coun cil can be extended to include several of the states and in this way obtain a suffi ciently large sample to provide stability In all the variable conditions to be acountered Traffic Engineering in the Pod-War Period Digest of a Panel Dhcostion Panel LeaderHar*y E. Neal, Chief Engineer, Division of Traffic & Safety, Ohio Department of Highways, Columbus. Ohio. Panel Members: J. EdwABD Johnston, .Traffic Engineer, Nebraska Department of Roads & Irrigation, Lincoln, Ne braska- D. Grant Mickle, -Traffic Engineer, Au tomotive Safety Foundation, Washing ton, D. C. Lloyd B. Reid, City Traffic Engineer, Detroit, Mich. ' James T. White, Traffic Engineer, Fort Wayne, Ind. - With reference to post-war aviation, the traffic engineer's interest is still on the ground. Concerned with passengers and commodities only while cn route to and from the airport, the consensus was that there were more problems of con gestion and transport than providing ex pressways airports with the cen tral bnsbae&s districts of metropolitan areas. * Airport planning should consider the availability of existing or proposed traffic arteries as well as the use of abutting Traffic Section 211 ptopcny by mannfacttirers of commodities --***** to air transport. The traffic engmeer can be of assistance in planning the parking areas and entrance connections to established airports and fight-strips adjacent to roadways. Discussing the need of county govern ments for traffic engineering employees, it was brought out that there could be no set rule. Generally, the density of population was the primary factor for coesidcratioo, with contics m large metropolitan areas requiring full-time traffic engineers. The overlapping of authority between state, exty tod crawly traffic engineers works to the wtnjmcL of the public. Proper Irgilfirion establishing a manual of uni form traffic control devices and requiring state-wide use is the best solution to tin* problem. The nutritive for developing this cooperation Ucs with the state traffic engi neer because of his position and facilities. WEDNESDAY MORNING SESSION October 4, 1944 Jdcxzt Tis--kl Pffllir Safety Wwatiwi aodt Traffic Edrarioo Association Presiding: Kokkjlx F. Galucax. Dir. of Tax Publicity. Dept, of Tax and Finance, Albany, N. Y. Traffic Safety Copy Acceptable to Daffy Newspapers pspt. onus i AflA City Editor. Qiaf Dl^ Wwn. Chicago This question of public edoratiou and safety through papers a more than a mas ter of copy. Copy, ri the ordinary sense, is the releases that come to oar desk by the basketful every day. Somebody rua through them and uses some of them and the rest go on the spike or in the waste basket. "What type of copy is acceptable?" Any copy is acceptable to an editor that is likely to make a readable story, a story that is worth printing and is fit to print. A newspaper is in a rather peculiar situ ation. We're a public institution, in a way, many way*, exactly as a university or a governmatt agency. We do have a public function and a responsibility. At least, the better newspapers recognize that. At the same time we're in business. We've got to sell papers to eat. If our papers aren't readable and people won't buy them, vre doo't stay in business very long. That should be kept in mind on the part of any body m safety public relations' Safety is important. I think it's as important a cause as anybody can bring to a newspaper. Nevertheless, you have to keep in mind the seemingly heardhearted editor is trying to think in terms of what people will read before they tern the page to their favorite comic scrip. That applies to all of us. The National Safety Council's own copy is nxvMem, I've handled it for years. It's dear- A* far as I know, it's accurate, fact(nL and the statistic* are well organized. That'* all to its good. Of coersc, ha fawning cn statistical copy, and aaftsy copy is likely to be statistical, yon've got to remember that statistics don't mean anything to the average reader ex cept as it relates to his experience, and his locality, and all that -You can say that a hundred people are being killed a month in a county in automobile accidents, and that doesn't mean anything to him unless he knows how many people are driving automobiles- Yob can say that there's an accident a minute or an accident an hour, and unless you really want to get at him, you've got to put it in such language that he'll say, "What are my chances?" "What does It mean to me?" Li the last few years statistics have come to mean little. Since 1930 there's been nothing else but statistics; they're con stantly increasing in our national govern ment, and now we've got a global war, and we're getting a lot of statistics about that. 212 33rd National Sajety Congress, 1944 Nobody knows what figures mean any more, and nobody cares very touch. 1, personally, think that straight records of number of accidents and that sort of thing are not worth very much ts com pared to individual cases. There's an old axiom in the newspaper business, a basic one; elementary one, but often overlooked, that almost all newspaper readers are sore interested In other people. I once knew a clever newspaper man -who also had been a journalism teacher. He bad a slight starter. His definition of news was, "M-m-m-my God, loo-loo-loo-look what hap-hap-happened to the girl next door." I can prove my case there. I don't think it's any acci dent that most of the world's wisdom that has come down to us, the do's and doqYs that represent a good many thousands of years of experience, have not come down to us in terms of statistics. They've come down to us in terms of people, real people or people who have bom created, and I cite you in proof of that, the Bible, and the great fables, fairy stories and all the other things in which the human race has put its wisdom. I think that's something that all newspapermen try to keep in mind. I think the Story of the death of one child on its way to school, told properly--I don't mean to slop over, but told properly, with proper restraint and pathos---is worthwhile; it's worth any amount of figures on acci dents to children. That brings it borne; the story of the death of this child in terms of the child and its family and friends. The end of a wild ride after some heavy drinking--some of you traffic officials here are familiar enough with that story, the kind of story that ends in the morgue and the hospital, or judge*' chambers. That's worth a lot more than all the statistical lec tures you can get oo drunken driving. It's difficult, I know, for yon who are in traffic education. Generally, you can't send out releases on the individual story; as a matter of fact, we beat you toJt. I think that traffic safety and contact relations men should know newspapermen, should be able to call them op and make suggestions, letting us go on from there. We like to get our own feature stories, oar own individual stories. Wie do welcome the suggestions, the ideas. You can adjust your flow of ideas to what's going on. If the accident rate is rising in your neighborhood, people arc getting careless, too many things arc hap pening, then it's time to come down to the newspaper- and say, "We need help, play these traffic stories, will you?" That's the great advantage of personal contacts, of knowing newspaper men. Jim Bulger will back me up an that. You can suggest, I think, that papers be more alert; you can suggest trends. 1 sometimes think the public thinks we're always looking for the angle. So and so says this. Well, -what is his pitch, what's be trying to prove and why? Wc have to watch that. Here's a state administration; it gets out some very nice looking figures 00 safety. We immediately start saying, `Well, now, just how does this compare?" We*re more than likely to put a good re porter digging on those figures. Sometimes, if you haven't played fair, up will come souse stories you won't like. 1 cam remember sometime bade, a di vision of government came through with some* highly favorable traffic statistics. Ap parently, jast everybody had turned good all at once. It didn't seem right to me, so 1 put a good man on it. All of a sudden it dawned oo us the reason for the good statistics; it was gasoline rationing. So these figures, in relation, just broke down. Tbe story was anything bat good. It didn't even make aotse. Tins all seems elementary, but you bet ter play straight with the newspaper in tbe first place on any kind of statistics you're giving them. That is particularly true of the bigger onei. We've got oar own ex perts, and we're likely to put them on a story that looks doubtful. I was a small-town editor some years ago. We were responsible for some twenty counties in three states. I got t call from a county seat over in Missouri, and I took it over the phone. It went on and on. Tbe town's most prominent citizen, president of the bank, bad died. I got a nice long obituary. I started to write it, and tb<s it occurred to me, "What the devil did this fdUow die of?" So I called bade to get her to teQ me the cause of death. She said, "Well, the family didn't want it komt, bat he did go out and hang him self in the bam.'' "What's wrong with copy now?" I think Fve answered some of that. One thing I Traffic Section 21$ would, stress, and that's what we call tbe local angle. I don't care how big a news paper is, it's looking for the local angle. As I remember, most National Safety Council copy lists things by dries and state. It might be better if you could slant the releases for that district right away, the releases for Chicago and Illinois, right off. comparisons there, with their previous record and then their comparisons with the over-all. The national accident rate, let's say, has gone up four per cent, or Chicago's rate has gone up four per cent; then we'd immediately get busy. That's what makes the story, not just the statis tics, but how it compares. "Arc wc getting worse or better? How do wc compare with the guy next door?" I can certainly say that's what the papers want m Chicago, and I think it's true lor most cities. Deadlines on a great metropolitan news paper are something you don't have to worry about. My paper has seven major editions. I sometimes have to look op tbe deadlines myself to. be quite sure of what I'm doing. I do think, however, that you, in public relations or publicity should distinguish between morning and afternoon releases. There is a no man's land there than some times causes a lot of trouble. Now, we're a P. 11 newspaper, so oar first edition is oa the street about ten o'clock in the morn ing, and the last one a little before six. And if tiie story is good enough, well use it even if the Stm or 7Wb has* Most papers are fairly decent about ob serving those releases. You can scatter your ammunition that way; let the morning papers have it one time, and the next time the evening paper. I'll sit at the desk and grab some copy, and it makes a lot of difference to me whether it's marked P. U. or A. M. release. If if* a P. M. release, l know it's our story, and I'm far more likely to give it some space. If it has no mark or has an A. If. release on it, then I know the morning papers will have had all tbe fun with it before I get to H. Length. Length of releases is not so important. Newspaper stories are being written shorter and shorter. We have to do that because our present problem on paper is terrific, and we turn what space we have over and over. Of coarse, today with our multiple editions, I would say that if 2 release is s long that it takes a man some time to find out what it's all about, itfs oo good. Bui, on tbe other hand, we don't mind having a lot more baricground than wc use. Any good reporter should know more than he has space to write. A good dcws story is like an ice berg--two-thirds of it is below the surface. ii gives you the feeling that here's a man who knows enough for four or five columns if he want* to write it. He gives you the feeHng of authority or knowledge. Nearly all metropolitan papers re-write tbe publicity breaks. Sometimes they're to wdi done, that they really don't need to be rewritten; but as a matter of putting our own individual stamp on .a story, we'll re write it. Frequency of reieost. It depends on what you have to say. Public relations people have to make a living; they've got to make a show, so they get in the habit of o-rwlmy releases oat at regular intervals whether they have anything to report or not. That cam be overdone. I think in their anxiety to make a showing to their supe riors. people who actually get oat the public relations copy figure m terms of times at bat and not in terms of runs driven in. We have a terrific space problem these days m newspapers, and we also have a manpower problem. The big papers in Chicago have kept their staffs up to some thing like normal, hut they're not-quite the people we had before the war. We're all pretty hard worked and we're likely to be impatient with a carelessly written release. Nothing makes us madder than to get a release with some glaring error or incon sistency. Our instinct in that case is, "Oh, the bell with it, let it go." I'd tike to add one thing, in closing, the matter of criticism of copy. So many pub licity agencies or individuals, on tbe theory that if you throw enough, some of it will stick somewhere, send releases here, there and everywhere, in duplicate and in tri plicate. They should have some considera tion for the blood pressure of the news editors who already may hare used their release only to find that the city editor has used it on page three, a columnist has given it space, and maybe the financial editor. Then there's hell to pay around the city room, and a city editor or news editor says, 214 33rd National Sajety Congress, 1944 "Wait until the next time that outfit sends something." Don't send more than one copy of a release to one newspaper, or if you want to take an alternative, send one to the city desk and the financial editor, perhaps, but mark it, "Duplicate sent to so and so." We appreciate that, and we'll say, "Are you go ing to handle this, or shall we?" It saves a lot of trouble Panel Discussion. On the Above Subject Participants: ' Discussion Leader--Nosxah F. Gaiaman, Dir. of Tax Publicity, Dept of Tax and Finance, Albany, N. Y. Lt. Geoscs . Huxteau, South Carolina State Highway Patrol, Columbia, S. C. Baunty J. O'Donnth, Dir. of Safety, Dept, of Highways, Columbus, O. East D. Snout, Pres, Agency Service Corp- Chicago. James F. Bulger, Vice Pres, in charge of Public Relations, Chicago Motor Club, Chicago. MR. O'DONNELL: I'd like to ask Mr. Kesler about the idea he mentioned of people engaged in public educational work making contacts and suggestions for stories. I'm engaged in state work, and, naturally, we know the newspaper people in Colum bus and can make suggestions there, but we want to get the copy and all the publicity we can throughout the state. Do you think it would be a good idea, instead of releas ing so much copy, to send suggestions to newspapers in other cities, stories they could work up themselves? MR. KESLER; I would welcome it if I were an editor of a newspaper outside. MR. O'DONNELL; You'd think you'd get a lot more copy that way than you would by sending just these routine releases out? . MR. KESLER: Yes, I think so. I spoke of the personal story;, that covers the fea ture. A feature story is something that's very hard to send out The very nature of a feature story implies that it will belong to that one paper. As I say, just scatter your ammunition. You'll get your kicks with that too, because newspapermen are just as unreasonable as the rest of the human race. LIEUTENANT HURTEAU: I had a Question jotted' down here with reference to the personal contact- topic. Now, that, to fee, is of vital importance. That, I be lieve, is why we've been successful in oar state. It's a matter of establishing persona! contact with the reporter or editor or who ever the contact rcprrwntatric of the news paper might be. I'd like to just hare you tooch. if you would, on bow those personal contacts could be established between the stare law enforcement officer and the papers? MR. KESLER: Wdl, mom newspapers have their men who are covering police in various ways or another; just get to know them. I can't suggest any specific thing. I know scores of public relations men around Chicago, and 1 can't tell you where I met them. I meet them at parties, I meet them at conventions, on stories; I picked them up here, there, and everywhere. We'll * say a certain railroad has a story, it may be a good story for them, maybe bad; 1 can say. "Look, Bill, wliat's it al) about?" I know the man; I can depend on him. Anybody prefers that in any dealing. It's the same way you'd rather go into a store, if you're going to buy something, you'd rather go to a salesperson that you know. That's human and perfectly natural, I think, and the same thing applies to news. Newspapermen like to know state and local police authorities. It works to our advan tage ; they cal! us up and let ns know. That's the ideal way. LIEUTENANT HURTEAU: What is the object in gelling publicity? I think publicity just for the sake of getting pub licity' is baloney. Our releases are all issued from one central department, not from the individual officer. The releases are dis tributed to the various patrol districts, and one designated man maintains and develops the contact with the papers in a hand-tohand distribution of the release. The con tact there was the one 1 meant. MR. BULGER: What kind of stories; accidents, the number of accidents cm a par ticular highway, for example? LIEUTENANT HURTEAU: Yes, we try to localize those, of course, in the vari ous patrol districts. Our features arc handled that way, too. Traffic Section 215 All our releases are handled through the various patrol districts. MR. BULGER: I'd like to suggest that you might increase your publicity if you work through three organizations; .your local safety council, your local automobile club, or the local chamber of commerce. Make contacts there and have them. If you get somebody else to put! your chestouts out of the fire you'll do better. MR- SPROUL: There's another angle-- on the form of release. Do you send it out ia copy, or do you call up, or do you send H oat cn mats or plates? MR- KESLER: I'm speaking for metro politan papers. Most releases come to os written m news form. UR- SPROUL: X was thinking of the difference between the small daily and the metropolitan daily. MR. KESLER: I don't think the small daily, maybe a very tiny weekly, would put it on a mat. They'd do their own composi tion. MR. SPROUL: I was thinking of the new type of graphs coming out. MR. KESLER: Well, for graphs and that sort of thing, some papers could use mats. My own paper, and I suspect, some others in Chicago, can't use anybody rise's mats; our screen is such the mat Is no good. Wc have to make our own engraving: In fact, we made a change so that even oar old morgue was useless to us. It's better to send your releases oat in news form or as nearly in news forms as you can. Whoever handles it will do some editing. MIL BULGER: Wouldn't you appreciate getting at your desk' the name of the or ganization, plus the telephone number, plm some individual's name? MR. KESLER: That's a very fine re minder. MR. BULGER: Then they can call up and say, "Hello, Joe Blow, how about this statement? Can you amplify that?" That happens to os all the tune. ' MR. KESLER: Or, "Why in blue blazes isn't there as address after this guy's name ? Where does he live?" That matter of the phone number is very important. It is ele mentary, but it's also amazing how many fairly important organizations overlook it. MRS. STONfe: In preparing copy for news releases for metropolitan papers where you have morning and afternoon papers, where you have a real news story, is there any virtue to rewriting it? Or do you think if* just as well to send out dupli cates and mark them duplicates? MR. KESLER: I'd make it, as l said, a fiat P. M. or A. M. release. We get end less release* marked A. M. release and then go on from (here. If we think it's a good enough story', the fact that the Sim or Tribune had it isn't going to stop us from using it. On the other hand, we may call up and see if we can get a different angle on it MRS. STONE: In our town, if a paper gets material from some other newspaper, they're inclined (o use it just the same way it comes in. In that case it's a good idea to rewrite it, if it's a news story. MR. KESLER: I'd make a release to one or the other paper and send the same release to the other, telling them you sent it to both. They'll go on from there; they appreciate your being honest with them. MR O'DONNELL: Don't you think it's a good idea not to overlook the press asso ciations? A lot of newspapers have the idea If it comes m under the press associa tions, it is worth more attention than if it comes in with the routine releases? MR. KESLER: If the organization is well known, they won't Say a National Safety Council story comes to our desk, both the Council release and the association release; it would not make any difference to me. MR. BULGER: I think you get more publicity if you send to the wires also. MR- O'DONNELL: I meant try varying yoor routine releases; by taking a few stories you know are hot stories and just giving them to the press associations and oot them out to the newspapers. MR. KESLER; You can do that occa sionally; as long as you get to the three major press associations; the AJP., the U.P., and the IJv.S. They aren't compet ing with newspapers. MR. KESLER: When you're ia state work like Mr. O'Donnell here, if you keep on sending out routine releases, I think. 216 33rd National Safety Congress, 1944 psychologically, it has an effect. If the editor is used to receiving jost so many routine releases, he's not' as apt to grit them consideration, be's liable to slip through them. . MR. KING: In our own state I have noticed a trend on the part of a good many city editors to let the wise services edit their copy. I've sect oat a snail release and it hasn't appeared m quite s rmrnfay of papers. But the sane release wUl ap pear in a number of other paper*. The reason is that they nse the wire copy. In some cases they have even throws nay stuff away and then used the wire copy of it Of course, in my state most of die towns are under twenty thnw --ad, and in those papers yoaft get a lot of stones hi by wire- MRS. KIRWAN: Mr. Kotor, amt of us who have done any pafefirity wade for governmental agencies Lnc ban faced with one problem that is not easy to solve. A story will break within the department that is worth not more than two or three paragraphs at die best and oooceqimady you'll write it that way. Bat Ac ifimrr* are you won't get away with it. T<l yaf superior, it's worth a full ml--n Sfcmdd you go to yoar boss `and my, "Sony, this is what the newspapers want-** MR. KESLER: I hare talked at --as to various public relation* groupa, --I fw always beta interested. The whole |ln> nomeua of public relations fasonated me for some years became I came. as a kid editor, from a small city. If yon got soy kind of story, you damned wed bad to go out and .get it. Then when I started work ing for the tng city paper and people kept on sending in news, weH, it eras shooting fili Jo a barrel, and in Chicago cone twenty years ago, there wasn't anything like the organised public relations- there is now. The war stepped that op cnormsmly. We need at least three dty outers |mt to keep track of government releases alone. But I have for years, and I know this is for me on ay side to say than for you, that the public relations person has to do a job. He'i got to edu cate his own boss as well as the press to keep that job. I admit there are bosses you can't edu cate, but an honest and conscientious public relations worker is going to try to teach his own boss what can be dona aod wtat cannot be done; and why. The smart one, for that reason, gets that amount of free dom and has a free hand to work with and can do a better job of public relations. My favorite character Is a grand publicity agent He doesn't write releases, he's a railroad wan He's quite elderly, and be does know bis railroads. Td like to tell one story about him. His railroad bad a. very bad wreck here a while back, and there were about thirty killed. Now, that's not common, that's quite a wreck, thirty people killed. WcH. what did be do? ne Sew out there and Set up bis own news service and was giving gomes and addrrtani to the next of loo before the papers could do it. I said, *TWi rather twaim! Why did you do it?* t quidurr I give you lugs the * it wik get off the froat SERGEANT BCBUN: let as awnnr i here in IKanok from t purely dirregirding any ffoe whatsoever, have fety problem. Our wm here in minus it the juvenile drivers, , are possibly fwr maty per cent of the acriL aa Mr. Sslhtofj indicated . hare an amaz- _ _ _ of nsder age drivers; here HSans* Ifi fifteen. Whmww, sixteen, from aneafcba with high hundred high die students from the fieer. Ian per cent of them win If we were so cemc te> a newspaperman riOK'Bctc.fejeabri toy obligation a* a MMm to the wcatirr ot public mimeaiml* Moat Ik* dmc be a Itor, be fore yam hare Jay ijirrm. or would yon ^ticr tkat we cone a aod *Jjr, "Here, this is oar prrMio*. am yom kelp os oat on it hr Syria* tk doc pobfccity-- IflL KESLEI: I tia* yoar problem omU he to approach the newspaper lfa<a|k patilirity. tod ihcjTl find oW jatn worried jhoaC is a aeon peg, a news aacte sssaetltoC we to aid fcaac An *tory on today. A Jesses of stories aright do, if yoa Cto coBact Lung* %ares to zw*ke it t&k. Am to haar Jasto. a soagh idea. Tragic Section 217 based on yoor checks, tbo tiaiBc police checks and all, under-age lads are driving cars and thar percentage of accidents. The stories could be made out of that; and then along comes some particularly notorious case where some fourteen-year old punk wrecks a car and kins two or three tods. There you bare something hot and you can go od from there. ' As 1 say. I'd put that problem up to the newspapers. That sort of story is readable. The human race is always very much in terested m the misbehavior of its young. MR. KINK: Wouldn't it he all right for public relations agencies to write a letter explaining their problem and suggesting probable editorial comment? Would an editor object to that? MR. KESLER: I think that would be quite in order. . MR- HICKERSON: Couldn't you tic up your publicity with an event? I also want to ask yon bow far. you think a publicity man or a public relations man should go m covering spot nears? Should it be just a tip. through to the papers? MR. KESLER: Yes; I think I said earlier that yo can't do much except help when an artaal accident occurs. Well be on it as quickly as you are; and time is important to us. Yon can help. - THE CHAIRMAN: Do you consider it good practice to spot exclusive stories oc casionally with different sections of the state? ' MR. KESLER: I think it is. As I say, if you're careful with it and scatter your ammunition ax fairly as you can, it's okay. That should be confined, however, to the feature story, a factual story. It's not a good policy if you come oat, for example, with the information that the accident rate has gone op sharply in Illinois. If you only give that to certain papers, that's a grave error. Everybody is entitled to that infor mation. On the other hand, if it's a feature story that won't make or break anybody, ihars another matter. Of course, as I warned you earlier, you might get in trouble became newspaper editors are Inst as unreasonable as the rest of the public. THE CHAIRMAN: Wc have, several times, gotten into jams because it takes ns about three days to process a story and get it oat, and we have a release date at least that far in advance. About twentyfour hours before we want to break a story, some man from a newspaper calls up and asks the identical question, and you say, Tm sorry, but we're getting out a release on that for the afternoon papers tomorrow," and then be hits die ceiling. It's always a little difficult situation. MR. KESLER: That's just one of those things. Generally, we're not inclined to do that. Things will hit my desk, and they'll be for A. M. release; and I don't try to do anything about it, as a rule. We're inclined to be pretty careful. Oc casionally weft violate a release by care lessness. Somebody will overlook it THE CHAIRMAN: WXU editors, gen erally, welcome suggestions and material for editorials? MR. KESLER: I think they'll welcome suggestions for editorials. \ Traffic Safety Copy Acceptable to Weekly Newspapers BLltO S. WATSON Editor, fnMahrr's Aantoty, Western Newspaper Union, Chicago This subject of Traffic Safely Copy Acceptable to Weekly Newspapers is a diffi cult one. I wish I knew more about it. One thing wc have learned about syndi cated material is that it's a great big gamble aod has been for many years. Now, if that's tree of feature material the editor puts m his newspaper, how true ia it of puMirity tint goes in his newspaper? I thick I smght tell yoa sotnetfaxqg about the country editor. In relation to your job as publicity men and women and public relations, there are three general types in regard to publicity. There is one type that has been thoroughly inoculated by the press association, I mean, the state press associa tion; I don't refer to the Associated Press. He won't take any kind of publicity. He's been told that the more publicity .he takes, the less advertising he's going to get. Then 218 33rd National Safety Congress, 1944 there is another extreme type who will take or plates. The Western Newspaper Union almost anything if it's free. We call him is the principal dispenser of the plates, in an editor, hot. actually, he's not; he*i a fact. In not trying to sdl yon something, printer. He prints so many pages of mate I'm not here as a salesman; I couldn't even rial. He is not an editor in. the sense that quote you prices on it, but I do know that he edits the copy or exercises much edi a lot of country editors, because of the torial judgment as to what goes in his convenience of the thing, will use copy or paper. - use stories, features or illustrations, and In between is the man who does exercise editorial judgment, who wilt accept a piece of copy, even though it is pubticityt if it has news or feature value to him. Now, as to what the percentage of those three is, I don't know. That's one of the things that makes it so difficult to generalize on this subject of the country editor and on the subject of what kind of copy, traffic copy or any other kind oi-copy is accept able to him. Yob know, the country editor is one of the few remaining individualists in the country today. While Carl ICesler might object to this, 1 think yooll find even some technical stuff, if it's put an his hands in cither mat or plate form, when he wouldn't possibly use it if it came m copy because he simply won't take the trouble to set that stuff n type. $omcbody mentioned charts; I think those are very effective becanur, as you know, the old saying about a picture being worth ten thousand words. One of your amt effective types of paUicty is illustra tive material, and there; certainly, if you want to get that in the country press, you have to get to the country editor through the medium of mats or plates. more real individualists in the country field Wc must realize always, m thinking about than you'll find in the metropolitan field or traffic safety copy for the country press, even in the small duly field. that we're op against terrific competition for Knowing that you have these three types the interest of the editor- I think even more of editors to which you advance your copy, in the case of the metropolitan paper what is your principal problem? It is how because the word has gotten around among to fit that copy to these individual's tastes. publicity men that the country press is a One of your speakers on a previous panel raised that question about length of copy. pretty soft touch. The oawrtiy editor's desk is flooded with this materiaL I think I would go along with Mrs. Kirwao Now, granted your cause is a good cause. on that, that the short story always has the It's in the public interest, aad they're sympa better chance than the long story, because thetic to it, there still remains that fact that one of the things you're up against is your copy must compete an interest and tightness and suspense in the country press. availability with all of this other copy that As to the type of copy, I'm a feature comes to the comtry editor's desk. writer, primarily, and I fed that the story The question of editorials was brought P- that is most often read in a newspaper, and 1 believe that the coontry editor would wel longest remembered, isn't always the big come editorial suggestions, aod very Hkdy news story of the day; it's the little be would welcome an editorial already writ human interest. . ten, if it could be fixed up in some way he I'm inclined to think the more you can could see its local application to the coro- humanize your traffic copy, the more you jntnity. can featurize it, the better acceptance it's ' One other point that I want to suggest going to have in the country press. to you: I think it's smart publicity; I think I don't know whether this is practicable, but the localization of copy is important. The localized story, the story that comes nearer to a community or a state or a region is always better than a general story. As to the form in which your material goes to the country press, your best bet for getting a lot of material into the coun try press is through this medium of mats it's good public rebtious. It's the reflection of this human element. The country editor likes to get praised for what he's doing. I've noticed in a good many cases that some of the best publicity has been put over in that form in which tbe country editor has been given a citation for something. One of the smartest publicity stunts I fiiinig I have ever seen happened just about Traffic Section 219 a mouth ago. Maybe you saw it. The Pillsbory*s Flour Company was celebrating its seventy-fifth anniversary <S its organiza tion. The publicity men for that organiza tion west through Ayres' Directoiy and picked out all of the newspapers in the United States, both dailies and weeklies, par ticularly weeklies, that were also founded in that same year, seventy-five years ago, and then they seat birthday greetings to those papers. They made up a list of those papers and got up a citation or a certificate of some sort, and then went a little farther than that; they tad the local baker present the newspaper with a birthday cake. WeB. looking some of tbe country weeklies coming to my desk, I was very interested to see bow many country weeklies used that sfaocy. Almost without exception, they used thai story, and it landed on page one. We're seeing that same sort of thing, that willingness to be cited for something in the current Treasury War Bond drives. I've been running an honor roll of country weekly publishers who had printed in their papers a large amount of sponsors' adver tising, and it's been interesting to see how eager these country editors are to get their names in that honor roU. Now, I pass that suggestion to yon. 1 don't know whether it's adaptable. I believe, as I recall, you have some sort of citation for work on tbe aid to traffic safety by newspapers. It seems to me that there's an annual award of that sort. Panel Diacuaskm Participants: -Discttssum leader---Nouiajv F. Gaixkax, Dir. of Tax Poblidty, Dept, of Tax and Finance, Albany, N. Y. Btocs CxAwvcefi, Dir-. Highway Safety Bureau. Dept, of Public Safety, Charles ton, W, Va. Aupr E- La Roan, Dir.. Highway Safety Div. Massachusetts Safety Council, Inn. Boston. bfAirut.M L Wiucnra, Dir. of Safety, Motor Vehicle Dept, Concord, N. H. Jakxs F. Btnfli, Vice-Pres, in charge of Pontic Relations, Chicago Motor dob, Chicago/EL MR. CRAWFORD: I have a few notes that I've made upon a questionnaire that I sent oat to weekly newspapers of West Vir ginia to find out what they wanted in the way of safety copy. I wanted to get the opinions of the editors up to this time, their attitude toward copy. The questionnaire asked, "How often could yon use suitable releases such as features, state news stories, news releases with local angle, also what length can you use." Also, "Could you use a short monthly release on traffic accidents is the state with analyses of inicptciatioa of causes.'* My analysis isn't complete because they're not all in yet, but I want to tell you what these add up to. All the editors replying to the questionnaire said they could use more of our traffic safety copy if it had a local angle. Many of them wanted stories of statewide interest occasionally. The average maximum length they preferred was about a third of a column. I believe weeklies will give you more column space than the dailies even though the weekly editor pencils and cuts your copy. The dailies have to serve a more varied diet of national and interna tional news. When a weekly does fill op on a lot of material other than local, it's be cause it does not have enough of good local copy. "Interest governs the length," said one edi tor replying. Another replied that, "Releases from, various departments are so lengthy that weekly papers do not have space for them." Another answered, Tra not much for straight statistical releases and figures. Readers don't go for them cither." Hat brings up the matter of humanizing your stories and dramatizing: these figures in terms of human need. One reply was par ticularly interesting.' On the back of the questionnaire the editor typed these com ments: * *T am going into detail for the simple reason that every time waste paper is col lected I have 4. truckload of releases that axe not even considered. "Features and state news stories can be used m the State Gazette regularly if they are interesting and not tqo long. Good pic tures of interest are usable any time. Matted copy is not preferred for the reason it ap pears identical in all papers. Any editor can scratch out a line of urvnatted copy, re phrase another, reword the heading, and thus give his readers an apparently different story from that which other papers in the 220 33rd National Safety Congress, 1944 same territory are using, yet the same infor mation goes across and tliey read it twice. "Among the weekly papers there is, under present conditions, a lot of trouble getting tip composition because of lade of opera tors, and in many cases mats would be pre ferred for that reason, whereas the editor would rather have copy if fee could get it set. "It is a good idea to contact the editors for individual requirements on releases and furnish them with either mats or proofs as they prefer." That editor, according to my experience, states the case for the average weekly news paper in present circumstances. As he says, it is sometimes well to query editors on their needs. Still, if you bare been tsending out releases to a list of papers over a long period of time, you doubtless have found out which editors prefer what kind of material and why. . Mr. Watson mentioned praising the coun try editor, the weekly editor. I think that's very important The weekly is, you might say, intimate and folksy. Every item is read by dad, mom, and the children, if they're old enough to read. The paper slides around the house for a week; sometimes ifs borrowed by the neighbor if be happens to be of a different political faith from that of the edi tor and is too proud to subscribe; So in the end the weekly paper may be said to aver age a readership of about ten persons for each copy, which is an unexcelled medium for traffic safety education. The weekly editor is a very bury man. Sometimes he's business manager, shop fore man and machinist. An editor in that posi tion naturally welcomes suggested editorials occasionally. * Because of all these advantages o.' ibe weekly newspaper, we should merit the use of its columns by meeting the editor's re quirements. We should not only boil oar copy down and brighten it up, but. make it relate more often to local safety needs, con ferences, drives, contests, and improvements. MR. LA ROSEE: I have one questioa here that's bothered me for sometime, and that's in relation to recognized books oa safety. Do editors like to take citations or excerpts from those books, and do they have a value and are they used generally? MR. WATSON: I'd say, "Yes." I edit a paper, and ooe of the things Fm up against are the little boles down at the bot tom of the column. If you can scad oat some good, snappy quotations from books on traffic safety, even if they're only three or four tines, I think you can get those in hundreds of papers. MR. LA ROSEE: Very frequently all of us have experienced this particular difficulty in continual stressing of a particular prob lem. For instance, sa Boston we have a pe destrian problem, and getting that problem before the eyes of the people constantly is something that newspapers don't seem to en courage. They frequently tell m, "That's old stuff, why harp on that"? Bat we know that there is value in harping. How can we get around that? MR, WATSON: One answer is to get a slogan, and repeat it, or some jingles or something of that sort. . MR. BULGER: I think the answer there is primarily to get a new pitch on it; it's simply'taking this old stuff and putting it in a new light. Is our publicity work we do that continuously. Maybe you could send out a story to the effect that the majority of the accidents oc curring in Boston happen to men over fiftyfive years of age. and maybe you can take a particular example of an accident that hap pened last week and maybe give one paper a resume of how that accident occurred. The records of your coroner and your police department show these various accidents that occur each week, and maybe you could call it, "The accident of the week." It's just a questioa of devoting enough time aod a tittle thought to the matter, but give the thing a differait slant MR. HICKERSON: I'd tike to comment on that. Paul Jones was reading yesterday at a luncheon that safety is a matter of preaching, and after so much preaching, the people yooTre Ujiug to reach become im mune to what you're saying. So the idea there is a new approach, aod be suggested a tighter tooch, aod also tied in with actual records. Color it generally but localize it; as Mr. Kcsicr mentioned, reach the man next door. MR. WATSON: You all read these col umns in the papers that invite contributions from readers. There are more and more of these personal columns going in country Traffic Section 221 weeklies. I have seen tn a number of papers where somebody will write a little jingle, and that inspires somebody to write a simi lar jingle on a similar thing. Yon could supply some of these small-town columnists with a little jingle about the jaywalker, or whatever your particular problem is. That is one of the most effective ways--that little human interest attack. MR. LA ROSEE: You mean for the reader to give the last line to a given four or five lines? MR. WATSON: Yes. One of the most popular features I have bad in toy paper is a "Sweet Ad-a-linc," contest. That's a bum pan "Ad-a-line," but I had printed a little verse, and somebody rise would add a verse an4 somebody rise would add a verse to that, and the thing goes on indefinitely. MR. KING: I think one of the factors that has held back the safety interest, is the fact that there is too much preaching in it. I think the dominant feature in safety should be showmanship. You can take a package of five-cut powder and put it in a five-dollar package and sell it for five doi-. Ur*. I think the story of safety needs to be dramatized and put in a showy package and sold on that basis rather than preached, and the same applies in handling this gentle man's problem in your presentation of the news. You've got to get your stories and your features in a. showmanship style, and maybe you have to. meet the situation or maybe you have to create iL THE CHAIRMAN: 1 can vouch for the fact that this business of verse and jingles has continuity and feeds itself. One tunc one of the boys in one of the papers I was oq made the mistake of writing a story in verse, and we were plagued with verse for the next six months, most of which we bad to print. It seems there is a little of the potential poet in everybody. On the matter of short items that you mentioned. We have sent out safety fillers off aod on for a of years, three and four line film. Dailies and weeklies both have goer for that m a really big way, both as filler copy, and some run it as a column of ftona MR. JONES: Oa that new slant angle, the --wmi mwhi are always reliable. Winter jiwgjs brings added hazards. The smk nfasaons makes news, aod if you tie traffic safety up with the weather, that works very well with the papers. MR. WILKINS: Our state is very small, but we do have thirty-nine weeklies, and it so happens that the commissioner under whom I grew up was a former newspaper man He bad definite ideas in his mind and they've stuck. We set up a form by which we reported to the newspapers, both the daily and the wericJy, suad the radio as well The whole story, the whole dope, if you please, revo cations, and the reasons for revocations; sus pensions, and the fatalities, comparing them with a year ago, comparing them with last week, aad then a brief story about each of the fatalities that occurred during the week previous, giving the number of persons in jured fourteen years of age and underj and the number injured over fifteen years of age, and then, adults. We further gave them a breakdown of the primary causes, and then classified as to type, collisions with pedestrians, and so forth. We gave the rest of the information on location, time of day, wet conditions, the driver, whether he's urban, rural, or out-of state, the vehicles involved. In other words, we gave them a lot of this statistical data which has been condemned, more or less, by the'group this morning, but we found that it bas considerable value. Surprisingly often, we find these people referring to previous copy. It might be from the year before or it might have been the week before or the mouth before, and they pick out some particular thing, and thcr/U give us a new slant, something that we hadn't thought of/ Then we also give than as editorial cc what appears to os to be the important thing that we want to stress, cither as a result of last week's experience or what ' *e might judge might be the experience c : state for the next week; for instance, leaves in autumn and icy conditions later on, and so forth. MR. LA ROSEE: That report you're talking about goes out weekly? MR. WILKINS: Yes. MR. LA ROSEE: That's similar to many other types of reports which are sent out by the motor vehicle a&ninistrations in various states, including Massachusetts, except that 222 33rd National Safely Congress, 1944 you go into a Little more detail on it on tbc for it. Yet, if an accident which results ha individual accidents? MR. WILKINS: Yes, we keep it at the local leveL MR. LA ROSEE: What is your reader interest in that? Have you ever found out? MR. WILKINS: We've had comments from the public from time to time; criti cism of bad road conditions, not sanding roads properly. If that's brought-out in the course of an explanation of an accident, and the public reaction indicates that people are reading these things, that is getting to first base, I think. a fatality should occur in any one of those localities that week, and lots of times one occurs which ties in with the press release, they won't os* the press release, but they'll smear the accident all over the paper. 1 don't know what to do to get them to accept the material. . MR. BULGER: There's one answer to that, and that is if yoaH take your mate rial and instead of writing a story about it, get a cartoonist to draw a diagram or cartoon on that subject, you'll get immedi ate, acceptance, and probably every paper in your territory will be interested. Make MR. LA ROSEE: How much space do it cither a one-column or a two-column car you get in yoor weeklies on those? toon and have it maitrd or sent oat with MR. WILKINS: Not over five indies. As T pointed oat, the reason we go into this detail each month is because there has been an interest on the part of these coun try editors in comparing the effects of acci dents this week as against the week previ electrotypes. The best way is to query your papers and find out if they tn kavlhr mats or prefer electrotypes. MR. JONES: 1 can confirm that. I would say that practically every weekly in the State of Illinois uses mats, ous. Surprisingly often, they come to os THE CHAIRMAN: I've fenmd that the and want to know what is happening and weeklies will use maps, diagrams, charts, why these things arc happening. In that and pictures very readily; and so--crimes way we feel that the interest is there, and you can run a little story under a picture. we believe we're getting the story across MR. CRAWFORD: One way to get to the public. copy in a newspaper is through some local MR. LA ROSEE: Apparently, your man, a safety director or. safety promoter reader interest is different from that in or state trooper who knows the editor per Massachusetts except perhaps, in the ex sonally. That might sound tike taking ad tremely rural suburbs. We're not getting vantage of the editor, but the copy, that, any inquiries; it's cut and dried and re can be made to appear as coming from that quires no further comment. I don't know particular citizen. Quote him as saying it: of any case where a story we sent out to "Avoid these hazards as follows weeklies along those lines on statistics has MR. LA ROSEE: I made a tittle study really created enough interest for them to with a few editors of weeklies, and 1 got send an inquiry in on it. some interesting reaction. For instance, one MR. VIBBERT5: My chief problem is editor tells me to humanize the story and bow to get material to the papers on how to cut accidents. The papers are,very will ing to spread the fatalities all over the leave out the gruesome details; another one says to make it interesting, effective, make it gory. Still another one says: "Tell sheet, but they're not too willing to take the facts." material which might have prevented that I think that part of it is all right, bat particular accident. in all cases the summary is that the editors I have been sending out a weekly release. 1 have 58 motor clubs in the state affiliated with our state association, ami I send each of them each week a weekly release which has something to do with the driver, the car. weather conditions, or to specific haz ards that may appear. While we have bad fairly good acceptance of that from both daily and weekly papers, there are stiQ a lot of them who see no particular need want facts and will explore any matter which smells phoney. That was brought up in the previous discussion oo dailies; if there is any scent to it at all, they don't want it. I talked to a priest. Father Sexton, who is the Editor of the "Pilot;'" the diocesan organ for the archdiocese of Boston, and he stated very emphatically that, "Any copy should be based oo a common sense 3P* Traffic Section 223 preach to the general public. It should be submitted to a Icey man' on the press staff and certainly should not be overdone. Plain facts to express the desired feature are desirable. They should be constructive and of a definite value from a public service point of view." MR. HICKERSON: I'd like to ask Mr. Watson two questions- First, what size should these mats be held to? Would you say if you could crowd it into one column, it would be better than two, and not to make the mat ever snore than two? 4 MR. WATSON: Yes. We used to syn dicate a series of articles, all under the same title but each ooe complete in itself. We have discovered when we put those out in scries form, they sdl better than two to a column, and tbc two to a column sell better than a full column. Our experience has been tire same on cartoons. I think our cartoons in the two-coltoon size sell better than the thrcc-cohnxm size. Some of the most successful pictorial features are the tittle ooe-coSuxnn cartoons. MR. HICKERSON: Another thing; when should tins stuff be mailed to the weekly editor? Would you say the previous Saturday? MR. WATSON: Yes. MR..HICKERSON: What would you say the latest would be? Supposing you sent the man the copy late, and he filled the space up with ads, and you know darned well your copy is not going to be used; if you get it there early, it lias a better chance, (Jon't you think? MR. WATSON: Yes, most country edi tors go to press on Thursday or Friday, but ifs better to get it iu his hands on Monday, or not later than Tuesday. Mr. LA ROSEE: Don't most of the editors require it be in by Tuesday noon? They set a deadline at Tuesday noon, but if anything comes in before the rolls are made up, why, they'll take it MR. CRAWFORD: If it's general copy, I think they'd rather have it Friday or Saturday to give the linotype operator something to do just as soon as he's through for that week. Then as you get near their deadline, they want fresher, more newsy copy. THE CHAIRMAN: Getting back to localizing stories, I found ifs much more important to try to localize stories for the weeklies than it Is for the dailies. One way in which we have done that with pretty good success is to get out a suggested re lease to be Issued in the name of the sheriff or the chief of police or somebody of that sort, and shoot it around to them. Often it will get more attention coming from the county seat than it will coming from the state capital. That's true, to some extent, of dailies too; the local officials have cooperated with us very well on it. We've done it, par ticularly, on New Years Eves' drives, oo that sort of thing. 224 33rd Notional Safety Congress, 2944 - ' WEDNESDAY MORNING SESSION October 4, 1944 . Joint Session--Motor Vehicle Administrator*, Driver Licensing end Accident Records Groups Presiding: T. Fxurat Transeau, Dir., Highway Safety Bureau, Dept, of Revenue, Harris burg, Pa. Utilizing Acddsnt Records More Effoctivaly In Driver Licensing Procedure* A Panel Disdastaa Discussion Subjects: Using Accident Records in (1) Examining Procedures; (2) Clinical Treatment; (3) Samodocs and Revocation*; (4) Supporting fdrmsmg Icgislitfan. Par#ri>fltr.* Discussion Leader--T. Eiare* Tkaxseav. Sgt. Joseph A. Caxu*, Asst. Command ing Officer, Safety Traffic A Operators License EHv^ Michigan State Polioe, East Lansing, Mich. Cart. Jobs B. Draper, Chief, Driver license Div., Department of Public Safety, Austin, Texas. T. A. Makskaix, Chief Examiner, Dhr. of Public Safety, Indumapotis, IndL. G. Tsanxrz, Supvr., Operators* License, Dept, of Revenue, Frankfort, Ky. CHAIRMAN TRANSEAU: The sub ject of the use of accident records is an interesting one to those who have used accident records in the past extensively. The first topic covers examining proce dures. CAPTAIN DRAPER: I think we have been negligent in using our accident records in setting up examining proce dures. Do we know exactly what is happen ing so far as tins examiners and people in charge of examinations are concerned? Are you giving any thought to accident records, where accidents ire happening, who is involved, who are the drivers and so on? I know we are. ' When we set up our examining pro cedure, and we do have a good examina tion, we give the same type of exam ination to everyone that takes it. Anyone who applies, if he wants an operator's license, must take the same type of ex amination regardless of age, sex, driving experience or race. I wonder if we are right on it? It might be that a person of a certain age group or certain occupation group should take more of a written test than boys and girls ra high school, who probably had some training. It might be that our large McSrican population should be given mors pf a road test. After all* a driving test Is as educa tional program; whether we talk along that line or not, it is educational We give a Negro, if he comes into the office for a chauffeur's license; exactly the same teat that we would give a taxi cab driver, or a man eighteen or twenty years old. I think we are wrong, but how are we going to make tbs changes? In the first place, we have got to find out what our accident experience U, and I doubt that we are going Is to our accident records as far as we should to get the necessary information, I see a lot of study that we can do. I am supervisor of the Accident Section as well as the Drivers* License Section and I spend quite a lot of tunc in both sections. I feel that I can sense a defi nite connection between the two depart ments that I didn't know until I -was transferred into this type of work. I don't think there are very many states that have made a study at all of their accident records in setting up their driv er's license procedure. I think we have got to do it. It is going to take us some time to do it and we are going to have to get better reports from our investigat ing officers first. Then we are going to have to go to our examiners and sell them on the idea Traffic Section 22S that 'there is a poxsabtBty in those records and teach them how to use them. Now when an examiner la giving an examina tion, there are certain things that he can say and do that wD create a favorable impression opoa the applicant. Docs that examiner talk the same way to all applicants regardksa^of age, sex, driving experience esc.r We do prac tically the same way. We aren't training those examiners to take those racial groups or age group* or driving groups with various driving experiences and talk differently to them, and try to sell them oq oar program. It seems to me tint we have got to do thtf, and mxtii we do that I think we are way behind what we really should be doing. MR. MARSHALL: Up until we brought out oar manual last year, we had never used accident gecomts. In fact, our examiners didn't have any idea bow many accidents happened the state of Indi ana, or what were the causes or the viola tions involved m xrikati. so when we brought out the shew vnnl we did make some study of accident reports. We find that as evirninffs me must do certain definite things. For instance, in a driving test, we find that an applicant over the age of sixty or sixty-five or seventy years win get m his car and look around to see if anyone is coming and ke will proceed to start his car and pull out into the traffic without ever looking back again. Now, after the driving test ts completed we could say to the applicant that he did a very poor job in leaving his parking space; that he pulled into the line of traffic without looking hack and, of course, he would cocnc back with the argument that he had never been in an accident and be had been driving for twenty-five; thirty, or thirty-five years. Then we can poll out our manual and say, "WU, you evidently have been very fortunate, because five per cent of all the accidents were caused, over tbe age of sixty, by leaving a parking position im properly.** You then have something to talk to him about; something to show Tbe same thing app&es to a younger applies**. You get is his car and he starts wt He looks hack and he sees a car coming. He will say, *T can beat that guy." So he comes out of the parking position into the lime of traffic. Then we use that same thing on him. We also have those who drive down the wrong side of the road or the wrong side of the street. We mention that when we get back. They probably will say, "l have been driving for thirty years and I have never had an accident,** They evi dently have been fortunate because twelve per cent of all the accidents are caused by driving down the wrong side of the road, so we feel we have something to talk about there. The boys are using it to a very good advantage in our examina tions. I feel that our examination questions should be based on the cause of accidents but we use the same procedure in Indiana that they do in Texas. We give a taxi or semi-truck driver the same examina tion, the same questions. I think it is wrong and should be corrected. Give them questions in the different age groups and for different types. I think women should be given different questions and coached differently on the driving tests. Perhaps we are all wrong unless we change our examinations to conform with past. accident experience. We all know we can't carry on a good safety program unless we can get our past accident ex perience, and if it is worth anything, as no doubt H is, we ought to make the changes so that we could give different types of examinations. Here ts a group of boys and girls who are speeders. Why can't we stress a lower speed to that group and see what it will do? Then there are people who are over-age. We can talk to them about signals and right taros and turns from proper lanes, and so on. CHAIRMAN TRANSEAU: Just to show this man knows what be is talking about, Mr. Marshall has figures which show in the age group under twenty, seven per cent of their.troubles are from excessive speed; twenty to sixty, three per cent; and over sixty, one per cent. That indicates the older you get the slower you are. I can see one danger that 1 guess everyone can see. You would have to use a great deal of diplomacy in initiating any 226 33rd National Safety Congress, 1944 variation in your examination. Other wise, someone who failed might say he bad been discriminated against. In our state in normal times, one applicant out of three fails on the first attempt. Some of those people, if you had such a system as you describe, would undoubtedly say they weren't treated right. How can wp get around that? Can we make it a matter of departmental regu lation, with the examiners told to bear down a bit on that part of the examina tion that, for instance, affects the taxi driver or the commercial driver; or, would you make it open that there was a difference in the examination? CAPTAIN DRAPER: I would make it open. The first thing you have to do is retrain your examiners if you are go* mg to adopt this thing. It wouldn't take long to do it. You have got to have your examinations uniform and if you are go ing to give different types of examina tions to those various groups you have to start at the same time and train those examiners so everyone will receive the same type of examination in that age group. I wouldn't try to hide anything about it at alL. I would say, ''You are in this age group. You have had this driving ex perience. You are a white male and here is the type of examination you take.*' HOWARD P. LEATHAM (Director, Drivers* License Division, Utah): We vary our -road tests slightly for what we call cur Class "C" license. That is a common carrier license. We make it a little longer and take in a few more prob lems such as crossing railroad tracks and such, so we do have a variety of tests, at least to that extent. * CAPTAIN DRAPER: I think that a lot of states are doing that, but if a man comes in Class "C," regardless of driving experience or race, do you give him the same test? . HR LEATHAM: Yes. CAPTAIN DRAPER: Wc have three different examinations. Operators and chauffeurs, passenger cars, trucks and haulers of passengers; they all take a little different type of examination. I don't think that is enough. MR TRIPLETT; When a man comes in for a truck driver's license do you re quire him to take the examination in a truck or do yon permit him to take the examination in a regular passenger car? CAPTAIN DRAPER; We permit him to take the examination in any type of vehicle he comes in because under our law if a passenger car is used, it can be a commercial motor vehicle as well as a passenger car. It depends upon what he is hauling; not upon the type of vehicle, but what be is using the vehicle for. ' Wc base our examinat : on the fact that if he wants a license to drive a truck we ask him questions pertaining to clear ance, lights, height, length, width, weight, etc., that we wouldn't ask a taxi driver. Then we take him on a little longer test route. There is more stress on his ability to drive. Another thing, if his vision doesn't quite come up to the standard, we issue a restricted license. This would apply equally to a taxi driver or a truck driver that had the same vision. MR HARDEMAN (Director, Divi sion of Motor Vehicles, South Carolina): I would tike to ask Captain Draper if he >ia explored this idea far enough to de termine how many different types of ex aminations would be involved. CAPTAIN DRAPER; No. CHAIRMAN TRANSEAU: In Penn sylvania the anion of drivers, teamsters, chauffeurs and what not attempted to put a bill through the legislature which would have given us a sure enough commercial operators* license, but, as is generally known, the vested interests killed the bill because they believed it was merely an attempt to enumerate a commercial oper ator's status in the state. I don't think it was that at alL 1 think it. was really sincere because, after all, it is rather ridiculous to take a fellow who is going to drive a truck and let him try out in a Ford coape. Some day we will get away from that, I am sure. CAPTAIN DRAPER: At one time it was tried out in Texas, but we changed to the present system. You are not licens ing a to drive any certain vehicle. What if be makes an application to drive a Marie and instead of doing that is driv ing a Chevrolet? Or he comes out driv- Tra$c Section 227 tflg't Ford track and you give him the test. Then be goes back to the plant and starts driving a Mack. There is just as mneh difference be tween driving a Ford truck and a Mack truck as there is in driving a passenger car and a Ford truck, so why not license a man to drive any kind of vehicle? I don't *^**"^ ijrtiw him tn drive just a particular kind of vehicle. SERGEANT CHILDS: I think one of the things wc haven't discussed is get ting down to the purpose of a driver's examination. There are really two things. One is to determine the experience and competency insofar as it is reasonably possible for the operator to drive the motor vehicle safely. However, in addi tion to that, driver examining offers a wonderful opportunity for education. I think that practically every state do ing any driving camming has what is termed a driver's manual; something available to the applicant before he ap plies for his license. 1 think what is in that driver's manual should be based a good deal ou accident records. For in stance, we have so many accidents, and we kzaow those accidents ate not caused by defective vehicles to a great extent. We know that they are not caused to a great extent by defective roads. We do know that they are caused by unlawful acts or unsafe acts oa the pert of drivers and pedestrians; that the unlawful acts or unsafe practices of drivers result in these accidents. This could be incorporated into a driver's manual. . Too many times 1 fed that the driver's manual is an explanation of the laws of the state without aay adequate explana tion as to why those laws most be obeyed by the driving public. If we eould get the idea across in the manual that accidents are caused by driver miscoudtt and pedestrian miscon duct rather than by bud roads and bad cars o> some way or another, I think we coaid also get across the idea that after all a driver's ffetnee is a privilege. It is a privilege granted by the state to some person fuwimt to be competent to operate a vehicle; tti, bring a privilege, it as something that cam be taken away in the form of suspension and revocation by the state. To me the primary* function of a driv er's license is getting that idea across in an educational approach. You can back up that educational approach by forming your questions along the lines of those things which cause accidents as shown by accident records. In .other words, the actual examination is the information behind the educational program that makes ihc people read the driver's manual. I think it would be well for anyone in thinking of a and driving examination questions to study pretty carefully accident records. CAPTAIN DRAPER: Your thought is that if you could place in the applicant's mind at the time he makes the applica tion for a license the fact that he falls in a certain age and racial group and that that group is responsible for this type of accident, and this percentage of accidents, that yon would Eke to see that done? SERGEANT CHILDS: I would like to sec more in that manual than just a bare statement of the law. To me, ex plaining tbe law to somebody doesn't mean much unless yon explain why we have such a law. In other words, you can. spend all day talking about speed or stop signs or signals or anything else, but unless you get across the idea that that signal or that sign or that law is not there so the policeman can go oat and make an arrest, but so this individual himself will be protected, so the other people will be protected, so that the whole stream of traffic can move more conveniently, in cluding the individual that you are talk ing to, you are not accomplishing much. If you get the idea across as to why we have that law, that is one thing. It is another thing, however, to get the idea across as to what happens when you vio late that law both in terms of accidents and the frequency of occurrence. CHAIRMAN TRANSEAU: Our drivers* manna! does 'stress the things you mention. We pick out the most fre quent cause of accidents and stress that. In fact, it has always seemed to me that a learner or a young driver should have tbe best possible instruction you can give along certain lines, such as what are tbe 228 33rd National Safety Congress, 1944 most frequent causes of accidents, which the average nan certainly doesn't know. MR, TRIPLETT*: Driver licensing from its very beginning should, be based on the accident records of the drivers in the com munity. For example, in Kentucky, we may find that certain causes' of accidents -mil be more prominent due to the mountainous country and the condition of the roads. It is quite different in Kentucky as com pared with a state like Indiana or Illinois where roads are level and straight. For that reason in our state, in giving the examina tions, we should stress, perhaps the caiLses of accidents in that locality, using our acci dent records as a basis. . Wc should be able to say to the applicant, "Now you are eighteen years of age. la Kentucky, the accident record for applicants for drivers' licenses of your age has been this cause and this cause and this cause more than anything else."' Then vre should stress the importance of driving to avoid those accidents. In this particular case, I think Mr. Marshal! said that speed was the greatest factor contributing to accidents in the state of Indiana for that age group.. That principle should be followed on down the line. In other words, the whole drivers' li censing procedure is an educational program. Now, in order to properly educate our driv ers we must go hock and study the history of the drivers over a period of time and ob tain information which will enable as to edu cate iKmh- applicants that come in' for driv ers' tests.. Then, after we have obtained that infor- tioo, we shook! educate oar examiners in such a way that they may pass that infor mation on to the applicants. Then at the time of taking the test the examiners should stress the importance of the applicant's driv ing in such a way that their privilege win not have to be taken away from them. We shook! stress, also, the fact that the driving privilege is entirety left op to them. If they will drive in soch a manner as to prevent acokknit* or prevent their being in volved in accidents or prevent their being arrested for traffic violations they seed have no fear of losing that privilege. The whole thing is to try to tie aS this in on the basis of the accident record ex perience. For 2q certain communities, we may find that accidents are more prominent during the hours from five to seven, and that they are occurring m a certain restricted area in that community. Now, if you are giving a test to a pence that lives in that community, and who ex pects to drive most of the time m that community, there Is an opportunity to pass the information on to the applicant when ho first begins to drive on the highways. You have forewarned him and that may prevent his becoming involved because of ignorance. CAPTAIN DRAPER: Bear in mind, however, that you are still giving him a li cense to drive anywhere in the United States. MEL MARSHALL: In Indiana we have eighteen districts. I have thought severaltimes it would be very good if we could ykniat* accident reports in each district. We tried out a sample set of questions some thgc ago which iaclodcd one asking bow many people were killed in traffic acddents-m the state of Indiana and how many in the United States. There were none, or very few, of the applicants that came any where near the correct camber. We didn't expect them to, but it did give os a cfarooe to drive home to them that there were so many killed. If we could take a district in oar awn state and the rammer could say to tbc applicant that there were so many killed In that district, in his own district, daring the first six months of 1944, I believe be would drive borne to the applicant more rmphaticalty fhty Idea rather titan saying there were so many killed in the United States last year. The United States is a big cocctry. Insurance men tell me that if you really want to sell insurance, go. into a neighbor hood where a farmrr and Ins wife have been kilted or the barn bunted down. Yoa can realty sell Insurance than because the people are thinking that there ss axarlhiitg they need. If otir examiners, likewise, could say that right there In the district there were so many people killed the first six months of 1944, 1 believe it would drive it closer home than to say something shoot what fcappmed over in Pennsylvania. .CHAIRMAN TRANSEAU: By tbc same token, if we had Scrgom Childs" idea w the information ought to be h the Traffic Section 229 maiyual, then it would be a fair question to ask them the most frequent cause of acci dents on the open road or in cities In our state. If that information were available^ per haps you could get it in their minds. One fatal accident in six is caused by the vehicle leaving the road. Some are cm curves, some oa straight highways. Some thing like that might make an impression on the young driver, particularly if he were taught that the things he had to guard against included so much speed that he might ran off the road on curves. That is a primary thing in many states. SERGEANT CHILDS: It so happens that in Michigan I am in the same position that Captain Draper is. I have something to do with accident records and have some thing to do with driver Scenting at the same time, but whenever I pick tip a summary of accident records I start studying age groups. When I do that the question always pops into my mind as to how many people In this age group we have driving in Mich igan anyway? I think it is the duty of the accident records people to make available certain rocoidi for the license department, but how about the Becnting department giving to the gridcat records people some thing atom the mabci of people Ivoud in a particular age group so tike accident records can be better distributed? MR. ROSENWALD (TnBc Engineer, Minnesota Dept, of Highways): I have been wondering if we have been entirety famest with the dthn. I looked at a book let that has reemriy been prepared for driver training and as a teacher's guide. I opened it op in the and the first thing that struck me was, "What to Do When Making a Tara." It wrens from tins book the first thing yoa mast do is signal; then ytm nmst ascer tain whether yoa can do so safety; then determine whether yon are m the proper lane. After til tint is done than yoa can go ahead and tarn. Yoa have given your vigwl in the first place. o that is oat of the way. In otbc words, if yoa give the signal property aS the nest is secondary to I think wc thnrdcl taut right out and say that the major cans* of accidents is cardesnen. If a differ i$ oof careless. speed is not a factor. It is only a factor when he is careless. I can't quite agree on the importance of examination of drivers. It seems to me that we sometimes leave the impression that the driver licensing system exists for one sole purpose--that of examining somebody. 1 don't think we are entirely honest with the- driver when we are failing tc point out to him that the fundamental rhiny he has to guard against is carelessness. CHAIRMAN TRANSEAU: Mr. RoscnwaJd. wouldn't proper driving training pre liminary to examination virtually answer everything you brought out? MR. ROSENWALD: That is right SERGEANT CHILDS: I think that is true, but I fed wc ought to go farther than that---carelessness in what ? We have to tie it down more closely, bat just "carelcssiless" is a little intangible. Most drivers are more careful at inter sections than between intersections, but in Michigan our fatal accidents are between intersections. We need to get that point across to drivers. MEL ROSENWALD: There are more miles between intersections. CHAIRMAN TRANSEAU: I hope to live to sec the day when our drivers' ex amination will have this question promi nently displayed near the beginning, "What preliminary instruction have yon had that you offer yourself as a candidate for a driver's license?" Until we get that, we are going to have a lot of disagreements about a lot of these things. The next subject has to do with MGixncal Treatment m Relation to Acridcut Records." Up until a comparatively few years ago regarded the so-called clinics as some thing hardly worth bothering with. In cidentally that is a misnomer. I believe dimes have something to do with bedside treatment of patients. That is according to good dictionaries. Nevertheless, the word has grown into use m this field to indicate some sort of hurdle that yon ask a man to jump in order to see whether or not he is likely to be a good motor vehicle operator. la oar state; a man might be driving twenty, twenty-five, thirty, or thirty-five years and never have an acodeot. We arc very suspicious of a nan with that length of experience who has two or three minor 230 33rd National Safety Congress, 1944 accidents. We fed that this man is a good driver, for be has proved U over the last thirty years, bat is it possible that because of bis age or some other condition be has slipped to the point, other mentally, phys ically, or what have you, to die point where he is beginning to have accidents? Why is it be suddenly has these accidents? Now otxf dreams is that in Pcnnsyivasua we can reach the point some day where we can say to a mom tike that, "It is not very far from your home to the nearest dime. We are going to ask you to go over there some day soon and see for your own bene fit as wdl as the other users of the road way whether or not something is wrong with yoor driving. "Sure, we understand you have been driv ing all these years. Yoor record is very good. Yon have a right to be proud of it, but something may he wrong. Let os find out/* The biggest thing we find in the operation of the clinic it that even the professional drivers appear to be afraid to take the examinations; presumably in the thought they may lose fbeir licenses. Yd our ex perience doesn't show that at all. What we discover is that at the most, except in very rare eases, a man has devel oped some deficiency, or be has a deficiency that he never has known about, that some what limits his driving ability. Our argu ment then is that we can help him to drive better if he will do what the examiner tells him to do. For instance, one of the most common defects that we run into--and it often hap pens with professional drivers--is a man with one good eye--possible 20/20--but the other eye is weak. He doesn't know it. Possibly he isn't the type that dqes a lot of driving or possibly he drives with the good eye doing the work that two shoidd do. That one eye condition may result in his developing some practices on the road that are not good. For instance, we have shown that there is a tendency not to drive in a straiglit line where there is an imbalance in the two eyes. There is a tendency to angle down the road until the driver notices be is approaching the edge of the road. That is particularly true with high-crowned roads. Another very good illustration is so- called tunnel vision which is a limitation of the peripheral area that you can't see without looking directly. I can see Sergeant Childs without looking at him. My periph eral vision is normal. However, certain people can't see modi more than what is directly in front of them. The remedy is simplicity itself- Natu rally there is so way of caring it but that driver cm be told to keep moving his head from side to side in an effort to overcome the particular deficiency, particularly in hazardous locations. Shortly after the outbreak of the war it became apparent that too many men, as far as the Army and Navy were concerned, were bring forced to drive. Usually all they were priced was, "Can you drive an automobile?" or, "Dp you think you could drive a truck?" For instance, the Fourth Naval District, which covers Pennsylvania, has, I believe, some eight or nine thousand drivers to that area. . There happened to be one young fellow in their service a lieutenant at that time and since a lieutenant commander--who had worked with us and suggested that if we would make this equipment available at differeat points m that district they would try to get all their drivers to take these tests. To make a long story short, over a period of time we did. with the aid of the state police, set up m eight different points and finally were fortunate enough to get the commanding Admiral to take the test He is not a young man hot be passed the test He said, "All right If I can pass these tests every driver in this district is going to pass or he won't drive/* Tn addition to the tests I mentioned they tested color blindness, depth perception, and various teats you would find of that type. With equipment we had borrowed or built we were able to do a good job of testing. We finally got to the point where a con siderable part of the Army establishments in that section and practically all of the Fourth Naval District wouldn't have a driver unless be could pass those tests. We are talking about accident records in relation to these hurdles that they ask these men to jump. In cormectibo with the tests there is an opportunity for an ex- Trejfic Section 231 jmmar who knows his busincs* and has been properly mstracted to explain to a driver, for instance, what it means when be doesn't have proper depth perception. For instance, in reviewing oar accidents, when we have hearings we frequently ran into the type of accident where the man has made a bad pass. What did he think Srbcss he ran "" which he thought was half a mile away when it was only a quarter of a male away? Sometimes we can establish poor depth perception on his part. It might be poor jodgment, but if we can get that man m a dime we oo say, "AD right, you don't show up on the depth perception test. Yoor eye sight is nos any too good wayway." Then yoa oa show him why and explain to turn that Ik kai better be careful in the future m making bis posses, and be sure bow far warty that approaching vehide is. If we am do that, then we think we have lot something. In other words, we try to sell them the idea all through these cCstical tests that we are not trying to take anybody's license away; we are not trying to bunt anybody's license, unless it is nfcaofattiy necessary and essential for the Wnrfit of all the other users of the highway. All we want to do is help the driver find for htaaseff what condition be is in physically, mentally and as a driver. We say, "If yo do hove may hidden de fects that may be unitaown to you, we want to show you what it is and suggest bow you can offset or overcome that defect." There can be no question with that one ample Qlostratioa 1 have given that acci dent records tie directly into this type of work. You may exphia to a man who has a very poor ability Bo resist glare under nighttime conditions that he ought to be very careful at Bight or perhaps shun night driving at all tadess It is absolutely essen tial and maybe not then. We have had people say that they took the glare test because they thought some thing was wrong with their eyes; that they never could see wed at night. They would say they were going to give up driving at night for they didn't have to drive at night. I view this particular ctisucal work we are talking aboot as educational. In fact, all our work Is educational. Suspensions and revocations sbooldnft be ptantive. If we would hold that m front of ourselves, this work would appeal to us as entirely educational because where there is tmderstanding, there is do need for punitive measures. The point was made here before this morning of not so much "don't" but "don't because." Thai is the way you have to do with children and that Is the way you have to do with motorists. Years ago I was in a part of this work that bad to do with signals and markings. It became axiomatic that if yon pot a sign op that said, "Slow" the motorist would say that he didn't care. You want him to go slow. Why? If yoa say, "Slow, pedes trians in roadway," be wDI probably slow down bat if you just say, "Slow" he prob ably won't do h. Wc most tell him why these things should be done. Don't say, TDan't do this," but say, "Don't do tins because all our experi ence shows it is a bad thing to do." SERGEANT CHILDS: We have to teach people to do a dangerous thing m the safest way possible. I don't hkc negative ap proaches in cdocating drivers with "don'ts." Yoa tell a school child crossing the street that it is dangerous to cross the street; therefore, you teach him to cross the street in the safest possible way. Then yoa may accomplish something. Yoa don't say to the child, "Don't cross the street," because sooner or later be will have to cross the Street. The same way with driving a car. It is dangerous driving a car at night. The experience is bad but you can't say, "Don't driye at night." We can't say that, unless he is a very bad driver. CHAIRMAN TRANSEAU: Results with these dimes have been good. The Navy is very reluctant that any figures be quoted but I asked sometime ago what improvement they got when they took this rather radical step. I was told I coatd say their accident experience showed about a fifty per cent reduction after they insisted that their men go through these tests. SERGEANT CHILDS: Inasmuch as you are an examiner of civilians you couldn't be as strict as the Navy. As long as the is used for the purpose of aiding people to become better drivers rather than aiming at 232 33rd National Safety Congress, 1944 the specific purpose of eliminating drivers, accident without information that the driver T think it is a good thing, - was other physically handicapped or had There might be a danger of bung too en committed a violation of the motor vehicle thusiastic about a done and use it as a lawn id contributing to the accident process of revoking licenses. There are a I don't think you can.utilize accident rec lot of driven I know who are physically ords In suspensions and. revocations of li handicapped to some degree but they can censes as much as yoa can utilize the acci drive safely if there Is no Ifrmtetiore of men dent records for the purpose of making an tal abilities to compensate for that physical tovcsfagatiofi or requiring a hearing; which limitation. - is either event may result in information CAPTAIN" DRAPER: Yob don't try to force a man to go through the clinic even though he has a bad record? ,- CHAIRMAN TRANSEAU: We can. Under oar law the secretary has a right to satisfy himself shoot the physical and men tal conditions of any operator. When a bear* iog examiner bas made a thorough examine* tien of the facts and be is convinced there is something erratic about die participant* in the accident, be bas power tq reoonwnend an. examination- that would lead the Commisriooer or Di rector of the Division to act on the suspen sion or revocation of a person's driving privilege. We ought to stress that very dearly, be cause if the average citizen driver frit that the report he made on the accident and which we use mainly for other purposes in our stare would be used against tim or might be used m connection with taking his driving privilege away from him, it would affect reporting. Siqcp we don't bavethis equipment at as many points as we would tike to, in most cases wp send them to the state police for re-examination, which probably bears down It is Highly important that we devise some mwnc of changing the law, if we can do it without affecting accident reporting, to. make further strides hi the tr*fp"wijoy of driving mainly oo the rood test and how -to behave with red tights, stop signs, and so on. How ever, if they can be scat to the dime a thor ough checkup is given and it is as thorough as we know how at this stage of devdop- privileges based-on accident records. Any body- who is constantly involved in srridwrti would be shown fay investigation to be cither physically incompetent or careless or to have violated the motor vehicle laws. We are just not prone to have accidents SERGEANT CHILDS: How modi train unless there is a good cause for it. If ing does a mao need to be able to conduct it is carelessness that caused the accident one of those dimes? on the part of this driver or the other CHAIRMAN TRANSEAU; 1 have driver,-then we ought to be able to put heard all* kinds of opinion*. Some people our finger on that. think a couple of months; other people say If tins man is consistently getting into six months to a year most be spent with accidents certainly we should withdraw fellows experienced, observing their conduct hi* privilege to drive, at least for a defi and what they do in handling different types nite period of time, or- else send him to a of' operators. My guess would be tint the clinic or have him re-examined in refer more tape put on it the better. ' ence to certain abilities. It may be his The subject, "Suspensions and Revoca . eyes, or his hearing or other physical tions," is going to be handled by Mr. Trip : disability. lett; _____ MR. TRIPLETT: Our accident report ing law specifically states that' the accident records tbst are mode by the fax&vtdaal in volved shall be strictly confidential and with out prejudice to the person making the re port. If yoa see from the Investigating offi cer's report that there was some physical defect or motor vehicle violation, we could have our officer make a recommen dation that this man's driving privilege be withdrawn without bis knowing that it came from the accident reports. Our operators* liceqsc law does not pro vide for the suspension or revocation of ao operator's license for bring involved in an . It is highly important that vre utilize accident reports, indirectly if not directly, and bring about the revocation or suspen- Traffic Section 233 sIoq -of a license, if justified. It might come from an investigation of the acci dent rather than from the report of the accident sent in by the driver of the car. In that way you would be merely utiliz ing the report as a basis for making an investigation is that respect. That is the point I was trying to make. I am afraid is yen don't watch yon are liable to bring about a situation where you wouldn't be getting accident reports. MR. ROSENWALD: 1 think perhaps we have a doe to that. My own law is modeled the same as yours, on the uni form code, except we have more teeth in our law as to confidential features. As a matter of fact, any employee who dis closes any of that information, even to the officer who has made a report on the same accident, is subject to loss of his job. You can use those reports in this way, however. I think your taw probably al lows these repottt to be used for accident prevention purposes, or something to that general effect. MR. TRIPLETT: We should utilize the information oct those reports more than we have in the past. I think that many, many states have for one reason or another been more or less lax in ing a good aredcst reporting system. I think more time and effort should be spent in promoting that thought of a pro* gram in the states. Many states have an accident reporting system in effect stow, bat are using it only partially. They are not stressing its importance g** all the way down the line. After all, that ts what we are trying to do--prevent accidents. If we can get reports they will be a great help in pre venting others. CHAIRMAN TRANSEAU: If we can show that a man was negligent or carelea in an accident, we will suspend his license. Lately we have been giving a man a thirty-day suspension tor failure to file an accident report. Under our law we can hold a bearing following an accident. Between the re ports and the healing we can pretty nearly tell whether or not we have evi dence that is likely to stand in courts of law. We have the right a appeal to the courts in our state. We may feel justi fied in saying, "All right, it was Tran scan's fault. Childs wasn't quite as guilty, so he gets thirty days, while Transeau will get a heavier sentence." Then I may get another thirty days for failure to file an accident report, which is an innova tion. A man from onr department visited a hundred and eighty-two police chiefs through onr state in the smaller dries. He asked them If they wouldn't cooper ate with us in reporting at least the larger accidents themselves. We even devised a simple form of re port that we thought wouldn't be too much trouble for them. They at least tell us that John Jones and Bill Brown had an accident. Mr. Brown was hurt about eight hundred dollars worth in damages. It took place at such and such a road, on such and such a day. When we get those we, at least, have leads. In some of oar districts in towns near Philadelphia we got seventy-five reports in three weeks' time. We were amazed. We wouldn't have gotten nearly so many tth the old system. We were now in a position, to write to the drivers and ask them why they hadn't, reported for they shook! know we were going to take their license if they Going back to the taw which says that a ton may be suspended after a bearing be fore the MCtttsry if he has violated any of the motor laws of the state, the Supreme' Court doridfid acme years ago that there didn't have to be a conviction m order to suspend a liemv. In other words, we am still take bis Uce&tc if we have got sucb evidence, perhaps not enough to convict him criminally, but enough to satisfy oonehrei and the coart that we hadn't made a mis take. We will sometimes take a man's liccne* away on the first accident. We do that not to be spiteful or to abuse our power but when we believe ha bas shown that it was something that he <fid deliberately or it was his bad attitude which brought about the saspentinq, it is more of a lesson. Also it is usually only for a short tone. Usually our first thought U how long ha* man been driving; has be ever had an accident; haa he ever been arrested: shall we suspend; if so, tor bow long; and how 234 33rd National Safety Congress, 1944 soon will we release him in view of his-good record? ' ' MR. ROSENWALD: Ordinarily you have a case under which he could be con victed of a violation, probably. CHAIRMAN TRANSEAU: The Su preme Court made this distinction: to prove a man criminal you must have evidence be yond a reasonable doubt. They said in oor case that we only needed to show a pre ponderance of the evidence. MR. ROSENWALD: We are fortunate that we don't have to hold a bearing before we can suspend and we do exercise that right rather freely. We sometimes give a thirty-day suspension as a warning. MR. TRIPLETT: Do you use die basis for filing a hearing the accident report it self or do you hare other reports? I am still thinking about the accident report be ing used as a basis because it seems to me that would certainly hinder a program of accident reporting if you use the report itself. Since we would either have to use our accident report or make an mvesrigatioo. I am trying to find out for soy own infor mation bow you do that. CHAIRMAN TRANSEAU: Sometimes we use the driver's report. Sometimes an accident won't he investigated by the state policemen as they might be out on some other call at that time. We received last year some eighty thou sand reports. Since most of those were double reports, we will say there were forty thousand cases and we held about ten thou sand hearings. That means we selected about one out of four and let the other three cot of four go either because they were of a minor nature or because the citation clerks who call the hearings were afraid there wasn't sufficient evidence in those cases to justify suspension. Our power to bold a great number of. hearings Is limited so we try to confine them to the more serious cases. Nevertheless, that is kept on the man's record and may result in a hearing at some future time. - . SERGEANT CHILDS: We-use the ac cident reports in a hearing. The man hold ing the bearing has the accident report right in front of him. The, man who holds the hearing is a state.-mart and holds the hearing m the covtity by which- tbe pw resides. It may be based entirely upon an individual accident or may be based upon a combined accident and violation record. It may be based oa a comment made by the investigating officer that the man's con dition was such that he was physically in competent, or anything of that nature. The officer who was responsible for calling those people in reviews the report, not necessarily in terms of severity, bet is terms of how this accident occurred; where ft occurred; whether it occurred through irresponsibility on the part of somebody; or, something of that nature. We call a lot c .nen; not as many as in Pennsylvania, but we do call a lot of people in for re-examination. We don't suspend or revoke a license without a hearing. We give the man his day in court and in case his story disagrees considerably from the facts as they seem to he in front of the 'officer, ^he bolds his recommendations in abeyance until he makes farther mvesrigatioii of the matter. However, he can recommend a suspension up to a year. A suspension can't be over a year hut be can also recommend a revoca tion if he feels it justifiable. We use the accident report. It may be a deterrent to reporting but we find this -to be true. Our law requires the mdmdnal to report forthwith to the nearest police police, county police, or county officer--am! usually the person who feds that he is not to blame calls the police de partment. These officers .go out and make a good many investigations of accidents. I wouldn't say every one is investigated by any means because we do miss some. They mi the less severe and we also miss quite a number of ooe-car accidents where somebody runs off the rood and didn't hit anybody else. MR, TRIPLETT: We have had quite a lot of cooperation from the state of Indiana oa accident reports and suspensions and re vocations of licenses and have had numerous cases. I will mention two of them that happened several months ago. It seems that two Indiana residents were involved in accidents in the state of Indiana yrat a hearing was called. It developed at the bearing that these two people were sub ject to epileptic attacks. In fact the epileptic Traffic Section - 235 atfarTr* were responsible for the accident in two separate and distinct cases. We have had others, but I am pointing out these two because one of them `lived in a bordering town of Kentucky and the other moved to Kentucky. He procured a Kentucky license and stated on the appli cation that he was not subject to these attacks and had do physical disability. In some manner the Indiana authorities (earned that he had procured a Kentucky license and communicated with ns. We sus pended the license in Kentucky and a bear ing was requested. We granted the hearing and 1 wrote to Indiana for a copy of the transcript of proceedings of the Indiana bearing. * In one instance we were not convinced that the man was subject to epileptic attacks. In the other instance the man made several trips to Frankfort with statements and affi davits from several physicians, among them being affidavits, I presume, from his phy sician in the town where he lived in Salem, TnHiana Even with that inforroatioop we wouldn't give in until we finally got a sworn affidavit from the physician that had testified m the hearing in Indiana. We bad three sworn affidavits from physicians bat this one who bad testified at the bearing in Indiana swore that this man was not subject to epileptic attacks, so we reinstated has privilege m Kentucky. I wrote to the Indiana authorities. I peri led them what we bad done nd oor basis ;or reinstating his privilege to drive in Kentucky. I think there is no doubt that that sort of thing goes oo many times, particularly in bordering towns where West Virginia, Kentodfy, and Indiana meet. . Perhaps we who are in the Drivers Li cense Bureau have had in mind for some time that vre should reciprocate with each other more In filing reports of the residents of those states with the Kcmsing acknmisirators of the other states. la that way we might be able to prevent a lot of that sort of thing going on. There is no doubt in my mind that nu merous people who lave their driving li censes revoked for various offenses go into another state and give addresses in that State. 1 don't know bow we can work it out. I wanted to throw that out for thought in dealing with accident reports, because if Kentucky residents are involved in accidents in some other state and we could get a re port it would help materially. We do get that information in a number of cases, but we don't get all of them. I think we probably ought to forward the accident reports covering accidents to the home state. MR. MARSHALL: I remember those two particular cases. In fact, the salesman was a thorn in our side and we were glad he moved to Kentucky. CHAIRMAN TRANSEAU: The next topic covers the use of accident records in supporting licensing legislation. I have a query here that might possibly fall under that category. Mr. Rosenwald would tike to know what our reaction aught be to a probationary license for younger drivers. MR. ROSENWALD; just a short time go I happened to meet with a group from Minneapolis which was made up largely of young men and women from the high schools. It bad to do primarily with some of their cutups after football games and the Tiler.- At that time this general question arose as to what to do with younger driven! After listening to them, I asked them what their reaction would be to the idea; Of a probationary license. . .V Now in our state to get a driverV tiomsc up to eighteen they can only be licensed with their parents* consent. Thor parents are responsible. That age group is from fifteen to eighteen. Well, I wondered -bOw they would react to the idea for that same period from the bottom age until the age of eighteen of only getting a probationary license. Then when they reached the end .of that period, if their record was clear, they would get a full license for driving. You know I was surprised; that bunch of youngsters rather took to it. It appealed to them as having a salutary effect. They would have to be unusually careful during this period because they naturally prize a driver's license. That is their number one desire as soon as they are old enough and they want to be sure that they get a license. I believe in a glsc like this they would wast 236 33rd National Safety Congress, 1944 to be very sure that they had a record that would justify the issuance of a foil license. CHAIRMAN .TRANSEAU: In theory we regard ours as a probationary license. Our law is sixteen and eighteen and occa sionally parents will write after the children receive the license and say they are not behaving and want die Itcrnac taken and we aned it The first thing after an arrest wbkb Is brought to oar attention is the age. That is a pretty hard thirty for a young fellow who has gotten m iro >le after be bas been driving a few month* when everybody says that he certainly is nor doing the right thing aad why not take away bis license. If be has been ki a wreck yon are bound to do that. . CAPTAIN DRAPER: Going bade to accident reports. It seems to me the sta tistics should be srwfird more; Of those boys and girls, sixteen and seventeen years ox age. what percentage of arrMeats an they involved mas drivers? We say they aren't safe drivers and that yoor high rates of accidents come from this age group. I am going to disagree with job. I don't think it is. I think they are driving safer at that than.at nlaiw* and twenty. ' . Then yon ask us what percentage of drivers are ia that age group nod we come bade- and ask what percentage of year middle-aged people travel our highways. How many are m that age grop? The accident section -supervisors want to know something about the age group of people that yoo license. We just dorft know and you aren't giving ns that fafoemdaa. I am talking about myself hrranw I aa doing both the jobs. m Now, bow many people, bojs'aad gxrfci thirteen, fourteen, fifteen, and older axe driving without licenses in yoor states? If you wilt make a survey I think you wifi find there are lots of them. . MR. ROSENWALD: I made a chock after this tittle meeting I bold you about. was curious about those under our driving age, under fifteen. I made a rapid check for 1944> the first six months, and the tost six months of 1913, as well as the first six mouths of '43. In 1943 I found we bad two under-age youngsters involved is accidents. Is she months there were only two. However, we had three in the first six mouths of *44, but I -was surprised that it was as low as that number. That wasn't a partieczarQy bad record, I thought. CAPTAIN DRAPER: I am radioed to think that when drisas first start driving without a license they are more carefnl drivers than they are after they gala coctfekncc. I think we may be wrong s set licensing fourteen and fifteen year old peo ple is our states. 'I think they are driving anyway. Surveys in our schools show that about eighty per cent of the boys and girls are driving even though fifty don't have licenses. Now they start out operating an automobile and vio lating the law and creating,* <srespcet in their rnrnrts for the drivers* tko law. Would It not be best to license than if they are driving anyway? MR. ROSENWALD; You are bringing op a very trice question. We have fairopcd tv afcaiiiM't it very conch. After alt, we are an agricultural state and we will have to sWt find tfipse farm boys and girls fras the age of tot on op deliver *3k to fiat creamery. E have seen yttit<iwi younger than that run the hum tnuac aad do it very suc cessfully. By the than they axe Iff they have been operating farm nrIrian y aad what have you for years. Now a legislator from the real dwtrid would so x moment drop that age 4omm to twelve. I suppose he varih't hesitate to drop it down to that age became hr is cwifioccd that the tm boy ad gkt as hlb capable of <ia.il* x* tine up* The big doubt counts whoa we ak if fig city hoy is qtmlified at fist age? Haa he had the opportunity? CAPTAIN DRAPES: They empts k-wt- m Tessa* at ilxtoea wk&sm a* aw* tfaoriodiou from the comity jafie; H they can prove neir--ifj; at iomtom r fftas years of age, through cvidaae* a judge We can hmm a Same request of the nnwty jafige uf 4 MR. MARSHALL: lu 1 is the first sfac i years of age. You have aka into oousideratiaB fiat toe mm a toe etf accidents involving those mot Traffic Section 237 acre licser repotted for the simple reason that the average indfivklual thinks is his own nhad that las insurance is no good If fiat boy or girt hasn't a driver's Ikmsc. Therefore, they slip aroand and m the bark door and get the fender Unigbtenod eat and neves report it However, we did. get eighty-six reports of accidents m In diana ha the first six months of this year. And to prove tint they are driving you may see that they are driving during the vacation period of May and June. In other words, we had nine in April and it steps up to seventeen in June. When the snow is ou they are not driving bat when the sun is-shining they are going to the neigh bor*. - MR. TRIPLETT: I agree that we have many, probably hundreds, of drivers under the age of sixteen in Kentucky that are driving; cars, particularly in the rural areas. I am wondering whether or not the acci dent reporting and accident records would reflect such a bad driving record for that age group, and if it would not be wise to probably lower that limit. I am inclined to agree to a limited li cense. We have a license now that is a limited license and is good as long as the person drives in a proper manner. CAPTAIN DRAPER: What is the ac- ridmt experience in different ape graces-- ax fourteen- to fiftem-year-dds as com pared to the age* sixteen to seventeen? CHAIRMAN.TRANSEAU: The Com al makes a statement in this year's Acci dent Facts that special studies have indiottad, based oa mileage of driver* under twenty, that they have the hgt*w accident rates. Unfortunately I don't know how many people there are ia those age groups. I do know, though that the fatalities with younger drivers are out of all proportion. CAPTAIN DRAPER: Talking about young drivers, does that include the eightem sad runrtrm year-olds? What is the. rec ord in comparison to the fourteen and fif- ma year-olds? . SERGEANT CHILDS: I have three wmtrfes of the 1943 experience. One is wtow, one nir' mad one state-wide. In 190 we lad eight drivers under the age of hutoa involved m accidents; one in a Sa wm ftmrtoai and fifteen age group fiacre were a hundred and twenty-nine in volved ia accidents, with three fatalities. In the sixteen to nineteen group there woe 1/419 accidents with seventy-six fatalities. This was m the rural section. In tiie urban section we bad a hundred and one under fourteen. In the fifteen and sixteen age group there were sixty-eight with one fatality. In the sixteen to group there were 1,649 accidents with nine fatalities. Ia our state-wide fatalities we bad two under fourteen, five under fifteen, rixtcca in the sixteen to nineteen year group. Oar law in Michigan is fourteen years of age for licenses. We can license a driver at fourteen years of age with the parents* consent or signature and on up to eighteen, but the enforcement officer Is not able to arrest this person in the ordinary way until he reaches the age of seventeen--not eight een. but seventeen. We feel--I am talking of the policemen now--that it would be a good idea to Issue a probationary or conditional license to the person fourteen, fifteen, and sixteen, because all the enforcement officer cm do is take him to tbe prolate court which is quite a lengthy procedure. It requires a petition to the court to declare him delinquent. It means a lot of monkeying around and mast pglirtcracn don't tike to have a record of a detiaqusnt minor ou a case of individual traffic violations. X think conditional licensing of fourteen, fifteen, aad sixteen year-old* ia our state would be a good fifing. It is true that guy licwf. is a conditional Iknwc but it might bring it to an indmdaal'i attention if we called it such. * MR MARSHALL: In Tin the first six mouths there were 642 sixteen-year- old drivers invoked in accidents and it stepped up to 1,131 with seveotccn-year-edds. I am sure that we have just as many six teen-year-old drivers in Indiana as we do seventeen-year-olds, which bears out yoor argument that wbea they gain confidence they are going to be involved ia mere accidents. ' CAPTAIN DRAPER: I think that is true. Your high age group was eightcm and nineteen, wasn't it? SERGEANT CHILDS: In the young people, yes. CHAIRMAN TRANSEAU: Of course. 238 33rd National Safety Congress, 1944 we don't know exactly how many there are in each of these groups: We are in the dark there. , SERGEANT CHILDS: Our really high age group is twenty-five to thirty-four be cause there are probably more of them. MR. MARSHALL: We issue in Indiana a beginner's permit. There were a hundred and sixty-three who were licensed operators and today only about seventy per cent of them come hack for conditional license so they do drive at least three months at the age pf sixteen and the fact they do not come back proves there are as many sixteeners driving a& there are those of seven teen. CAPTAIN DRAPER: We are going to have to get information to furnish the acci dent section as to different age groups, sex, racial groups, etc., that you are licensing m your states. We aren't doing it now. SERGEANT CHILDS: That would help a lot in talking about these age groups. CAPTAIN DRAPER: It would help the accident section, too. SERGEANT CHILDS: Connecticut made a study that we look bade to bat we don't know Unit it applies in liktngan. It probably does bat there are few states that have made a study on age grasps. MR. ROSENWALD: I believe it would be worth while to study wrecks a little more because I don't think the youthful spirit accounts for that difference entirely. I think there is something he has not got--the per ception, the tuning, and the thinking; and the action. Your seasoned driver needs only twoperception and action. He can cot out some of those steps. The youth hasn't driven enough and be has to have the full three periods so actually, while his mind acts quickly because he is young; it takes longer time. His reaction extends over a longer time that of the older and more sea soned.driver. In the face of the fact that he think* he h?* a quicker reaction he has to have more and he isn't aware of that. In other words, he doesn't realize that be is at a disadvantage approximately of one-thin] of that reaction. MR. L. S. HARRIS (Executive Director, American Association of Motor Vehicle Ad ministrators, Washington, D. C.) : I am try ing to get information on this particular subject right now. Some of the states that reduced their mmimums on account of war are going to want to put them bade up and I believe they are going to have trouble doing so if they don't have information to .show the legislature. I am anxious that the states give us that information just as rapidly as they can. Some of the state records are so set up that they give it to us without much trouble; others cannot. It is a very important thing to os, par ticularly from a national viewpoint. The Association has adopted or approved the minimtan age of sixteen and we would tike to hold it if sixteen is correct. If that is not correct, we would like to know iL We have got to have the facts to work on. We can't do it through theory. SERGEANT WI^ITTALL (Division of Aodckat Prevention, Washington State Pa trol) : In response to Mr. Harris' request, we started to do some work. These are just preliminary figures. We went back as far as 1940 and compered the number of drivers ruder sixteen with the total manber cf drivers involved in rural accidents xn our state and we find that in 1940 we bad Q.1B per cent and in 1941, per cent, ha the last nine months of 1942--m the first three months' period we lost'some of the cards so we used the last nine months as probably typical of the year--it went up to 0.39. Incidentally it was about that time that our agricultural permit went into effect which allowed under-age drivers to drive for the purpose of delivering commodities to and from the market. In the first six months of this year the percentage was J&. In other words, the first six mouths of 1944 was about three times as high as those under-age drivers involved is accidents over the year of 1940 so it may mtikate a trend Traffic Section WEDNESDAY AFTERNOON SESSION October 4, 1944 239 General Session Joint Sr--iouwith American Association of Motor Vehicle Administrators, American Association of State Highway Officials, International Association of Chiefs of Police ana Institute of Traffic Engineers Presiding; Kenwfth B. GX-Waxt, Pres^ Coknan Industries, Scat: >, Wash., and Chairman, Committee an Post-War Traffic Safety Planning. Plans for Post-War Traffic Safety A Symposium (A) Post-War Planning in Street and Highway Traffic BRIG. GEH. D. C. DRAPER. CJCjG. D-S-O. Chief Constable, Toronto, Canada, and Pmidwt. International Association of Cfraafa of Police Paper Presented by F. A. Kofi, 1st Vlce-Prau, International Asm. of fTsafs of Police Any plans for post-war traffic safety must take into account the vastly enlarged trans portation picture that the war has broughtNo longer can we look .at traffic police work as a local or even a national job. No longer is traffic policing merely a mat ter of control, enforcement of laws, regu lation of speed and conduct on our high ways. Now we see it as a job of man agement to facilitate the movement of ve hicles, persons and goods over our streets and highways as directly, safely and quickly as pootiMe. The necessity for co-operatxm of aS agencies concerned and of country with neighboring country becomes more and more obvious. The highway traffic picture in this hemis phere now grows beyond the limits of any one country. Stemming from a stage of de velopment temporarily halted by the war, our motorists, on business and pleasure, after the war win have more places to go and will go farther and m better vehicles-- and probably with greater eagerness to get dot in a harry--than ever before. With a highway tearhirtg from Alaska, through Canada, the United States and Mexico, down into Central America and soon into Sooth America, traffic control and highway safety become problems affecting two contiatotfs Not only most there be interna tional co-operation among police agencies of all cocK&rie* in the -apprehension of criminals and crime prevention, but we will need coordioation of the work of traffic police, at least in the tmitjiu of these rnothii.iitv--and agreement awmng us as to methods of traffic regulation and wtloraity of laws. To those of os who have been kept dose to home by war work and gasoline and to* 'shortages, the freedom to travel when and where we wish will be a release to a new luxury that will quickly become a ne cessity. To oar young men and women returning from war theatres half way round the world, distances formerly inconceivable will mm commonplace. The world be comes smaller as travel, through curiosity, necessity and scientific development, widens our acquaintance in it. The United States will continue to have the greatest share of the problem of traffic safety. Its enforcement and safety agencies, traffic engineers, motor vehicle administra tors, highway officials and other groups coocerncd will continue to lead in planning for and putting into effect the measures which year after year must be developed to keep pace with a steady increase in mo tor vehicle use. 1 am told that the United States expects to see 30,000,000 passenger cars on its highways within ten years after the dose of the war--and, if management by police, farsighted accomplishments by engineers and comprehensive advance plan- 240 33rd National Safety Congress, 1944 tuns by all concerned with safety on the Here, too, the police most be of positive highways is not effective, also expects to help and should lake the initiative m pre sec ait estimated 80,000 traffic deaths and senting their needs. ' 2,500,000 persons injured annually by i960. The forecast of widely expanded travel is good. It can lead to greater co-operation among nations, profitable growth in both business and culture. The forecast of in evitable slaughter on the highways be a challenge to us alL It is essential then that tn promotion of greater safety on our highways today and in the years of greater personal freedom after the war each co-operating groop must correlate its activities with thoae of the others and all agencies ihat can uwujuufc to this work should do so. It follows abo This challenge is taken up in the pro-' that the success of the whole program de gram for post-war traffic safety mapped by pends on the effectiveness of each unit. the National Safety Council* Committee on Post-War Traffic Safety Planning, headed by Mr. Colman, The program fulfills ad mirably its purpose of providing a structure through which each of the 40 sponsoring ' The part of the police in tbe over-all transportation picture is am important ooe, as has been suggested. Traditionally, tbe defenders of the people and their property, and throughout histpry always occupied organizations can contribute to achievement of greater traffic safety in she United States and other countries after the war. with the hunt for criminals and alert to prevent crime, the police,' hi tbe newer responsibility of traffic control, continue to Concern AH ` fulfill their pledge to protect tbe lives and piopevty of the people. The elements of the program in each case arc primarily the concern of one agency, but in varying degree are also the concern of the others. Construction of new roads, improvement of existing streets and high ways and use of control devices are mat ters In which police can serve as observers and can report to those who plan and boHd them how we!! they fulfill their functions. Effective traffic law enforcement depends not only on departmental organization aad administration but on correlation of police activities with those of the engineer, the educator, the motor vehicle administrator, the courts and the legislator. Safeguards that can be effected by a wise driver licens ing program are the concern of all of us, particularly of the police. Many police administrators, I bdieve, do not >et realize tbe full scope of their re sponsibility. Theirs is the job of manage ment. or control which, correlated as we have said with the work of other agjtuck*. must provide safe, speedy and dKriot movement of vehicle*, persons and goods over oar streets and highways. Congestion and accidents, by - products of liiigia Ij transportation, are two of tbe hifgcur prob lems they must face under their oath to protect life and property. Action after ao accident has happened is not rwoagk. Re routing, delay* and more offices am the job are not enough to eliminate tbe causes of traffic congestion. Farsighted pfammif is necessary, and particularly a recognition of how large a portion of the poBcc de Revelation of accident causes and points where traffic control by mechanical or hu man device has failed are to be found in accident records--police work that serves as a guide to every other agency striving partment's program is Represented by traffic problems. Police adnxbmtraton must re alize what percentage of their resources this part of their work wall rightfully Harm Were a police administrator to base person for greater traffic safety. Traffic safety nel assignment on loss of life alone, or education for all who walk or'drive--and economic loss, for that matter, be would that means everybody but the bed-ridden have most of bis force busy txymg to pre or imprisoned--is a. year-in and year-out vent traffic accidents and delays resulting project. It must be extensive and intensive^ from congestion. As an example, I am so that every candidate for a license under told that b one American city of 78,000 stands the responsibilities that go with the people, during eight years, one Kfe was privilege of operating an automobile. Police lost through crime while 100 lives were must also be educator*, eo-operating with *takm by traffic accidents. If a police ad the specialists in the field of safety educa ministrator should assign has men 100 to tion. And finally, legislation must keep pace. one to traffic, obviously the department Traffic Section 241 would be seriously oat of balance. What is necessary then is that traffic pofice work be organized on a business-like besis, backed by research and analysis of actident rec ords, planned for today on a pattern that is clastic enough to cover the problems of next year, and flexible enough to grow and adapt itself to new conditions of the vesrs to follow. The smallest local police agency must operate on as practical and enlightened a plan as the largest, and sup porting and furthering the traffic manage ment of all traffic police most be well planned, uniform legislation and effective, impartial traffic oourts. Personnel Standards High Personnel standards for such a program most be high and traffic police training most be thorough. Specialized training in traffic control techniques is available and traffic police from Canada and Central America, as well as many from United States, have been trained at the Northwest ern University Traffic Institute. The place of the police then in post-war traffic safety is one of management of a suddenly released large volume of traffic, expected to grow rapidly, tbe facilitation of traffic flow, prevention of accidents and congestion. Vital to the success of this work is organizational balance within the department, thorough continuing study of tbe .problems involved, and correlation of police, work with that of other agencies concerned with traffic safety. As president of the International Associ ation of Chiefs of Police, I pledge the continued effort of the police to understand and meet their responsibilities ia bringing about greater safety on oar streets and highways. (B) RE PinTM for Post-War Traffic Safety President, HAKOLD F. HAMMOND of Traffic Engineer*, New York City Just a year ago, the Institute of Traffic Engineers drafted a post-war Traffic Pro gram. Three major objectives were estabfisbed: (1) To de-congcst urban centers and other critical locations. (2) To "accident-proof* streets and high ways to the maximum degree. (3) To coordinate highway traffic plans and operation with highway plan ning and dwign. and community planning. The 1TE recognized that in addition to the new problems of greatly increased'num ber of motor vehicles, miles of travel, changes in land utilization, old vehicles in poor mechanical condition, inadequate ter minal and parking facilities, and insuffi cient emphasis on time values of travel, the old problems also must be attacked-- problems of geometric design for traffic demands, critical parking problems, and im proper application or non-uniformity of signs, signals, and markings. Initially, the post-war program was not sufficiently detailed to present the specific projects that had to be undertaken or the way of accomplishing them. Therefore, a special Institute Post-War Traffic Planning Committee consisting of thirty outstanding municipal, state, and poo-gorernmmjtal traf fic Engineers, was appointed to undertake the job of expanding the initial program. Several days ago, the chairman of the Post-War Planning Committee, in a com mittee progress report tp the Institute Busi ness Meeting pointed out that the final program, which will be completed very soon, will properly expand (from a traffic engineering standpoint) tbe three - point engineering section o tbe traffic safety pro gram presented in the publication, "Danger --Traffic Jam Ahead.** The Institute feels that, along with other national organizations sponsoring "Danger --Traffic Jam Ahead,'* such as the Ameri can Association of State Highway Officials and the American Public Works Associa tion, it has a definite responsibility in help ing to carry out the three-point engineering section winch includes: (1) New Road Construction; (2) Betterment of Existing Streets and Highways; and (3) Traffic Engineering Administration. Institute in terest in the program is obvious, since these three points are identical with the 242 33rd National Safety Congress, 1944 three components of ITE Post-War Com mittee activity. Four sub - committees are now putting their reports into final form. The final report will be directed to mayors, city managers, state officials, and support groups, and will state concrete problems of highway transportation, describing ways to attach these problems to obtain full utilization of highway facilities. The report will empha size the values of applying engineering skills to traffic operational problems. It will also show how states, counties, and cities can utilize traffic engineering ap proaches and procedures. The National Conservation Bureau re cently conducted a survey to determine what principal traffic problems must he solved for safe and efficient motor vehicle and pedestrian traffic after the war. It sent a questionnaire listing ten traffic problems to a representative group of motor vehicle and transportation, experts in all parts of the nation. The replies revealed the follow ing as most urgent: (1) Parking; (2) Pe destrian Control and Safety; and (3) Re design of Streets and Highways. Opinions differed, however, depending on the type of work in which .individuals' were engaged. Thus, City Engineers considered the park ing problem of greatest importance, with pedestrian control and traffic channelization second and third. State engineers consid ered redesign of streets and highways first, channelization of traffic second, and signs, signals,.and markings third. Both city and state police considered pedestrian control most important. City po lice considered parking second, while state police considered speed second. Speed took third place in the opinions of the city police, and redesign was third with the state police. Magazine Initiates Study A second study by TRAFFIC ENGI NEERING magazine, as to what subjects readers felt most important to stress na the magazine, again showed parking as the subject of major interest, followed dosdy by city planning and signs, signals, and markings. The fifty- city officials who an swered the questionnaire put parking first, oty planning second, and pedestrians third. The forty-two state officials voted freeways as the subject of top interest, parking sec ond, and speed third. While these several studies clearly show the interest and thinking of traffic authori ties, they do not reveal what traffic improve ments will actually be made to meet post war traffic problems. The ITE Post-War Traffic Planning Committee is now conduct ing a comprehensive questionnaire study of what the larger cities have done to dale about drafting specific plans for --.atrfwg post-war traffic improvements. Of some 150 municipalities contacted, over 100 have already replied. A rough check reveals that a surprisingly large num ber of the cities have already gone quite far with their post-war traffic plans. The fol lowing are among the measures which they have indicated they plan to utilise exten sively: Provision of attractive and convenient off-street parking so that more curb parking may be prohibited in congested areas. Conversion of existing or reconstructed 'wide thoroughfares into limited-access streets and highways by more restric tion of turning movements and the me of continuous raised medial strips. Providing more pedestrian safeguards such as barricades, special walks, islands, grade separations, and pedes trian *tgrtalg Development and application of improved forms of intersection channclieatkm to provide safer but also more rapid move ment of traffic. Greater use of one-way streets, where need demands, so both large and small Making traffic control devices and meas ures function more so accordance with . varying traffic dawands and coadstiocza. To implement and carry out socumI and worthwhile traffic plans rtqaro the fol cooperation of aU interested agencies. More over, it requires that these agencies, par ticularly the American Association of Slate Highway Officials, International Associa tion of Chiefs of Police; American Public Works Association, and Institute of Traffic Engineers get together more frequently to disems and plan tbrir related interests. At the Fao Foundation Traffic Confer ence held in New York City last spring; I beard for the first time representatives from some of the national organizations just raea- Traffic Section 243 tiooed frankly discuss how closely their work was related and how they were de pendent upon each other for success. Speaking in behalf of tile traffic engi neers, I pointed out how much a traffic engineer depends upon other* to carry out a constructive program. It is pretty well recognized that there are four traffic engi neering functions: Traffic Studies Traffic Planning Traffic Design Traffic Control At a glance it can be seen that these functions cannot be carried to their ulti mate without work and cooperation of other groups. For these reasons, the In stitute is making every possible effort to coordinate its post-war traffic program with all national agencies having direct responsi bility in traffic matters. For the same rea son, the Institute promptly became one of the sponsoring agencies of the Program for Post-War Traffic Safety. The Institute can be counted on to carry through with its share of the national program in 1945. (O Ham for Pot-War Traffic Safety a F. JOYNER, JH- Fiv'ilinl. American AvocwHonof Motor Vehicle Admintatratoca, and Ft--1n, lmm Virginia Division of Motor Vdnclw, Richmond, V*. So far as the post-war years are con cerned. the American Association of Motor Vehicle Administrator* docs not anticipate them with undue alarm as some seem to da Most of us are old enough to remember Che post-war years of the other war and, although there were not so many motor ve hicles on the road then, the behavior of the drivers was not, in any sense, alarming. With this in mind, we have developed what may be teamed a progressive long term, over-all program and are now beginning to get it underway. Wc most remember that the public offi cial carries the burden of public safety. The principal objective of our program is to furnish dirert service and assistance to oor member departments in matters of uniform practices and procedures, departarptal organ!ration and planning, research sod studies currently needed, selection and training of personnel, and related matters. Tbe program is designed with the view that tbe Association can best contribute to tbe work of its individual members by the cooperative development of needed ad ditional nationally uniform standards-- standards that include the most effective and economical practices and procedures developed m the several states--standards that express to the public the -maximum freedom of movement consistent with the mmimwm of regulation necessary j> the interest of safety. The three basic elements of our program are: to work directly with and through pub lic officials for effective action; to develop methods and techniques and tram person nel to apply them; and, to energize and maintain informed public opinion in sup port of our progress. We confidently be lieve that large benefits will result from the extension of this type of program. Tba development of tbe details of our program is a ooaturning process, necessarily so because of changing conditions and re quirements. But, in order for you to know of some of the things we propose to do, I will briefly outline some of the most needed and important as follows: v Tgrrhsttcti We will continue with increased energy our promotion and support for more uni formity m motor vehicle laws and regula tions throughout Use nation; Promote and support legislation for na tionally uniform reciprocity between states for vehicles in interstate commerce; Promote and support legislation where needed for the statutory adoption of the """" flooring for sizes and weights of motor vehicles; Promote and support legislation for Im proved and uniform vehicle registration and license laws. Driver Improvement The average driver is today our, yours and mine, greatest safety problem. He comprises ninety per cent or more of ail drivers. He is the fellow who passed aU the tests and has been licensed to drive 244 33rd National Safety Congress, 1044 Traffic Section 245 a motor vehicle over public streets and highways and is supposed to be a safe driver. But, be is sot too safe a driver. It is he who causes most of the traffic catastrophes. We have had him with ns continually since the first horseless carriage and still we know very little about him. We have spent millions of dollars and a quarter of a century of time following the same old rut in trying to educate him to be a safe driver and to avoid accident, with hardly any favorable results. Cold, volu minous statistics and figures be will not read. Posters, pamphlets and press re* leases berating him mean nothing to bim-- they are for the other guy. ' Discouraging as our program in improv ing the average driver has been,, we still believe we can find a way to reads him and, with the help of all cooperating or ganizations we are going to continue oar efforts. Our Association acknowledges, and rightly so, that the driver problem is principally its responsibility and is therefore giving a major part of its effort and facilities to trying to solve iL "Driver Improvement? is our major objective and our program on driver improvement indudes: Driver behavior studies m cooperation with Public Roads Administration and traf fic enforcement agencies; Use of adequate accident reporting sys tems mid practices and the proper cues of accident reports and statistics by mrtminhtratora, police, highway departments and courts; National uniformity of driver examina tions through the adoption and use of the Association's standards of practices and procedures by properly selected and trained examiners; ~ Dtnrtiopnvnr and use of nationally uni form driver reexamination program; Development and use of nationally uni form practices for the suspension and revo cation of driver licenses; General improvement and standard!ration of driver Umrfc law administration and enforcement; Development of a new stfety approach to average adult drivers; and. Active participation in a nation-wide high trhoni driver training program. Licencing War Vetccaaa In addition to the driver huprowmeot program I have just outlined, a CDmutxec has been appointed to study the problem of licensing the returning war veterans. This committee will work in dose coopera tion with the Army, Navy, and Veterans* Administration to develop ways and means of rendering the best possible services in assisting the veterans to their normal places and occupations in society. The Committee will fonuib all state dc- .partmeats with the information as fast as such information is assembled. Through this work we expect .to rehabilitate many veterans into safe drivers We are 1oolong forward to their return--not dreading h. Fad--Irfan Regulation and'Control Our next'-greatest problem to solve is that of tile pedestrian. The pedestrian is today m the unenviable group of people vbid\, is furnishing the largest share . of traffic casualties. He, like the average driver, seems to be immune to education of the usual type. But, hi cities where sincere effort is bring made to control and regulate pedestrian traffic, progress as being made. It has been definitely proven that | the police officer in uniform is by far the 9 best possible instructor in pedestrian safety. 5 But, m a great majority of our cities, par- 9 tiecdarly the larger ones, there is no attempt 9 whatever to regulate and control pedestrian I traffic because of aa imagined poHtiraf re- I action. We do not subscribe to the belief 9 that the otixens of a community would vote against an official who tries to protect them from death and injury which they are subject to by their own carelessness. So, we are metadmg pedestrian regulation and control in our safety program. Our Pedestrian Committee is working to develop a nationally uniform program which will necessarily have to depend on the as . sistance and cooperation of highway official* and engineers, traffic engineers, state and local police and all supporting organiza tions. The Committee is charged with the doty of providing the leadership and stimu lating interest in the program throughout the country. We believe we will find ways and m3m to reduce pedestrian accidents. 9 Compulsory Vehicle Inspection* a We propose to urge the resumption of periodic vehicle inspection In the states g formerly requiring them as soon as pos sible after cessation of hostilities. We will resume our efforts with new energy toward procuring uniform inspec tion laws and regulations in all states not now having tbnq. la cooperation with Public Roads Ad ministration and the automotive industry, vbn jn activate two research projects concerning safety of' operation of motor vehicles. One will consist of engineering studies and road-testing of vchides for tiedopaoent of adequate uniform brake per formance standards and for development of additional safeguards in the operation of passenger vehicles,* including school buses. The other will be for the develop ment of uniform standards for the opera tion of official inspection stations, both public and private, and performance stand ards for testing apparatus and equipment. Through these projects we hope to con tribute toward safer post-war motor ve hicles. I have outlined the most important fea tures of *-- nnvn-am of traffic accident prevention. As you can see, the program Is basic--it is fundamental--and is designed to support and assist the public officials charged with the responsibility of public safety. It merits the sincere support and cooperation of every organization and in dividual. I am confident we can depend upon the help of all here today. (D) Flans for Postwar Safety H. G. SOURS Director of IUgfivy of Ohio, Regional Yke-Praidait, A^.S.H.O., Columbus, O. Before the war, there were 33^)00,000 motor vehicles operating over the highways in the United States. Today, there are appumnatdy ZSJ90QJ0QQ and with the excep tion of trucks and hoses, they are operating on a greatly reduced mileage bosk. The most of these are the suae vehicles which operated in 194L A large percentage of the mi tires are still doing service, al though many of them would long ago have gone to the juok pale under normal con ditions. Speeds, as well as mileage, have ban greatly scaled down during the war. The normal highway improvement program of new construction has been deferred and m some cases, old roads bare badly disin tegrated Trader wartime banting. With tins factual background we can readily forsee postwar traffic creating two separate problems; _ First, the problem following immediately on tiie lifting of war-time restrictions, or* tiers and regulations, Second, the problem which will confront os in the future when normal traffic con ditions return, volumes increase and new models of motor vehicles become a reality. The first period may bring a sharp rise in the accident curve, particularly the seri ous and fatal accidents. Removal of re strictions will bring an increase in road speeds. The return of many mm and women from the armed services will put a greater number of younger drivers ou the road, which will naturally bring up speed rates. However, many of these have received valuable training and experience in the handling and care of motor vehicles. They may be better and safer drivers when they return than when they left Regardless of this speeds will increase and in additioo, much of the equipment will be old and unsafe for high speeds. Tires wdl undoubt edly be the cause of many accidents unless new tires are available in unanticipated numbers by the end of the war. * The tonnage being hauled by trucks will quite likely drop rather sharply for a while and then will rise again with the recon version of industry. Daring the war cmer- 246 33rd National Safety Congress, 1944 - gcncy, most trucks are loaded to capacity and many of them arc overloaded. This sums up the problem, as it now appears, for the immediate postwar period. What, then, should be done about it? Wc have often heard of the three E's of traffic safety--Enforcement, Education and Engineering. In the immediate postwar period. Enforcement will quite likely occupy the number one spot. Educatioo and En gineering take time. Both can be carried oo during the first period but the results and benefits will appear later. Some phases of Education, such as publicity campaigns, will help but too often they are spasmodic rather than basic and fundamental Certain phases of Engineering, such as signs, mark ings, regulation of directional flow of traffic, parking and careful maintenance of high- days can be of immediate benefit but the results of Engineering in design cannot be turned into viable effectiveness overnight. It is qnte likely that a very substantial number of drivers will voluntarily con form with necessary restraints. There will always be those, however who will drive recklessly and dangerously and injure aod kill others as well as themselves. The second problem is a long-range one and will bffnmr most noticeable after we have recovered sufficiently from war-time restrictions and shortages for traffic condi tions to resume normal growth. ' Dctign Problematical What will happen in the design of motor vehicles is not definite today. They may be lighter and they may be faster, although danger may throttle higher than pre-war design speeds. It is not likely that wc will greatly lower tl top speeds of the better types of cars. Efforts may be made for greater permissible legal loads for tracks But there Is little likelihood of load limits being lowered. The amount of traffic will increase and possibly at an un expected rate for some years after the war. The aeroplane will be an additional factor in the transportation of people and somp kinds of materials. The railroads will quite likely modernize and expand their service. All of these factors will tend to increase motor vehicle traffic but they may modify and alter the pattern somewhat. The short-distance, everyday trips info and out of the cities will be increased. The spread of population into the rural areas surrounding the urban centers will greatly expand. Tins will further the need for bome-totown transportation by private au tomobile. Undoubtedly the use of the motor car and the light truck by the farmer will greatly increase. The use of the aero plane commercially and privately and the increase in the Bomber of airports will call for surface transportation to aod from landing fields and airports. The aeroplane, .conceivably, will open tip many heretofore inaccessible vacation lands which will be served locally by highways. The track, more than ever, will act as a supplement to the railroad and the aeroplane. The pat tern of traffic quite likely will change and the toed will gTCatiy increase. What should be done to meet the de* mauds of traffic in the second period? The problems fall into three major categories. L There will he the planning, design and coutnetiaa of arterial expressways into and through the large cities, the by passing of woe of the smaller cities, and the bck4uSo( oi other*. These will be the roads which w reflect, carry, and dis tribute large volumes of traffic quickly aod safely. Projects of tbs kind require care ful study, traffic analysis, and scientific planning They are costly and often hgyfvre involved with many obstacles which cause delay. However, they will be the cheapest and the best in the long na Street widening will not solve the problem except temporarily and the costs of right- of-way and damages will be dispropor tionately lasge. This type of work is expensive and there may be icroc reluctance oo the port of public officials became of the high cost and the fear of public reaction. Wc should pot conshier die cost per mile as the yard stick for measuring cost of this type of work, bat, rather, the cost per person served. Oftentimes the cost per person oo major improvements U really less than on some of the much lower types of work 2. The second problem is that of mod ernizing the train trunkline highways be tween the cities in the nation's primary net work. Some of this work has already been done bat the greatest part still lies ahead. The expressway, m massy cases, is the Traffic Section 247 ultimate design toward which we should work. Careful selection of routes, to avoid duplication and bold down the over-all mileage of trunklines is essential. Much of this type of improvement will be on new location, leaving the existing facilities to serve local traffic. 3. The third problem is that of the or derly expansion and further development of the rural rarm-to-market, school and mail route. The ever increasing transpor tation of farm products to market is one factor. The opening up of tourist areas is another. Engineering Major Factor It is quite apparent that Engineering will be one of the major factors in high way safety in the long-range period- The faults and the lack of skill and responsi bility of motor vehicle drivers are more pronounced than in the operators of any other type of transportation. The railroad locomotive engineer, the helmsman of the ship and the pilot oi the aeroplane arc all highly skilled operators. Hence, more than ever, safety must be built into our high ways to make them safer for all the users. There are several fundamental items which shook! be indoded in the design of ocr major trunkline highways. Modifiestkxis of the different types of treatment arc in order to more properly meet the conditions aod to keep our design within the bounds of economy. The fallowing are some of the items which must be considered if we are to build safe highways on oar major routes: (a) The multiple lane divided type, using a median strip as wide as possible. A narrow divider may be used under cer tain coodftjons bat should be raised where its width is fainted. (b) On heavy traffic routes, the limited access or expressway type supplemented with proper interchanges is the most de sirable- Wbk its initial cost is greater the gain in f--rtiiviJ advantages is so great that ffie wliliiicii.iT cost will be off set in most raves. " (c) Expressways and major improve ments should, in general, be on new lo cation. Better ifigi mi,m and grades may he found at Ice cost on new location. Much of the local traffic can be kept off the major trunklines by leaving the old road or street to serve it. (d) Uniform and standard traffic con trol devices result in less confusion to the driver and increase safety. (e) Special facilities for pedestrians, including safety islands, sidewalks, mark ings, etcu, are essential for safety where pedestrians cannot avoid highway traffic. (f) The removal oi street car rads and the resurfacing of some of the exist ing major streets will oftentimes greatly increase traffic capacity and safety. (g) The regulation of parking on some of the main thoroughfares can produce excellent results. Prohlbthn of parking on certain streets to form an inner belt for traffic distribution and circulation, can often produce some amariiag improve ments. (h) In any improvement, adequate lane widths are essential to safety. The high-speed car and the wide truck of today cannot possibly operate safely over the old narrow taoc*. (t) Proper widths of shoulders aod adequate shoulder treatment must be pro ' vided for maximum safety. - (/) Oftentimes on a two lane highway, the addition of a third or fourth lane for passing on long grades with fast and slow-moving vehicles improve the traffic conditions. In existing highways some items must a! all times receive careful attention: (a) Pavement surfaces and shoulders must always be kept in repair. (h) Blind spots, sharp horizontal and vertical curves, sight distances at inter sections, railroad and highway -crossings and bridge approaches can be made much safer through special treatment based on studies of the local conditions. (c) Proper signing and marking con tribute to safety. ' (d) Slippery surfaces can often be deslicked and bad skidding accidents pre vented. (e) Snow and ice control is very im portant. The travelling- public expects to 248 33rd Nationm.^-teiy Congress, 1944 be able to use-Che highway at all time*, day and night. Proper equipment, trained personnel and a system for quick action in emergencies are all necessary. Opera* tors of snow and ice control equipment should be under standing orders to get out on the rood whenever necessary with out wasting for orders from headquarters. A system of reporting winter row! con ditions in the early morning and eveting radio broadcasts over the regular can be of great value and be much appre ciated Traffic Bureaus A highway department should have a Bu reau of Traffic and Safety. Most depart ments have made good progress in hl direction. Until recent years, however, the principal function of such bureaus has been to handle highway signs, markings, etc., and to treat dangerous spots on highways. Recently, however, the progres sive highway department has coordinated the work of the Bureau of Traffic and Safety with tlie other barcans of the department, particularly design. While the Traffic Engigineer has several independent duties to perform, he also is definitely tied in to the other related bureaus of a department. As a result of the research and studies carried on by the Traffic Engineer in traffic pfffnrma terminal bdnvwft {mktog other traffic handling facilities, roadway capacity, etc., be is able to recommend geometric design features not only under standard conditions but for special problems as well.' In some highway departments, traffic sur veys covering such items as origin and destination, volume, speed, accidents, con gestion and parking and the analysis of the data collected, are combined with traf fic planning which covers the field of gen eral location, capacity, functioning and operation of routes and terminals. Careful traffic planning is particularly important in the location and the development of express ways and major thoroughfares. In other highway departments there arc separate bureaus. Traffic and Safety and Planning- Surrey. In such cases there may be eweriappmg of functions. In any event, however, the two functions must be defi nitely coordinated for proper planning. Traffic control is normally a function of the Traffic Engineering Bureau. The appli cation of regulatory measures to develop the maximum effectiveness safety in the movement of traffic is a function of Traffic Engineering. The prescribing of corrective treatment to existing highway facilities from Traffic Engineering studies is a very important function. The traffic engineer can make a real and lasting* contribution to safety. Through the scientific analysis of available and collectible fads, safety can be injected into the design of highways. Through careful and proper taaintoaance and the sound regulation of traffic movement, the maximnja efficiency on the highway can be obtained B The accident record on our highways over the past years is nothing to be proud of. In spite of our efforts, it has been much too high, I hesitate to risk a grass, bowever, on what it might hare beat bad it not ham for the efforts put forth by the various agencies interested in highway safety. Moat highway departments are becoming more and more safety-consdous. Traffic engineering as m integrated part of any well - balanced highway department should be given a place of equal promxncaoe with tire several functions which any well-balanced highway department must perform. | S 9 8 9 B | | 5 5 1 5 S I S * V Traffic Section 249 ' THURSDAY MORNING SESSION October 5, 1944 Group Samion for City and Stater Pohce Presiding: James T. Ojtiy, Superintendent of Traffic, Police Dept, Kansas City, Mo. Poet-War Traffic Police Problems A Pud Pm-nuon Training Gcuiow H. Shwjto, Acting Di rector of Training, Northwestern Uni versity Traffic Institute, Evanston, HL Persoimti Cor Eswakd J. Hxcsapr, Commjisioner, Connecticut State Police, Hart ford, Conn Enforcement--James A. Piyd^ Chief, Washington State Patrol, Olympia, Wash. Public Education--Joseph L. Lingo, Di rector, Public Safety Institute, Purdue University, Lafayette, Ind. Equipment--Carr. Mason L. Mrrrua, Supt. of Traffic, Police Dept, Louisville, Ky. (A) TRAINING: GORDON EL 8HKHKE The most urgent need in post-war police trasospg is a dear understanding of the aims of soefa traanug. It must consist of more titan just lectures on police tactics, and pro cedures, laws, departmental regulations, and so on, winch have long been the bulk of the police trauakjg program. The purposes in dude development of the individual police officer which will enable him to perform policy service* most efficiently. Included not be development of attitude, beliefs, viewports, morale, knowledge of police problems aod skills and abilities for meet- hag these problem*. Upon the ability of the individual officer to think clearly and quickly in tune of emergency depends not only the safety of fanrndf bat also tbe lives and safety of other persons. An iuy>mat part of any training pro gram must be the ability of instructor* to whet tbe appetites qf students for learning. Interest in tbe various subjects must be initiated and maintained if students arc to absorb the knowledge offered by instructors and texts. . The active support of officials is a re quisite to any effective training coarse for poise* officers. Tbe chief administrator, coBDuandhag officers and government offi cials of the state or city must be so well informed concerning the need for adequate police training and the essentials of a proper training program that they trill endorse it folly and provide the jtecessary means. A sufficient amount of tbe police officer's time must be made available for training purposes to enable him to absorb the ma terials jncfndrd in the' program. Some ad ministrators regard three weeks as an ade quate period m which to coodoct recruit training; others realize three months is not sufficient time. When those responsible for police training finally agree that half the working time of a near pnlimwn during the first year of his employment and five per cent of Ms time during each year there after should be devoted to training, then the time essential to a good police train ing program will be provided. - Adequate funds are necessary for a proper police training program. Capable in structors can not be retained at a patrol man's salary, nor .can a good director of training be held at a salary which is lower than is paid in comparable fields. Training aids most be purchased and physical fa cilities provided. Police administrators and other flflvhU have yet to prove to themselves that it is good business to spend money for police training. The armad forces and big business organisations have proved that this is the land of investment. The production of weH-trataed police officers is so tor superior to that of untrained or poorly trained men that ample expenditures for training can easily be justified. A job analysis of the dimes and respon sibilities of policemen in various levels will furnish a guide for the training program. A schedule for recruit and in-service training 250 33rd National Safety Congress, 1944 vthich will fill the requirements set forth by the job analysis should be maintained. A director of training, other full or part time, who is qualified to organize and ad minister the training program will add much to its value. He most be responsible for all phases of personae! framing. Progress has bos made in police train ing programs in recent years. More prog ress may be anticipated in the coming year. A wide acceptance of the value of train ing by the armed forces and industry has conditioned public thinking so that they will support the need for adequate police training. Police should now accept their responsibility for * developing their training programs and should recognize that this item has an important bearing on the pro* fessionalization of the police service. Other agencies winch are interested m good gov ernment generally may be retied upon to help the poike in their efforts to provide full-fledged training to improve perform ance by all police. (B) PERSONNEL--COL. EDW. J. HICKEY Personnel shortages have been created in most police departments by the demands of the armed forces. This is easily under stood when we consider that the armed forces require about the same type of sua who is attracted to a police job, plus the fact that most departments have maintained rigid physical requirements for entrance and have Insisted that members maintain good physical condition white employed. It is not known whether or not the end of the war will bring a rapid return to their old positions of police officers who are'Serving with the armed forces. Many of them are assigned to duties which will go on long after the cessation of hostilities. It is hoped that they will be released as promptly as possible to permit their return to the essen tial job of policing. The department has an obligation to re instate qualified members who heave been given leaves of absence to serve with the armed forces. It has an equally important obligation in determining that these men arc physically qualified ,upon their return to the rigorous duties of policing. This means that a complete physical examination must be made a condition of re-employment; one that is as rigid as that given to the new recruit. Refresher training should be given as needed to aid returning members to quickly resume proficiency in police duties. Certainly in the post-war period police departments will have many applications for employment. Capable young men with no previous police experience have become ac quainted with some policing tedmiques dur ing their military service and will have had their interest aroused in policing as a career. Men who have bad military training and military experience have gamed some things which .will be valuable to the police depart ment. The instilling of obedience to orders and the conditioning for strict discipline are valuable attributes for a police recruit. There are, however, many other things to be considered in an applicant for the police service. With this in mind, certainly it is natural that m the case of applicants who have equal qualifications the preferred candidate should be die one with military service. This docs not mean that military service alone will make a man suitable as a recruit for the police service. Impartial use of a merit system for em ploying new police personnel and for gov erning promotion can be of inestimable value to a police department. GsxxSdates competing foe appointment or promotion must be made aware of the fairness of the system and the impartial administration of it by police officials. Such a system can do much to prevent the formation of cliques which invariably result in disgruntled groups within a department. Established, merit systems should be con tinued; those departments not presently em ploying such a system should bend their efforts towards securing an efficient merit system. Its use wB enable recruits and seasoned officers seeking advancement to be selected on a uniform basis which is acceptable to all members. (C) ENFORCEMENT--JAMES A. PRYDE The post-war period will bring enlarged problems in the street and highway traffic field. The police must play a leading part in advancing solntions to these problems, It is a duty of th* police themselves to get the public to support the police depari- Traffk Section 251 meat and its program. Progressive depart agency. Enforcement policies roust be uni ments are more and more realizing that form and the application of enforcement they must be the ones to initiate; not just procedures must be uniform if ultimate ef to follow, programs concerning public fectiveness is to be obtained. Uniformity in safety or others in which the police have these things will do much to procure for the a primary interest. police service the public support it deserves. A first requisite of an effective enforce ment program must be reasonable, enforce able legislation. Since Hus docs have an important bearing on the quality of the en forcement program, police must look ahead at contemplated legislation. Non-enforceable laws should be opposed; such laws already in effect need to be revised, or stricken from the books. Police departments must establish their position so strongly with the Motor vehicles operators and pedestrians more readily accept cnforconeut when it Is based npoa unifora regulations, inform policies and i&ufora procedures. Criticism of individual enforcement contacts is re duced, public resistance is lessoed, and public apathy Is overcome wbm citizens see safe driving and walking regulations en forced impartially and uniformly throughout an area. general public that they will have something * These things can be secured only through to say about the laws that are enacted. top-notch active administration in police de partments. Careful analyses of current prob Careful recognition of their responsibility lems, regular exchange of information with will (sable the police to serve the public other departments, the application of proved roost effectively and to such an extent that methods of controlling traffic problems and the residents of any community will under constant alert supervision In the field are stand and properly evaluate the public serv essential to an effective traffic enforcement ice rendered by their police department program. More and more chief administra Police service is an integral part of the tors -feel that periodical tours of duties in city or state; it most ~bc rendered so effec the field working closely with subordinates tively that tbe general public will recognize are an effective method of maintaining a it as such. close contact with actual enforcement needs. Law enforcement is basically a local prob They provide an effective method, also, of lem, but each enforcement agency must co obtaining the solid backing of the public for operate closely with every other enforcement the police program. *00) PUBLIC EDUCATION---PROP. JOSEPH L. LINGO Public education, in its true sense, is more than just personal or departmental ballyhoo. Attempts to publicize or build up an indi vidual in (Hp raiTM* of public education in variably result in failure of both tbe selfish interest and the true aims of public educa tion. On the other hand, a conscientious effort to do a good job in educating the public to the needs of traffic safety will reflect credit to the organizations and all of the individuals participating. Public education, or public relations--call it what you will--must start within tbe de partment and must be based upon effective administration, organization and uni formity of action. The department can begin to put its own bouse in order by first desig nating one member to handle the public education program. The selection of this individual mast be based upon qualifications for the job. He most be familiar with the problems and with the various channels available for reaching the public. He must point out to than'why certain enforcement methods are necessary and show how die individual can lend bis aid to the overall program. The continued use of auxiliary police forces offers valuable pnblic contacts. Such con tinued use should be encouraged, not alone for the usefulness for this trained force in handling special events and emergencies, but also because they represent many sym pathetic public cootacts. Many prominent residents of communities have volunteered their services as auxiliary police officers. Through their training they have been im pressed with the importance of the poblic service rendered by police departments and have obtained a better understanding of the 252 33rd National Safety Congress, 1944 methods employed to meet poll, proaches In the traffic .safety fidd. The in and of the needs of the police service. Cog* fluence of proper police training on each scqueutly, valuable outlets are provided for contact made between the public and the disseminating traffic safety information, not individual fvdfre do mnrft to oafy to tbe members of this forces -but to augment the atrepfanre by the public of their families and friends. Each, because of necessary regulations and of safe driving the direct contact, has a sympathetic inter and walking practices. The efficiency and est and is more receptive to suggestions attitude of the individual officer represents than be would be from'most other channels. to tire individual ckiser.s the makeup of Selectivity must be utilized bx the public the entire police department. If the titiaen education program to avoid wasted efforts. is impressed favorably, be more readily Careful analyses of aeddmt records wUl agrees to the need for observance and more indicate the direction in which educational .readily heeds pleat for support which are materials should be aimed. The locality suf- brought to him through newspapers, pesters* ferisg from the heaviest accident experience, radio, etc. age groups, employee groups, types of acci Enlisting the support of scientists, promi dents occurring most frequently and the nent business executives and other profes viobdeas occurring most frequently in acci sional men in the community to serve on dents are all to be secured from analyses special police committees or to study special of accident records and offer valuable in police problems can be a valuable means of formation for directing educational efforts securing public cooperation. at the items contributing most to the acci These are lost a few of the many methods dent experience. Through this selective ap avaSalffe to police organizations for secur proach "la-rimum effectiveness can be ob ing public support through public education. tained for the effort pot forth! Utilitiration of methods found most effec Police training has a pronounced effect tive in a community is essential to any ef upon the acceptance of edacational ap fective balanced program for traffic safety. () KQXJIPMKNT--CAPT. MASON I* MITTXKR Equipment for the police sendee in the post-war period brings, first of all# tbe need to j?*pH*** seme faults winch ex isted in the pre-war period and during the war. Outmoded, run-down police baUdmgs used by many departments create an nifavoiaMe atmosphere for members of the po lice organization and for members of the public. Modern, rffiriceit police buildings will create in the men themselves the de sire to improve personal appearances and attitudes and will encourage progressive out looks upon tbe assignments of tbe individual. In addition, tbe civilian who visits police headquarters or a district station receives a nuWf more favorable impression of the public service affix** by the police. Indus tries and business houses, hip and small, have found it advantageous to maintain modern, well-kept offices, chiefly' for the in fluence QQ workers and the public impres sion created. If these profit-making enter prises consider it a good investment, cer tainly it most be an equally good invest ment for police departments representing Government. . Members of police departments nmst them selves pay more attention to appearances. Greater efforts to maintain automotive and other equipment so as to not only fnorths more efficiently but to present a bettor ap pearance wiQ pay dividends in increasing public support for tbe police department. During the war automotive equipment and, some other have bod longer than nor mal periods of services Modi of tins will need to be repfanrd as soon as such atom* become available so that many departments will be off to a good start with nUcks which not only look good, but pow erful, efficient units for patrol and other police activities. * Undoubtedly improvement toads by die armed forces in radio equipment wfft be re flected in the conutumkalions setups of po lice departments in tbe post war period. In creasing use of three-way radio telephone waits and the realigameae of police rfeo Trafic Section 253 bands to prohibit interference by cianmcr- dat users will'add to the increased vffiriniry of police services. Many items of equipment affect tbe police program, even though they are not used directly by die department. For example, the reasonable use of parking meters af fords an effective method of parking con trol. However, if meters are installed in sections where they ore not necessary, xt brings criticism tq>on tbe deportment and resistance to other phases of the enforce ment program. Periodic compulsory inspec tion of motor vehicles to assure proper mechanical performance pots-upon tbe police the additional burden for maintaining an adequate umber of field checks for defec tive equipment. On the other hand, this same program is effective m seducing acci dents. Consequently, it adds to tbe effec tiveness of traffic safety work. Conjecture as to the probable improve ments m motor vehicle equipment by tbe manufacturer brings to mxod a number of things wbkh may be helpful in reducing accidents. For example, the use of side loading trucks to reduce tbe apart of ma neuvering necessary for loading and unload ing would also reduce congestion m business districts. Such trucks would merely poll up alongside tbe curb and load or discharge cargo rather tfsm taking up a large portion of the street width. Modern laboratory facilities, increased efficiency in street lighting and traffic signal rrwchilhtyip^ fan afl (O cffeC- tiveness of the acrident prevention work of police departments and others. Discussion Qr What is the mxmmum age for Con necticut State Police recruits? COLONEL HICKEY: The manimnm age qualification has been 23 years, ha my opinion this will probably be lowered to 21 years in the post-war period. The trend seems to be to employment of younger men throughout the -police field to enable longer periods of public service by tbe individual. Q- Are cars pointed white or some other conspicuous color best suited to traffic patrol work? SUPERINTENDENT ONY: I be lieve the selection of car markmga must depend upon tbe problems presented in the area to be patrolled. Conspicuous, identi fied and unxndexrtified cars each serve a particular purpose m the p dice control field. In general, most depa- *nts find it necessary to use all types of cars because of the Deed to apprehend habitual traffic violators, to deter other potential violators, and because it is accessary to use the same vehicles for other police assignments COLONEL HICKEY: The conspicuous patrol vehicles serve to keep the men on their toes. They are aware that the dis tinctive markings on tbe car.keeps them in the public eye and are therefore constantly reminded of tbe need for exemplary be havior and effective performance. There is, however* some advantage in having un identified cars used in patrol work since when the public becomes aware of this situation every approaching vehicle pre sents tbe possibility of a police unit ob serving their driving behavior. CAPTAIN JOHN F. O'NEILL, Police Dept. Philadelphia, Pa.: The red police vehicles used in our city afford a valuable safety factor to the officer in pursuit and at tha scene of an accident investigation. In addition, tbe motorist who is flagged down realizes that the order has been issued by a police officer with the proper authority for Stopping them. . FRED L TODD, Chief, Mississippi Highway Patrol, Jackson, Miss.: In Mis sissippi we are compelled by the legislature to use white cars for traffic control work. I would appreciate suggestions as to how to secure the needed changes in tins re quirement * CHIEF PRYDE: We have had good re sults in the State of Washington with a conspicuous patrol vehicle, but do find it necessary to supplement the work of these cars with unidentified automobiles. I be lieve that assigning a conspicuous car and an unidentified car to the use patrol at tbe same time, keeping a constant interval of perhaps five miles between the two and mamtainiug a dose record of violations observed, would be helpful is bringing the problem to legislators.* In this way it would be possible to determine the effect of the two types of vehicles upon passing motor ists and thus demonstrate the usefulness of type. COLONEL HICKEY: Another possi bility is to obtain the experience from 254 33rd National Safety Congress, 1944 other states in the use of various types of police patrol vehicles. I believe some tests similar to that outlined fay Chief Pryde have been run in a number of eastern states in past years and that this information would be available upon request. Q. What is the value of warnings as an enforcement measure? CHIEF PRYDE; To discuss the value of warnings as an enforcement measure, it is necessary to differentiate between the various types of warnings. The verbal warning has some value, but it is extremely difficult to measure. It should not be used to replace a written warning, but should be reserved for use at times when it is im possible for the patrol officer to issue a written notice of violation, such as when he is assigned to point control of traffic or engaged in accident investigation. The writ ten warning, if forwarded through the proper' channels and made a part of the driver's permanent record, does serve a useful purpose in the enforcement pro gram. Maximum effectiveness is possible only when suspension or revocation of the driving privilege follows the munuihdon of a number of warnings by an individual. Warnings are not intended and should never be used to replace-a proper arrest. .If the violation warrants the issuance of a citation or an arrest on view, that proce dure should be used, reserving the warning procedure for certain border-line violations or for ose during the mitral phase of a new part of.the enforcement program. THURSDAY MORNING.SESSION October 5, 1944 Joint Session, Traffic Court Group, Motor Vehicle Arimfnfrnatof, and Enforcement Officials Presiding: Hon. Wjxxiak H. Gujcaxtot, Judge, Corporation Court, Fort Worth, Texas. How th Motor Vehicle Department Can Help the Courts and the Police By JUDGE; EDMUND B. SMITH Municipal Court, Kansan City, Hinoori I shall not attempt to review the laws of the 48 states creating state motor vehicle departments, nor make an analysis of the judicial interpretations of these laws. State motor vehicle departments usually have these functions: . 1. The issuance of licenses for drivers of motor vehicles (and perhaps for the vehicles themselves); 2. The suspension or revocation of such drivers7 licenses, either after a hearing on specific charges preferred by proper authority, or upon receipt of notice of final conviction of a driver on one of a certain list of driving offenses set out in the appropriate statute; 3. The keeping of records of convictions or violations, or perhaps both, as fur nished by reporting authorities. 4. To these functions might be added the keeping of accident records, with proper classification as to whether fatality, personal injury or property damage resulted. State motor vehicle department beads can help the court fay devising and placing m effect simple, standard forms for die re ports which the courts are required to make to them. Anything which tends to shorten the work involved m preparing the report will be of benefit since it win encourage full reporting of aH essential matters. Too often a court clerk is discouraged by a lengthy and involved form, is strongly tempted "to skip it," sad as a resole, no report at all is forthcoming; or if one is made, it is so sketchy and inadeqnte as to be almost useless. Forms should be dear and understandable, and as short as possible, Traffic Section 255 consistent with eliciting the required in formation. Again, progress can be made by reducing the number of forms in use. If the de partment has been using two for court reports, a study should be initiated to see if perhaps they cannot be combined and one workable form substituted for the two. I strongly recommend that forms for re porting convictions be devised by the Motor Vehicle Department itsdf, and that the matter and content of reports be not left to the individual judgment of each report ing court or enforcement agency. The drawbacks of the latter system (lack of system would be a better name for it) are so apparent that no if thereon is necessary. Let us assume that your system of re ports from courts is in good foncticamtDg condition, with short, imkruaodahle forms, and that yoo, Mr. Commasswmcr, are get ting good cooperation from aH the courts in your state in sending these reports m promptly. From the slandpoim of Ue judges, what is next to he desired? For one thing, I hope that you have a system where the uunct of all Boosed drivers in the state are set op cm cards, and that you post promptly (and how I want to emphasize promptly) from your reports to your cards all onietwa, vio lations, suspensions and tttoc itWms Tbts you will be in position to anauci when you get any inquiry from a court ahnt the record of a driver who is before that amt for sentence, and better yet, the answer will be up to the minute. . In many jurisdictions, the courts do not have the power to suspend or revoke drivers* licenses, and sudi suspension or revocation Is accomplished by action of the Motor Vehicle Commiroiouu either on recommendation of the court in which the driver has been tried and convicted, or in some instances, after a bearing on charges preferred by police authority, geweratty state police. In such case the fnuwitrinnrr should act promptly when he gets a iscom raendatioo from a court to suspend or re voke a driver's license, and only the gravest of reasons should impel him to withhold such action after he has received soda a recommendation. I mean this latter com ment to apply only in cases where the Com missioner is given by the law a discretion as to whether he will or will not suspend or revoke the driver's license after conviction of certain offenses has been reported to hitn. Since coarts should have, and do have, the public welfare very ranch at heart, any thing done m the operation of the Motor Vehicle Department which promotes the public welfare is of benefit to the courts. Therefore, motor vehicle commissioners who operate noder a state law which vests considerable discretion b their department as to the isaanft! of driver7* licenses, will be serrmg the pdfic aad the coarts if they require vmifttl*t more than a perfunctory* written application and a fee from the applicant. Actual during tests with skilled observers .lccmapmiyiug die applicant will keep many an xaifit driver from procuring a tier**** to drive, thas preventing many accidents and injuries, and saving many fives. For several years now. we have had in tKk country a splendid program for the improvement of the administration of jus tice by improving traffic courts, under the joint sponsorship of the American Bar As- lucwtioB and the National Safety Council, with other interested parties- Regional conferences have been held all over the nation. Kansas City is prood of having been host to the first of XbCsc conferences, and again, this year, s**ch a conference was held there in connection with the Central States Safety Congress. Much good ha* undoubtedly been done at these meetings, but X am sure that much more could be done if we could get the people who so far have not attended, to come to one of these conferences. And this is where the head of the State Motor Vehicle Department enters the picture. Motor vehicle commissioners and super intendents of state police can give leader ship to the program of improvement of traffic courts. Since theirs is a state office tWy can take the initiative in arranging for state meetings or regional conferences of traffic court judges, prosecutors, and potw where the problems of traffic law etiforxxmexrt and the adequate functioning of traffic courts can be thoroughly explored. What mast be done is to widen the circle of who are interested m the subject. Every time we get a judge or a prosecutor or a poike official to come, for the first time, to sad) a conference, we are making 256 33rd National Safety Congress, 1944 progresi Still further progress will be made when they attend not just once; but many times. A motor vehicle commissioner cooperating in sponsoring such a meeting, should be able by the very prestige of his office to get a larger attendance of the right people, than if the meeting were held without his cooperation. Many judges, prosecutors and police officials do not re ceive large enough salaries to permit them to come to conferences at their own ex pense. Mere again the motor vehicle commtssioner may play an Important part, for a letter from him may persuade an other wise reluctant mayor and council to pay their expenses to the meeting. Many muni cipalities want their traffic courts to keep abreast of the times. May 1 say that m my opinion the closer motor vchide departments, the police and the court work together, the better will the results obtained be? The problems of today are large; she problems of tomorrow will be staggering. With cooperation ail three groups can meet aod solve them, of , that I have no doubt. How th* Courts Can Help the Motor Vehicle Departments - By W. L. HARDEMAN Director, Motor Vehicle Division, State Highway Departmmift, Cehtttfcm, S. C. There is no end to the war against pre ventable accidents. We all realise that in this struggle for all-out accident prevention, wc face a continuous job demanding the most effective use of every weapon at our disposal. Emphasizing the imperative need for a more efficient and improved use of the enforcement weapons shall be our pur pose in considering "How the Courts Can Help the Motor Vehicle Departments.** The work of the police, the patrol and the prosecutors and the efforts of those responsible for driver control stand or fall before the Bar of Justice. The traffic court truly establishes the standard of public acceptance of traffic law observance. Traffic cases in many of our courts do not fit into the regular course of business and consequently do not receive the treat ment warranted in the minds of the motor vehicle administrator. The need is apparent of informing our courts of the necessary needs of those di rectly concerned with bettering conditions on streets and highways and, in turn, wc should expect in time that the .traffic case will be accorded distinct treatment or at least gain a place of equal importance with other cases on the docket. Methodical and impersonal procedures in traffic cases will extract fines--a certain number of fines will raise enough revenue to satisfy the budget that has been-set up for the operation of the court--but such procedures arc not conducive to better un derstanding of traffic problems. Neither do they contribute towards the education of our citizens as to the responsibility which they have in connection with the operation of their vehicles. Leniency at the hands of the court de velops am indifference ou the part of the traffic law violator. Little or no headway i; made in the correction of the violationprone violator who realises that his chances of escaping with a light fine in the traffic court are good. . There are many concrete examples of such leniency. There are cases of repeaters or consistent violators, with minimum fines levied on second and third offenses. These offenders, to whom the payment of small fines mean little or nothing, continue their bad driving habits until the accumulative violation limit is reached and they are re moved from the road by the suspension of their licenses. Lose of operating privilege--serious under any circumstances and especially so when a livelihood depends on the operation of a vehicle--comes as a derided blow'causing a mental repercussion of lasting proportions. The imposition of heavier fines for second and subsequent offenses would in most cases act as deterrents sufficiently strong to make correction at the proper time. We find that forceful business-like ad ministration of justice, together with fair and impartial treatment of offenders, defi nitely builds respect and good will for our Traffic Section 257 entire- program of traffic control. On the other hand, lackadaisical procedure, leni ency and discrimination often result in de ficient attitudes and poor cooperation. taken by the motor vehicle administrator of the driver's home state. Tins exchange of information is now being made quite suc cessfully by a number of our states. The backbone of any driver improvement program depends upon the records main tained on the individual operators. There fore the courts, as the prime source of this material, can add materially to the effective ness of the program by furnishing promptly court records on all cases involving infrac tion of motor vehicle laws. Apparently not clearly understood by our magistrates, justices of the peace, aod other trial judges, these records are of paramount value, and practical plans making them available for use in connection with the driver improvement program should be es tablished. The conclusion has been readied that in the effort of driver control, the suspension and revocation of driver licenses is a func tion of the state authority administering motor vehicle laws. - Because the punishment involved in re moving an operator from the road tempo rarily is so effective and because judges are often in a position to ably determine the proper application of this measure, it is felt that provision should be adopted by those in authority to make judicial recom mendations effective, or at least to provide recommendations to guide and support the action of the administrator. Citing our own experience, records of the conviction of intoxicated drivers, hit mid run operators, and others that are consid ered the most serious cases are as a general rule transmitted. Holding equal importance are the records of convictions for reckless driving, speeding and other numerous mov ing violations often considered of minor importance but which contribute largely to our accident problem. . Traffic courts in appreciating tlie value of this type of punishment, in recognizing the program of driver improvement apart from the msnediate punishment of the violator, and in realizing the need for removing die repeater or accident risk from traffic circukUioa, caTM contribute much in furnishing trial court information and recommendations helpful to tbe administrative head. Another contribution that can be made Much can be gained by establishment of a uniform aod regular reporting by the traffic courts to the state motor vebide ad ministrator, of cases handled, disposition and sentences imposed, cases undisposed of, cases appealed or continued, and accident by the court deals with the continuance of cases, appeals and suspensions. It is essen tial, when dealing with the traffic violator, that cases be handled with expediency and promptness. To the Motor Vehicle De partment position is of vital importance. facts brought to light. With this informa tion the administrator can measure, to some degree at least, the effectiveness and effi ciency of such traffic regulation that comes trader his supervision, procedures and de partmental practices, patrol enforccmaat and other control measures. Of prime importance to the motor ve hicle department are reports of cases in Too often, continuances are a favorite form of "firing** and frequently are de signed to avoid trial. It is recognized that in many instances they are found desirable and proper, bui postponement not only cre ates difficult problems for officer and motor vehicle departments, but all too often results in non-disposition or pigeon-holing of the cases. volving accidents. In these cases informa tion concerning the details of the drivers* arth>s and a report on tbe responsibility for tbe accident as determined are espe cially helpful. The trail of out-of-state drivers and fol low-through action also merits consideration in respect. It is desirable to furnish the home state of such drivers with copies of conviction records for motor vehicle offenses so that disciplinary actlcn can be The practice of "suspensions'* of sen tences is most disappointing to the en forcement officer, who often would accept with better grace aod understanding a direct acquittal. To the motor vehicle administra tor, particularly if he holds the responsibility of directing enforcement policies and is concerned with recording driver action, suspended sentences are most confusing. These suspensions, bolding a disturbing in character as compromises, arc 258 33rd National Sajety Congress, 1944 generally looked upon as 'detrimental to traffic law enforcement. It is quite true that many judges are apparently not concerned with safety. Many through thoughtlessness fail to visualize the seriousness of any offense wluch does not result in an accident. Still otfters consider the function of license suspension or re moval of an operator from titc highway wholly a responsibility of the state in which they liave little or no direct concern.' Much can be done by our courts to help the motor vehicle departments in the effort to develop public realization and conscious ness of the inevitable result of continued violation. The application of rule-of-thumb fines and penalties far similar offenses (when existing conditions, attitudes and past rec ords are ignored) contribute toward the ex peditious completion of the docket but avail us nothing toward the development of a desired public reaction. The court faced with the necessity of imposing a penalty, with clear-cut evidence of violation under review, has an oppor tunity to greatly assist our safety educa tional program. Judges having the oppor tunity of giving thought to the personality of the defendants before them can ably pre sent a lasting lesson in pointing out the fallacies in the driver's line of tliinlring. One recommended aid is the traffic board, diagram chart, or blackboard to enable the officer, witness or defendant to depict ac curately what took place in a violation or an accident. Diagramming the question under consideration aids all in determining responsibility, guilt or innocence, and brings out in court the understanding desirable of the relationship between violations and acci dents with . the traffic responsibility por trayed in high-light consideration. The judge must see that the defendant leaves the court room with a wiser- outlook. The driver who does not receive a thorough understanding of the seriousness of the practices under review will lack a knowledge of (lie fate he tempts by dangerous driving habits. To have the violator leave the court thoughtful and cooperative indicates the best possible administration in traffic law en forcement. To further have him leave "wiser" If perliaps "sadder" is certainly a , gain for alt In traffic safety, we arc rapidly develop ing unproved standards in driver licensing, police enforcement methods, speed zoning on hazardous sections of roadways, driver edu cation ami driver training programs. Ve hicle inspection has continued with improved procedures in many states and definitely will continue to hold a spotlight position. The'Yaost encouraging recent development toward uniform procedures, a better understamfiog among all agencies concerned with the regulation of traffic on the highways, and a more profound appreciation of the work being done to make our people safety conscious is the program of traffic court conferences bring hdd from coast to coast. Much good is' certain to accrue from such state conferences bringing together judges, lawyers, and traffic enforcement of ficials, and much good can grow out of meetings such as this where we study to gether our mutual problems iu the cam paign against accidents. Improved practices and procedures in the court handling of traffic cases, where im provement can be made, will bolster the efforts of (he motor vehicle deportments and the police, and will be reflected in the final results. ' Working Together lor Safety A Panel Discussion ' Fauci Leader: Lee XI. Richardson, Direc tor, Motor Vehicle Division, Depart ment of State, Lansing, Michigan. Panel Members: William Glasheen, Act ing Head, Motor Vehicle Referees, Bureau of Motor Vehicles, - Albany, New York. Caft. W. L. Gboth, Safety Engineer, Virginia State Police, Richmond, Vir ginia. Cait. Lloyd W. Hjctxxl, Police Depart ment, Charlotte, North Carolina. Judre Roy H. Paocroa, Superior Court of Dane County, Madison, Wisconsin. Traffic Section 259 MR. RICHARDSON: There should be a close working arrangement between the courts and the various state departments all states before very long. Records arc also made available to other states where so requested. involved in traffic enforcement. Our panel Furthermore, if the record is kept up to will try to throw some'light on ways and date, it can be introduced in court at the means of achieving 'this cooperation. time'of sentencing a violator for the pur MR. GLASHEEN: There is a great need for reporting convictions. For example, in New York State certain cases require mandatory revocation of Keensc. Alt seri ous offenses are recorded jngarrfKt the driver. pose of enabling the judge to determine a proper sentence m view of the past convic-' lion record. Judges are out authorized to pick up licenses, best when revocation is mandatory, the judge wiB take tbe license. After three serious vtobriow the license CAPTAIN HENKEL: A police officer is revoked. must be ptnakkil ion tomtiwi in mak It is necessary for owuktiiat to be re corded so that proper action for revocation can be taken by tbe ahmhtnlQr and the poor drivers eliminated fna the highways. Judges in New York State are required by law to report rnuiirti--n within 4ft boors and are subject to a fine if the uwidioo ing an arrest. If tor kk tot the cause of traffic safety mM tote to frowiM by not nuking the arrr*c etporitofy in a ov where the oreunMaoces were ixn.iwtiwp: or when there was ne question to whether or man a vistomi kd occurred, the officer would tone the right uac to make is not reported. Fricative of bond is con sidered a conviction and is recorded as such. The admiuiitraior is fgiynrrrd to suspend or revoke (hirer Bunxs. The Departiivial has several referees who hold hearings on the tnftisMn or revoca tion after violation* are reported. These referees make their raev--wnditimt and the administrator Mftadt or revokes a license opoo tbe bases f too* rsm--iradations. The order of senponMon or revocation Many of tbe jwdgcs tto^te that duo w trying the case cm the highway: that the officer should wreit the rietoor. charge ton with each wuitonan which was noted. hug him into coart god kt the court de termine the gush or innocence and also the penally to to imposed. Some of the judges, however, supported the police officers and fc4 that if tbe judge was to to aQowed discretion in disposing of traffic violations, the officer mate be allowed some discretion may be appealed by dto inlator to the Su preme Court. Where the ton lequircj that tlie license be uulif agon conviction of a certain offense, the jndpm vriB often take op the driver's Hoove Sf toil cunacted of such offense and send it to the Motor Ve hicle Deportment to be held until tbe bear ing' on suspension or revocation. This is really extra-legal, as tbe judges have oo autlx>rity of law to take tbe driver's license and no one but the administrator may re voke the license. also. However, this would be only m cases where there was some doubt or extenuating circumstances and would not be in cases where there was dearly a violation and a serious one. It was noted that in view of the fact that a court cannot try a person upon any charge with which the violator has not been charged, the officer must be careful to list every possible charge oo the ticket am) allow tbe court to determine which charge the violator was guilty of as CAPTAIN GROTH: Tbe Motor Vehicle a violation. Department should keep a record of all convictions and keep tbe record op to dale. If convictions are promptly reported, rec ords are then available so that tbe police officer may get m touch with the Depart ment and know whether the violator is a regular and consistent violator of tbe law. This record is- made available by police CAPTAIN HENKEL: There must be full cooperation between the judges, the police; and tbe Motor Vehide Department. Tbe judges must be prompt in reporting convictions and where tbe court finds a violator guilty shook! assess an adequate penalty. short-wave radio, which is now in use in CAPTAIN GROTH: Those in charge of many states and will probably be in use in accident statistics should make it their 260 33rd National Safely Congress, 1944 responsibility to see that the judges have, available the results of accident study. Judges wilt best know how to conduct their courts and give adequate and proper penal ties and know the problems which arise in arresting violators virlica they have before them full and complete accident statistics. - JUDGE PROCTOR: To Wisconsin the reporting by the court of convictions Is mandatory and the Department has sup plied uniform forms upon which reports can be made. However, the justices of the peace are not cooperating in making these reports and are not making them promptly. Reporting of convictions is just as valu able to the trial judge as it is to the Motor Vehicle Department, since the judge cannot assess proper penalties until he has before him the previous conviction record of the defendant--and having a complete record depends upon the cooperation by all the courts of the state. Not only must penalties be adequate, but they must be consistent according to the circumstances of the case. A lot has been said about uniform penalties but what is really meant is consistent penalties, uniform to such extent as it is possible to bring about uniform standards among the judges so that they may weigh equally a given set of circumstances in connection with a par ticular casc. This is a long-range objective of good judicial practice h traffic law en forcement, and discussions with enforce ment officers and motor vehicle commis sioners such as this is an Important step toward realizing it Pisctiiiiofl ' It was suggested that at the next Con gress there should be a thorough discussion of adequate and uniform penalties. .Judges are thoroughly aware now of the need for uniform and adequate penalties, but they have never really gone into the matter of determining what penalties are adequate and what degree of uniformity can be established for given offenses. Summary MR. RICHARDSON: Perhaps I can summarize the discussion under three head ings as follows: 1. Simplified Records. After iuttniog; to the panel members and to commeats from tire floor, it appears to me that diene is a great difference in the type of conviction records kept by the staler and National 'Safety Council research might well develop a suggested uniform wnptitJ record for all these states. 2. Pott-War Problem**. It would seem that id! of he.stales shook! prepare them selves to meet the increased driving prob lems that will follow the war. Thousands of automobiles that have not been in use because of the war wilt be returned to the highways and several million discharged soldiers must be rclicmtscd as operate In my opinion, even though there may i.o be a change in the driving of either those civilians who have not been driving during the war or of the veterans, the mere fact that 90 many more automobiles will be in use will unquestionably send tbe accident curve up. The administrators, the law en forcing officers, and the courts should be prepared to meet this post-war problem. 3. Mori Frequent Meetings. Expressions by individuals during the discussion indicate tliat the three groups participating in the pane! are not in all states working as closely together as they might, and it therefore ap pears that frequent meetings of the law enforcing officers, the administrators, and the courts should be held for the exchange of information and ideas that would result in a better understanding of each one's problems and a consequent -belter adminis tration of the highway safety laws. Traffic Section * 261 ' THURSDAY MORNING SESSION October 5, 1944 Joist Si:--ion Pwbit Sefety Education and Traffic Education Association Presiding: Cuahq D. V--its, Director, Safety and Education, Tbe Ohio Stale Auto mobile Association, Cobnbts, (Hue. Ths uae ol BcriSo la Traffic Safely Education By FRANK SL STEED Gd--uh-- Brondcastmg System. Inc., Chicago I am m bee to giic you an made view from the radio ittautyoint on bow nt&a may be used for safety work without any cost to the safety promotion interrail By that I mean that there i> a great deal that radio can do. and which it is very happy to do without any charge, even though the broadcast upon which the iao mutton may be givm may be a sponaortd program. That divides the help from radio into two distinct groups; raffio as you people know Is largely qomuuil by various ad vertisers, but, enfifcc --ipuperi or maga zines, the nwSo k*cif kxt to famish the editorial or WKftmmst portion of the program. In rwnupcrj and magazines, the magazine or the newspaper funisbes its own news, its omu ibtuiil -jatter, its articles and stories and everything dsc that causes the people So read L la radio, how ever, there is no ri--ou fur anybody to listen except for the pragma which par tially or wholly is in charge of the sponsor of that program, if k as a commensal program. On the other kad. a curtain pro portion of the radio pngrams of Ou coun try are what we call "*--caaaiag programs." Sustaining programs am programs which are not paid for by a no-- frill adver tiser. They, however, cut money just the same as tbe others. Those programs, therefore, are paid for by the local station or the network which puts them bn. It a very distinct difference to your people going to tbe radio stations or networks So get safety informa tion on the radio, because if it is a sponsored program, then you must work cither di rectly with the sponsor or densely in con junction, with tbe people of the station and the network who are handling the com mercial programs. If it is a sustaining pro gram, yon merely go to the educational or program departments of the stations or tbe network. In getting information on the radio, it is important to remember that radio is the tnrdmm of all advertising media that uses emotion most and best. By that T mean that you listen to the radio not entirely to get information, but because of the use of dramatizations and the use of the human voice. Radio uses emotion much more easily than it can be done in printed black and white advertising or articles. That means that the emotional angle of it should be used fully, and you people have a particu larly favorable emotiotal angle--nothing could be closer to the heart than the safety of the American people^ particularly the children in schools. So, you have a grand chance. The Erst suggestions I have to make front the radio end is that the conditions wilt vary somewhat in almost every place you go, practically every station, ft Is very important that you have a contact person for the Safety Council work who under stands radio and who understands working with people, because radio is particularly a thing of people rather than of machines. It is a big organization, but it is people all the way. Dan Thompson, who bandies the Safety GouDai's work here with oar network and stations, and undoubtedly on other networks and stations, is doing a very 4good job. If anybody wants to know how to handle safety work in a way that pleases the net works and stations and gets a lot of co operation and a lot of information out of the radio, Dan Thompson is a good exam ple. He is doing a grand job. The easiest way to get free -information for safety work on the radio, taking the sustaining angle first, is to prepare short. 262 33rd National Safety Congress, 1944 concise and interesting informational bits, that yon put on individual pieces of paper. They should be about long enough to take one minute of reading time. In radio we go entirely by tune rather than, words. It would probably be 150 words, or something tike that. That anil vary greatly according to how fast the announcer talks. If you are down south, you don't want more than 125. If you are up here with John Harrington or some fast talking announcer, yon can take 185. A good way to do it is to put up this information on a series of sheets. Don't mark them for 9:30 at night on Wed nesday, the 5th, because there may be some reason you can't get on then. A good way is to say, "This information is good from October 1st to October lSth, or October* 1st to November 1st," if that is the way it is. Some will depend upon the weather, the seasoo. but get a series' of these things that are available for one minute use and which can be cut down for 30 second use. There are a lot of openings on the radio that are what we call "station breaks." That means that between every program there is reserved by the government's regu lations, a 30 second interval in which the station announces what station it is, and then has a little time in there, usually amounting to about 3) or 25 seconds, in which you may put on information the station desires. Of course, those are some times sold, too, even that little 15 second spot is sold, Wc sUI them on WBBM. There are hardly any vacancies, but these little one minute and 30 second spots are good. If you have time to do it, you could even reduce your material to either 1 minute or 30 seconds, but it isn't very hard for a station continuity writer to reduce from 60 seconds to 30 seconds, if they have the material there, so it is very necessary that you furnish the educational department, if there is an educational department--* that material. If there is such a department i would always go first to the educational depart ment, but also, contact the program de partment. The educational department is hired to get as much good educational ma terial over the radio as it can. You don't need to be afraid to talk to members of that department. They are on your side of die thing. That is the reason I'd go to them first. The job of* the program department is to keep the listening audience of that station as high as possible, because in radio all we are selling to the advertiser Is a listening audience- We don't sell them any articles or anything of that nature, as you do in magazines or newspapers, so we have to protect our listening audience. The program department--you will have program managers in' every station of the United States; the big organizations have many on the staff, Columbia bavzug about 40 or 50 here in Chicago--wfll have all kinds of experts on programs. You have to work with them enough to be sure that the thing you put over is interesting and fits in fairly well with their program ideas. For instance, on these little things, try to get .material with as moch human in terest gs possible. There is nothing mysteri ous about radio as to what is interesting. The same things are interesting oa radio as are interesting to people. The radio Is just a mass of people fastening, and you want things that are interesting. Don't get too statistical or too dry, hcaarc you must remember that it isn't tike a magazine or newspaper, where they wiQ pay some money to get it, and they will probably read some of it. For radio they never pay anything. They will turn the dhl over. If it's not in teresting they won't listen, jo yon have to consider that la everything you do. After lliese little spots--the station break* and the one minute hninfucs--the next size program that yon may have is a five minute program. There arc a lot of five minute units hi radio now being used, ami one very successful way to land,** if you can do it, is to prepare transcriptions in which you will give them a little five min ute program. It usually is a dramatic pro gram, with actors, preferably with some body who lias some name value to the audience be or she is talking to. It may be anybody--a well known chief of police; a mayor, some movie actor, a radio singer. Name value gets listeners very greatly in radio, the same as it does in movies. Id these things, if you go to a station-- this does not apply as much to a metro politan station like WBBM or WMAQ or WAAF, but k applies more to the grctu Trmfic Section 263 mass of medium-sized and waBfr ifaiiin --it will usually run the five manafee pro gram, if the transcriptions axe vtQ dome. You have to get some radio exatiaoky writer from the stations or chains or uhtr rising agencies, and have him prepare a script, say--well, a very warunfd hand. I think, personally, is Tnmr thing tint gmes the actual dramatisation of a sJocy fomlni on acu Your scripts should fie anand partly with tragedies that occur htMK f improper safety regulations- Bnt have them all tragedy. Brewe duty need some good effect as hi the l Busts o nlny patrols of schools or safety meaanec by the state safety monnh and Ae XatiMB Safety Council. Don't overlook the fact dw yon anc nac just doing educational work. Yen km gee to keep the audience iavrcmrd. *en, yon are giving a little smnpes of a ph*y which includes the lesson yon war* to tendb them. Don't get it too school tnfkrid or they won't listen. The five minute spot is very juccwful and is used by the smaller stations quite well, if you bring it to *-- Have some radio people in on it to work with yon to you won't manufacture stuff tint they won't take. * Then, in addition, yon w find in some stations that ti)Qr will have a fifteen min ute period which they win devote. They may say, MAt ten-fifteen in the morning are will pnt on a safety program." Usually these programs are done most successfully in conjunction with some local motor dub, like the Chicago Motor ChaU here; or tone person who is recognised by the state motor vehicular people. Ixr many cues they will start out and give the weather report, sod they will tell where the roads are slippery, or "this road is bad" sad "this road is good," and so forth--services that are use ful, and then yon tie your safety message m. For the rest of the program, you will usually have someone oo who is inter viewed by various people and who win have safety messages. The warms of that kind of program depends entirely oa how good the masters of ceremonies and the people who axe planning the program are. It can be a swell program. It can be bad. If it's bad, it won't stay on kxag. There is one thing I should mention be fore I leave the smtammg program. You wiB find that in wotMag with your coo- with the radio spots oa other t or spots on __ _ ` little reaction is very aoeeptaMa and actu- hdty dc jjmgr-- You go oa and t lev t save the fives of thdr Everybody wiD be interested, so : ysst smy pss Tsur plsg m as just of some program designed for This method of presenu- i W wy acceptable to the stations, pro vided the person who is handling it knows ' ' : radio and is cooperative and ; around the interests of the pro- Majfbe you think I am emphasizing in Kit* too much. hot w get a certain type who come Horn the educational groups ngwg "We've got to have it this way. This meat be on like this. This is part of our thiNfcag aod format and stuff. We've gat to have it that way." Well, the radio itarinm don't have to have it that way. and they will be courteous to them but they won't pot on the programs. The stations tdl them why hut they just don't get it that way. The way to do It is to go there and say. "Now, what are yon doing here and bow c&a-we fit in?" Then you get a lot of safety id that way. It is mack more successful. Coming now to the sponsored programs, those who don't know much about radio are likely to think. "Well, gee, we can't get our Stuff into these sponsored programs. These people are paying thousands of dol lars a minute for it" It is a strange thing, though, thaf you can. A lot of it can go in and you can go in everywhere from the station breaks clear up to the half hour programs. As a matter of fact, WBBM, for example, has two types of station breaks sold commercially. There are the 30 second spots which arc sold commercially with the provision that do one cam buy them unless they use the. Safety Council material as the program portion of even a station break. They are run twice a day, six days a week on WBBM, in spite of the fact that our sta tion Is turning down orders for station breaks every day. We have orders for four or five times as many as we can ran, but wC think enough of it*--this is typical of all 264 33rd National Safety Congress, 1944 the stations' thinking--Ho say that they can not be sold unless they go along with the Safety Council work. Outside of those, you have one-minute pieces. You can get an them with a little safety material. Then there are the five minute programs, again, much like the sus taining type. little dramatized playlets are about the best for sheas. The* these are the fifteen minute programs which can handle a safety spot That goes particu larly well with a news program. It goes well with sports commentators, and any other program of that nature, the talking type. It goes over with a lot of women's programs, bringing in the matter of pro tection of children. That brings in another thing. I would, of course, thoroughly cooperate with 'the school boy patrols, because they are very dose to the hearts of all the people in any neighborhood, and it make* a hravTifal tieup. You can get almost anything you want for safety in the'uame of the school boy patrol. Practically no station will torn you down. Then you bare the same situation on the quarter-hour programs and half-boor pro grams, and on some dx>ttr programs. That, I think, as far as I see it, gives you a brief outline of the way in winch you can work radio to serve jour own interests. The main message 1 want to leave with yon is that the stations and the networks are very glad to cooperate on the broad safety angle, but that you must have your contact person work carefully and thoroughly with them. A Panel Diaciiasioxi (San Subject) Participants: Disc*ssie* Leader--C. D. Vrawxrs. Paul Fninmi, Safety Promotion Div., State Motor Vehicle Dept, Madison, Wis. ' Lloyd D. Hscxcasoie, Div. of Public Re lations, Indiana State Police, Indian apolis, Ind. SiDjrcv J. Knee, Dir, Safety Div., Dept of State, Salon, Oregon. MR. EDLUND: Mr. Steel, in your men tion of a five rrusnatr period, yon spoke of of a playlet or drasatizarioa, bat. in Wis consin, we ose the straight talk. Mow many people object to the straight talk, saying that they won't listen to it, but daxity&a believe that in the case of smaller stations, such as there are in Wisconsin--Beaver Dam, Superior, LaCrosse and others, for example. In LaCrosse, we have the Chief of Police, who is well known, come on the program. If you provide him with a five minute talk once a Week; that would prove effective, wouldn't it? MR. STEEL: Yes, there is no question about that at alL In the smaller stations they will take a greater amount of talk. They don't have to have as much show manship and entertainment. The larger the station the more entertuooKatt you bare to put on to hold the sodkace- MR. EDLUND: Each week it is our policy in Wisconsin, In dm State Motor Vehicle Department, to piepore a five aoznute script that is seat to the key law en forcement official in every cky haring a radio station. That official has the itzpatisibiUly of giving that taffi* cfchar on an evening or afternoon program, or whenever the program manager cm arrygv k Wc send out a postcard that he rdmras txBzog us the time of the broadcast and the station and the date on which it was given, and if mineral* substituted for him as a speaker. Even that is indicated, so that we have a constant record of which stations are broad casting. Now, we have noticed that these talks will he given for three or four months and then be dropped for a season and then be taken np again. WeU, that is all right. becanse there are at least eight to ten station*, out of the 23 in the State using the mate rial, so we prepare it evavy week. In addition to their use cm the radio, we find that these talks are helpful in the driver education courses hi the high school. In a few papers they are even printed full length. The Beaver Dam DaRy CitUat Traffic Section 265 prints these talks one time a month. Then, wc have oa our maiKug list over 150 en forcement officers ia cities not haring radio stations. These officers are able to use that material whkh is up-to-date, for public meetings at which they are suited to speak. They appreciate the service, apparently, be came wc have many letters on file to thank ns for them. I just have ooe thing to my about these traffic azmoiincemcnts. I agree with you that the date should not be indicated, and yet in a number of states I know that the warnings each week have a date at the top of each one; one for Monday, ooe for Tues day, and one for Wednesday and so on. But as you pointed out, if we talk about weather, on Tuesday yota have, perhaps, a warning about ram anod it may sot rain until Thursday, and so it is better to leave the date open that way. Another question I would Eke to ask you, Mr. Steel, is this: Should you indi cate the number of seconds uqaired for the reading time at the top of each one of these MR. STEEL: Yes, it is a very good thing to pot down that tamp It saves the continuity writer from timing is himself or herself, who may be nufcej, bat be care ful tbt you do bare the time right. Don't jnst take a guess by words. Actually time it MR. EDLUND: Uut it abo a good idea to have varying lengths--ooe rather long and another shorter? MR. STEEL: One tnhrute is the usual time. If you furnish twow have ooe at one minute and one at thirty ywwh. Those are the two usual lengths. MR. EDLUND: I think that U enough for dow. CHAIRMAN VTBBERTS: I am just wondering; Mr. Steel, apropos of Mr. EdlouFft question, wouldn't it he better to say Approximate reading time** in take cure of that variation? MR. STEEL: Yea A* a matter of fact, our contract for radio time is done up for fifteen minute periods. MR. HICKERSON: Of coarse, my in terest has been froea the police angle ha this question. I don't know whether it will fit with you traffic safety people or aot. It perhaps will, bat on* thmg that Mr. Steel mentioned, aside from the mechanics of the operating program, is the contact man. I lave found, in a study of the relations be tween radio stations and police depart ments in Indiana, that the breakdown oc curs because the police department does not have a man to fill that gap between the police and the radio people. There are arty number of programs that have been started in Indiana, local and otherwise, that have failed because the police department, and that might be the safety people in your locations, did not provide the proper assist ance to the radio station. About all it would provide was a btmdle of figures every once in awhfe, and perhaps on occa sional speaker, and they leave the rest of the burden oo the shoulders of the radio station. Well, in a number of cases the program failed when the radio script writer, or the person who was pushing the program, moved to another asugmaqit or left for another position, so the program then was on the rocks. I think that is a very defi nite need, as Mr. Steel mentioned, to have that contact man. He should be a t>m would not only provide what the radio sta tion required, but have an understanding of those requirements. It strikes me that the police departments and-perhaps the safety people--I won't go into that field--need to realize a new appre ciation of the value of public relations, and that is, not only to the public, hot to the people who pat oat yoar material, soch as the radio. Secondly, I found it is true in police de partments, and Sergeant Berlin might agree with me, that policemen, because of the nature of the work; perhaps, are peculiar people. They have not too much faith in anything, and when some officers in a divi sion start a program, the rest of the divi sion might ray, "Now, that is a bunch of bunk. Why should they 6 that?1* So I think it is necessary to get the acceptance of your own department before you try to get public acceptance. I know it has worked out in one Indiana city department that way. The traffic divi sion was seeking to educate the public on a new change m traffic procedure, and they found some criticism arising from their own department, so much, that it was neces sary to explain folly what they proposed 266 33rd National Safety Congress, 1944 to do before they could go ahead, and once that was done, they had far less trouble than they had first experienced. I do want to point out, I rtypV, from the view of a state-wide organization, the value of the use of transcriptions. You can hit your smaller stations very easily, especially if you take on the five minute or fifteen minute programs. And you avoid, I imag ine, a lot of production difficulties that way, especially if you have a cast of any size. 1 stress that in particular because it has been used to advantage in our State. There arc any number of small stations that would be glad to use that material, and even re quest it. Xf you can $11 their needs you have gone a long way in promoting safety. It is not only the larger stations that can help you, but the smaller local stations do great work towards selling safety. MR. SIDNEY J. KING: I think that one of the things we are more interested in, more than some of the other factors, and I think it might be something well worth consideration, is the fact that we are trying to get as much community cooperation in state programs as posable. We have found that if you bring four men from the Rotary Club of some small town into the station where you are going to broadcast, and put those men on the program either in the way of a question session or perhaps through interviews, or have them tell the story of what they are doing in their own Town, it serves to increase interest in that particular program in the town from which these men came, and at the same time it very often makes those particular men safety conscious where, perhaps, they haven't been as safety conscious before. Wc tike to do that as much as possible, and before the war we were doing it all the time, trying to get at least four men or women from various communities and have them come to our stations where we make our programs, the CBS station, and have them participate in the program. We transcribe all those programs and then send them around the state. We have sort of a waxed mail network and the transcription goes around to zone other state stations. They are received very well by all the stations. Most of the stations in our stare, outside of tbc larger towns, are quite small, of course; and a great majority of their programs are recorded. They find that a fifteen minute spot that eoff*. some times, in (he interval of the record a very nice program break as far as they are concerned. * Naturally, when the men participating jg the program come from the town m which the program is bring broadcast, you get a little better publicity break. Usually you notify tbc newspaper and refer to ***** par ticular hour in the town from which program is going to be broadcast. We have used that m quiz programs and m coonec tion with a program based on activity in the particular town. Wc like to keep away from pro grams as much as possible. Fd like to bear Mr. Steel, perhaps, make a little more com ment on what is good radio as fat as listener interest is concerned. We have a feeling that this is quite likely to be--I wish I had some of Charley's words, here --perhaps andial monotony by virtue of hearing one voice over too long a period. I am not sore what the length of that period might be, but I think ** there is a very good possibility that yoa can de crease your interest by virtue of the listener just hearing one sound or one voice for a loog period, longer than Is necessary. We have tried to go on that premise and avoid that, In avoiding that, we only stick ' > ooe voice or to a talking program when we have some name value; like one of the visiting firemen or some more or less preen meat person. Otherwise, we break it down to an interview with at least ooe other voice, and very often try to break it down into at least a roundtable with three per sons. Then, when we don't have a pugim with any particular person or any portae*lar name for talking; we try to base it manr or less on a dramatized narrative or a strict dramatization followed by a narrative, broken down, again, into two voices; that is, ooe voice In one paragraph and Ji,*n*fcrr voice in the next paragraph, and try to keep it at a pretty rapid-fire pace, on the theory that you are more likely to interest if you don't have a monotonous program or just that ooe voice coming all the time. We nse sound effects quite a good deal, too. I think. eaqocationiMy. too, that thax type of program treatment is not success ful unless yon have trained people. Yon Tragic Section 267 have got to have actors or voices who are really trained and expert, and if thar isn't possible I think probably it is better not to attempt it. Most stations, I believe, have-- those of the larger type--characters avail able either m the station or have, more or less, semi-amateurs around. Yon have Mother opportunity, of course, m drama, schools or drama classes in high schools or colleges, bat I do think that all the safety programs should be kept on as much of a professional level as possible. They should sound as much like the pro grants that you hear over regular broad cast periods as you possibly can make them. The nearer, I ihmh, that we come to that professional level, the more reception we are going to get. if it drops down too much to either decreased listener interest or in actual production value below the profes sional level, we lose Interest and I think we are likely to lose the time aa the air. I drink these factors should be considered. I would like, perhaps, to have Mr. Sted mention one or two things about the possi bilities of getting writing talent. Where do you get it? In newspapers, yon will often send your material in and they will a.ai|n a reporter. Will the radio do the same? Will they assign a write to cover the -- * l that you make up or do you have to go out and get a comaaerrial man? Jen bom can you arrange that? MR. ; Writ, with the larger sta tions, to ate pretty busy all the time, it is not always possible to get a continuity lisu1 amigmiij to your particular job. There sriB be ooe assigned, but it may be e* a icniti basis. For instance, here in Chirago the material that comes in to the n*ragTi tfalwnt is written by somebody in the pay of the Safety Council people, and tftw person--I don't know who it is--is un- deribtodtyr someone who has bad experience in radio, became they come in with a cer- " rscrikat m writing. They are not ' done. That is the most suc- Xf poo have to go to the station apd say. "We have to take ooc of your writers," who if probably overworked already, to put tris aof on, you have one- more hurdle to overcome. If you can get anybody to write ttea and yon cw pay them for It, that realty is the best and most successful way to do iL There are continuity -writers on the stall of all stations so that talent is available, but it is usually ifitjch over worked, because it seems that in the man agement of stations, they usually will hire too few writers, or they can't get them, so there are never enough to go around. They are there but you can't get them. You have to work that oat with the station manager. You brought up a very interesting point as to whether it is better to me ooe voice or not. I think it depends on whether that voice is good or not There is, as I said earlier, no mystery to radio. You jost listen or not, according to whether the people are interested. As for the one voice matter, there U a fellow by tbc name of Paul Gibson on WBBM who talks for a full hour every day except Sunday, extemporaneously- He doesn't have anything except notes. You'd say the hour was an ungodly hour, too, from six to seven o'clock in the morning, and yet that program is probably the most popular program, taken by and large, in the City of Chicago. He has 22 sponsors and a waiting list. He doesn't do anything but talk all that time. MR. KING: You probably have that one Mr. Gibson in Chicago. . MR STEEL: He is not common. Gib son and I went to the University of Cali fornia and we became friends there. He came to see me in Chicago. He told me about this plan and I said, "For God's sake, Paul, you can't talk for an hour. They will throw you off the air." "Well," he said, `1 can just the same, whether you think.so or not." Ordinarily, given the same amount of professional ability, of course, there is no doubt that more voices make the program less monotonous. Therefore, unless you have some Paul Gibson, it is better not to have one man talk too long, and you are absolutely correct about one thing. If you are going to dramatize your stuff, you have to be sure your actors arc good. There is nothing worse than a dramatization where 4 the actor is no good. There is one thing that you mention, there, on which I want to place a warning. There is an actors' union, AFRA. they call it, and this AFRA greatly objects to your bringing amateur actors, even cm a sus- 268 33rd National Safety Congress, 1944 taming program, who are oot paid. If we put on a program, a dramatization that is not sponsored. WBBM has to pay those actors, ineluding rehearsal t*mr MR. KING: There are quite a few ama teur people who are members of that MR. STEEL: Now, that doesn't you can't put on an amateur. When we.pot on an amateur its Chicago we have to hire a professional to sit there and be paid. SERGEANT BERLIN: Is that true of transcriptions--a transcription made with local talent or amateur talent? MR. STEEL: You couldn't even put it on the rack. If a station ran one of your radio transcriptions against AFRA rules, you'd get the station thrown off the air. They won't dare touch it at alL CHAIRMAN VIBBERTS: Our speaker for this panel, and the panel members, have a chance to have a little say, we arc going to throw this open, this session of MIt Pays to Be Ignorant." Direct the question generally or specifically to any one of the four taanbers of the pandL We will throw it open now and let's bare your questions. MISS MARGARET WOOLVERTON (National Safety Council) : I'd like to ask a question. Is there any way that a safety council can measure the listening audience that it has, if it has its own program? If it has a program, how would it go about finding out bow many people are listening to it? - MR. STEEL: That is taken care of during the daytime boors. CHAIRMAN VIBBERTS: The ques tion is raised as to bow the Safety Council can determine the number of listener* to any particular program. MR. STEEL: I was answering that fry saying that there is what we call the "Hooper Survey," which takes a survey of the listening audience all the time from 9 o'clock in the morning until 10 o'clock at night, weekdays, and Sunday from 12 o'clock noon until 10 o'clock. That meas ures the exact audience at all for the stations, so if you happen to come into one* of those parts you can get it. If it comes in one of the unsnrveyed portions, you don't get it. except by special surveys. Columbia has what we call a "Diary Sur vey" that is made in all hours of the day, but is only made in certain times of the year/ MISS WOOLVERTON: Is that survey made throughout the country? MR. STEEL: Yes. Hooper is made nationally and so is the Diary. Of course, surveys can be made, but they are rather expensive. A survey will cost you prob ably--well, in Chicago, % lorvcy wiu cost about $500. These things are not cheap. The Hooper Survey, yoq see, takes those . figures and then sells the service to stations and networks and advertisers agencies. It costs shout $150 a year to get the service. MR. KING: Of course, this won't give you anything like an exact idea of your audience, but ooe thing that can he done is to offer something on the program so as to see if you get any returns from it. if you get any returns at all, yc know that you've got some listeners, and if you hap pen to get a fairly good little influx, as we happened to get when the National Safety Council put out their tittle pamphlet on House Canning Accidents, then you know it is an right We offered to send that to anyone interested, and made the offer on the air, and we got quite a lot of requests. As a matter of fact,' in ocr state we got something like 15 the following day, which I personally think is rather tremendous, and those requests continued over a period of approximately two weeks, and altogether we sent out rather more than SO or 60, which I think is quite a high request for that type of program m oar particular slate. It does show you that you do have some listeners, and >it is one way to find out whether anybody is or sot MR. FABER (Iowa): I'd tike to be en lightened a bit about the professional people tiring safety programs. Probably I ain die only one who didn't understand him. I think that in this safety work, by using the radio to get Bill Jones to get Mary Smith to walk around the street correctly, and using the professional. programs like Rinse .White or Clark's Tcaberry, makes you lose that personal appeal MR. KING: I thick what I was'trying to say was that the program should be kept on a professional level, and that that they should be as good or nearly as good as the program that you normally bear over professional periods on `the air. I think Traffic Section Z69 thxt-is what I said or what I meant to say, at any rate. m? STEEL: The other .question, if I may answer that--I think I understood the question which you had In your mind I *v*SwV, as to whether it is a good thing for the safety message to be tied up with com mercial programs. I don't agree that H will hwt you any to be teu up with Rwso White or any other program, food or any- else. it is properly handled. In other words, if the announcer does it prop erly everybody knows that it isn't Rtnso White talking, anyway. You get it in such way that the authorship of the informa tion is clearly given, and I would not, by any means, decline to go along with any free time given on the commercial pro grams. MR- }. MURRAY (Dallas) : I'd like to know if yon any difficulty where you have more than one station m town, several stations that you might use. There is some sort of jealousy between newspapers and we find the same thing existing in radio, and it is a tittle tat difficult to get co operation. . MR. STEEL: We don't find much of that in radio, as far as I know. I can't answer for everybody because there are a lot of stations. There are 600 or so. There may be some times when that would apply. I however. It would only occur where you have some program that has bem very carefully worked out by the safety people and was realty desired and bad muzsual listener interest. You know, if you bad somebody who was a big star on the radio, Phil Baker or somebody, come out there, you might have jealousy as to who got that ooe, bwtqtr it is very unusual. It is gen erally considered a good thing to do some thing for the safety people, for the good of die community, and there isn't usually the jealousy angle involved in that sort of service as much as if they got paid for it. MR. MURRAY: I was thinking, particu larly, of campaigns where yon had some thing in which you'd want to get all the radio time you could for some particular period. MR. STEEL: Yon mean, one station would get more credit because of having it exclusively. Well, I wouldn't think so, from your angle. I would, from our angle, yes. If I were running something and I could get it exclusively, I might like it, yes, bat from your angle; I wouldn't think it would be good for you to do it, because then the rest of the stations are going to he sore about it. and you will get yourself in wrong with all of them to get in better with one of them. I wouldn't think it would be a good policy. MR. MURRAY: You'd try to put over the thing with all of them on that? MR. STEEL: You'd have to be im partial. MR. MURRAY: We have it a tittle bit complicated. We have a municipal station. HR. STEEL: Oh, I see. Well, it should be impartial regardless of its bang maniaptL The safety people should say. "We will give it to the municipal station and the other stations." I wouldn't play any favor ites, even there. I thank it would be a mistake to do it. THE CHAIRMAN : Any farther ques tions? MR- STEEL: Have any of the safety people here had any difficulties in working out dope with the stations and getting your stuff on? ANSWER: We haven't been able to get the program started. Our pedestrian deaths in Akron are very, very high. What would be your suggestion of bow we can start it, very briefly? Where should wc go first? MR. STEEL: Well. I think you should go first to your Akron stations, and to the various program directors, and the educa tion departments, if they have them. I'm not sure whether the Akron stations have them or not, bot go first to the educational director or the person in charge of educa tional work on the station, if there is one. If there isn't, go to the program director, and talk it over with him and say, "Now. this safety work is tremendously important and worthwhile;" and you will find that they vr* ee, I know, and then say, "Wdl, look, we would like to furnish you some safety material," those one minute spots which I mentioned, "which you can put in at your discretion in any open spaces you have, and v> . strongly hope and urge that you put them in." You give them material and let them pick the time as to when to put them in. If you go about it 270 33rd Motional Safety Congress, 1944 in the right way, 2 am sure the Akron stations will cooperate. I have done a lot of advertising in Akron stations. They are mostly live wire people, and I am certain they'd give you good coop eration, providing you will furnish them with safety messages about one minute long, for them to put in when they can. But. if you go to them and say, "This ts & fine thtrig to do and you do it," probably, they won't do it. If you go to them and say, "This is the thing to put over, these little messages, and we'd like to have you take these and put them on," T think it is almost a certainty that they will do it. * MR. WHEELER (Portland, O.) : Assuming that your local stations would offer you a fifteen minute program, and again, assuming that your local safety coun cil had up to ten thousand dollars just for that one program, could you give me an outline of what would be the ideal pro- gram? 1 know that no load safety council has ten thousand dollars. Could yon give me an idea as to what, hi your opinion, would be a good safety program? MR. STEEL: If yt>u had that much money to do it, I believe a program could be designed and written thar would be good. Hrst, I would get the instances that you wanted, dramatized. I'd 2 drama tization for fifteen mingles with profes sional actors and professional writers of these playlets, and take on each one the actual story, the story of the boy or girl who was hurt, or who was saved. Base them on actual staff, bat pick stories that have dramatic value. You have to have dramatic value a* well as authenticity. Have it written up by someone who is a good dramatic continuity writer, have it dramatized, and if the person -was saved, get him or her on the program, as the end. One very' successful way of doing that nowadays that saves yon some mooey, even if you have tea thousand dollars, is this: You can have a narrator do H witlt sound effects and music. You can do it with an organ and a sound effects man and a nar rator. It doesn't cost you mwrh money in any station in the United States, There is no station that doesn't have an organ and sound effects and music. They have to have that to run a station. It is a very modem way of doing it. It is done on the biggest stations. You can put over a fifteen minute program that is very good, if it is well written and your narrator is good. Yon can put on a pro gram with tremendous emotional value, and much more so because it is founded og facts. I think if I were doing that with money anywhere from one thousand to ten thousand. I'd do it that way. MR. MURRAY: That would be eco nomical. . MR. STE.EL: That wouldn't cost much. You coold probably get the money donated. Speaking about donations, I think having a worthwhile idea like that is good because you can probably go to some civic-minded people in your town and get money put up to hire the actors and get a little music and that sort of thing. If you have a spe cific plan it isn't bard to get the money. MR. KING: Mr. Steel, that is essen tially what we do in otar programs, and the station takes the program and runs it without any program charge: It is rim as a public service program, and we have to pay the cost of hiring the actors that they get. We have to pay the cost of the records and the cost of the transcription, so we get four fifteen minute programs a month for a cost in the neighborhood of from $35 to $40. MR. STEEL: That's right. You can get it at very little cost. The cost is not rca% a stopping point. If yoo have a good idea and somebody to handle it properly, you can manage it. MR. MURRAY: Ooc good program a week is better than one daily program of mediocre value? MR. STEEL: Yes, ooc good one a week is better than six poor ones, a lot better. MR. HICKERSON: Mr. Sled, when ever the FCC pots them back on the air and we get permission to do that, what do you think of the value of the "Man on the Street" interview? That is, the interview with the person right on the street? It ooold be a sponsored program, I suppose? MR. STEEL: Yes, it can be sponsored. It is a very good kind of program, wben the FCC allows yon to do it. They don't allow you to do it now. I put over a suc cessful interview type of program ha half a dozen cases. Again, it depends entirely on your istervie wer. If the interviewer is Traffic Section 271 good, quick and natural and fast, why, yon will get a swell program. Of course, if be is -a dud. you have a dad program. SERGEANT BERLIN: Td like to get your reaction to this: I'D have to give you a little background for you to understand tins. In Illinois we are plamang to spon sor a coolest among our students in the 600-odd driver training courses is the high schools. We have dally cocrtarf whb our high school students through assembly pro grams, demonstrations and so forth. We have played with the idea of laving all of these 600 driver training courses for a cer tain fifteen minute period time in to a sta tion which wifi reach die entire state. If we were to come to a major station and say, "We would like, because of the strength of your station, you to assist us here in getting the winner to talk to the others"---what would be die reaction from die public service standpoint? MR. STEEL: I thank you could get it done, if yon wait to a station like WBBM or WMaQ. This would be what we call a "Special Events'* program. For instance, yon had a National Safety Council talk yesterday afternoon on CBS. That is a good example, nationally instead of locally. That took of a regular program. They were glad to put It on because there was enough general interest to make it worth while. I am sure this could be put oo if you go to the special events people and sell them on the fact that your program has enough interest. They will judge partly on the fact that it is worthwhile to do so to help safety, and partly upon the interest of the thing. It will depend jl lot on how yon work It up. I think it's a good idea. SERGEANT BERLIN: There is a guaranteed listening audience there, whether they like it or nob The kids will have to listen to that program. MR. STEEL: Not only the kids. All the mothers and fathers and sisters and brothers. They will listen to it. I think you can do that with the special events department MR. KING: I don't know whether other states have it, but in our state we have a state-owned station and this state-owned station has programs directly wired to school classrooms for consumption. I think other states do that, too, to some extent We prepare a script for this school boar every week and that goes directly into the schools. Maybe if you have such a thing it might channel through that, if there is no other channel. MD. EDLUND: Wisconsin has the same idea. It is the College of the Air, as they rail it. They use safety material on that. MR. STEEL: You am get that on the School of the Air on WBBM. Um o! Films and Motion Pictures in Traffic Safety Education By IRVIN E. DEER FkU Bapranantm, Motion Picture Producer* mid Distributor of America, Inc., Evanston, DL smug things in a ment is so draw attention to the is ralknrt Hayes Office, as * a bloe-noscd board of aspic seem to think that is fa That is just one of t As a "***** of fad, we ysb over until 1934, and m started in 1922, ai ry begiming Mr. Hayes rip known as the "Czar" of Service Department of an organization division. that has been set up for the purpose of cooperating with all sorts of groups in which we feel that we will be able to raider a service. I have jotted down a few notes so that I can get through quickly here, because I think that the discussion part of the meet ing is always the most valuable. I put down three things that I should like to say as a general background. The first is that no matter bow much we perfect our mechanical equipment, and no matter bow much we may develop our traffic engineering, and those are both neces- 272 33rd National Safely Congress, 1944 mry. in tbe bst analysis the safety and traffic will depem1 upon the human The second tUaf is that if we are to ptw oor onphiiss on the human element ***** Hot we most have a continuous program of edocatico, aad in that program of education we must ace the best possible techniques* la the third place, being a representative of the motion picture industry, you would expect me to say that I consider tbe mo tion pictures ooe of the very important techniques which can be osedL As a matter of fact, the ax of motion pictures by the government daring the war has indicated as never before how valuable that technique is* Tbe tremendous problem *fg> confronted the nation is training the rmllWn. of men and women who came into the armed services oat of civilian life was recognised by very few people. The very complicated apparatus with which modern warfare is waged, the problem of the mrmbers to be trained, soon led the govern ment to adopt a technique of using motion pictures in training. Records have been kept and in may of these processes we discovered we could, save as much as 20 per cent of the time la train ing-. In other words, when, as happens in some processes, we save as much as 80 per cent of the time in training, the overall average is 40 per cent. That indicates very clearly that this is a potentially good tech nique. and I believe that it will be tre mendously expanded when the war is over and these millions of men and women to tbe armed services retain to their com munities to participate to the community life. Naturally, we fed that particularly oo the screens of the 17,000 theaters of the country we have an opportunity to reach a very large number of people. The general esti mate now is that we have approximately 20 millions of people who go fo toe movies every week, and there they can see only what we want them to see because every thing is darkened and they see only what is lit on the screen, and I would like to call attention to this fact, which was empha sised by Mr. Steel, in regard to radio. The same thing is true in any type of education, and particularly true of motion pictures, the thing that makes that a very fine medians for education, namely, that the presentation is always dramatic and that it appeals to the emotions, wbief^ after all, U a very important matter. We need to appeal to the intellect, natu rally, we need to get our information across, but pa order to get action we most appeal to the emotions, and that we can do pretty well with a motion picture. Of course, traffic is motion. Motion pictures are mo tion. and consequently, they are probably a more effective, a more appealing method 'to technique of education than the spokee word, which our preceding speakers have indicated sometimes cam be very <farfl, and certainly we have tbe attention of ihe people as we do not get it any other way. We have been very greatly interested to the work of the National Safety Comal through the past year, because they weal at the thing in a way that Mr. Steel indi cates is a good way to approach radio, namely, the motion picture committee that was Conned first of all, outside, I believe, the National Safety Council, although, of coarse, tnduding the people who are here representing automobile companies and in surance companies. . That motion picture committee came to the industry, dm motion picture industry, first, not with a request that we do some thing for them, bat with a request that the; be peftnirfrd to cooperate with us and tint they do something for us. They presented statistics which indicated that through the natural, normal processes of propounds at thdr disposal, they could reach no less than a fear milbon people with messages through their publication*, bulletin boards and little fillers and envelopes and all that sort of thing. They suggested that if there were sequences in motion pictures that were significant and vital for education and safety in traffic, largely, although other fields were included, that, they could bdp pub&cize those picture* and draw attention to than. Naturally, oar industry was very modi interested to that Through the past tea years we have had very fine cooperation. We believe that the weak of that commit tee has been very effective to drawing at tention to these sequences and, consequently, teaching a number of people to see what they look at. Tbs motion picture goes very rapidly and we know that there is very Traffic Section 273 muph m every picture that the vast majority probably of the doesn't catch. I believe that the annual award by the Safety Council for the best motion picture presentation of safety has been a very valu able thing Colouri John Stilwell, just a short time ag*o in the City of Washington, presented tbe moral plaque which was re ceived by ooe of the officers of our organi zation to behalf of the Mctro-GoldwyoMayer Studio* and Pete Smith. That plaque ten 1943. which was the year for which ***** award was most recently given, was for tbe Seventh Caiman, which was Pete Smith's very delightful aad very in formative and very impressive picture on accidents. Then they have two honorable mentions. It uons that Metro-Goldvyn have the hon orable mention*, also, far a sequence in "Swing Shift Mattie ** Those of you who didn't see that pktme may not recall that in ooe of the sequences ooe of the girls objected Co having her head covered. She didn't like to have her hair all tied up be cause that interfered with her glamor, and her hair was caught to the machinery. You remember that little sequence, those of you who saw it. . Tbe other safety honorable mention went to a picture made by Colombia called "Good Lock. Mr. Yates." I think that committee has become an in tegral pvt of tbe program of the National Safety Council. The secretary of that com mittee for tbe last ten years deserves a lot of credit, became as a stimulus for the work of that committee there have been a lot of motion pictures made. Motion piettaa* can do a great deal more tins many other thing* to a number of ways. I was interested recently, in tbe matter of advertising. We have to be care ful. of course. A very defightfol picture, which. toridcntaOy, is doing 408 per cent of normal basiuna all over the country for an average, was "Going My Way." After the church hud burned down aad they bad the thing sort of put into temporary shape to be used, st was rather interesting that the old priest cooks up and very lovingly doww the lid of an electric organ. He takes his sleeve and wipes just a speck of dust off it, and no mention is made of the fact that it is corking good advertising for the people who make Hammond Organs. We have made on the average, as far as our industry is concerned, in addition to the pictures that have been made by Safety Council on driving, many others. Many insurance companies have made very fine safety films, among which we might mention, "We Driven" 4'Women at the Wheel," "One who is Beautiful," "The Coffin on Wheels," the ".Devil Is Driving," "You Better Ijve," and picture.* like that and they are available for wide and ex tensive use by local groups. The pictures which have been made by the motion picture industry, "Hit and Run," and "Drunk Driving," have been reduced to 16 millimeters and are now available for school use and can be secured by anybody applying to the Visual instruction Service of their State University. In this State of Illinois, down in Bloom ingtoo, for instance, an insurance company entered into some land of arrangement with local theaters and had this picture, "Drunk Driving," projected to the morning, when the theater was not open commercially, and arranged through the school authorities to have the high school studoats dismissed in groups of sufficient number? to fill the theater. They also made arrangements with the. State Teachers College, the Normal University, and tbe Wesleyan College which is also in Bloomington, so that to that way it was a very good setup. There was co operation between tbe theater and the teachers and the school authorities and an insurance company, who did it merely as a public service to an effort to create a bet ter understanding .of the difficulties and the dangers involved to driving when you are not to full possession of ail of your facolties. . I was thinking, when the question arose as to tbe advisability of tying up your safety education with some of the com mercial people, that when it comes to any matter on drunk driving I wouldn't take it op with any of the liquor advertising people. Otherwise, there probably wouldn't be any objection. ' ft *--as I discus* matters of this ktod that there are three problems that arise that seem to concern most people. First is the problem of where are films available, and where can they be secured easily and ,274 33rd National Safety. Congress 1944 without too much cost, and secondly, where can you get the apparatus. Much of this land of education needs to be done in groups other than in the theater, although that is a very good place, particularly in the situation where the sequence comes in a regular entertainment picture, more or less inridmtally- It seems to go across very macb better, I think, than jut a straight forward presentation. Where are you go ing to get the portable apparatus that can be used? Third, how can yon organize to do the thing on a thorough basis, not hav ing it merely haphazard? Well, there are a great number of films that are available- The insurance companies have films. The schools have made films. I notice that the Safety Council has a mimeographed Ust of films that are free on their exhibit table downstairs. One of them was made by a friend of mine for schools on safety, "Riding a Bicycle m Traffic.'* Incidentally, some of the communities might well tie in with high schools in an effort to get some of these films made. Of course, you will have amateurs doing it, bat they are very effective, and apparently do a great deal of good. Incidentally, the high school where this particular film was made op in Milwaukee, was so tremendously interested in the thmg that aQ the students became greatly aroused over it, and prob ably ooe of the best bits of education that came out of that was the education of the boys and girls in that particular school while the picture was being made. That is also a good way to do it. I think yon will do a great deal, for instance, in this matter of drprrv*^iryt*n^ for your radio program, too, in that way. The people who partici pate get probably the best education oo that. As I say, the various commercial com panies have these films and there are certain ones that have been made by the industry itself that are available for schools. I emphasize that particularly because of certain restrictions of our copyrighted ma terial and our desire, nor to get into diffi culty with our customers, the local ex hibitors m the theaters. We have to limit the use of these pictures when we reduce* th*rn to 16 millimeters for schools only, to be shown on school time without admis sion. Bat they are easily available and very inexpensive. You get them for the same price from the State University that you get any of your other films that are used, because the film is made entirely on a non commercial proposition. - Those films are given by the industry on the basis that they will be distributed on a non-commercial basis; merely the cost to the State University of handling the busi 9 ness is involved. I think that the problem, of the appa ratus is exceedingly difficult at this time, because none of the manufactorexArc per mitted to release the 16 millimeter pro jectors, except on certain priorities which can be secured, but which axe a little difficult to secure. I was thinking of what is going to happen to all these portable projectors which have been * made by the different companies and sold to the govern ment during the war. Many of these fac tories have trimmed their usual output and their entire output has gone to the govern ment. There will be a large number of those projectors that ought to be available for the public, to be sold as surplus mate rial following the war, and some of them, of course, will be unusable. Many of them, however, will be in usable condition, and others could be inexpensively rebuilt I believe that it might be a very valuable through the National Safety Gooocxl, for '* approaches to be made by roefa a organisation directly to the gov- wiywirf to see if some arrangwnrnt couldn't be made in the release of that surplus onterial for. some reputable organization to | 8 I I a B get it for wide distribution. It could be B done at a very low cost, and I think prob- 9 ably that would also solve a good many I other problems. | It would solve some problems for the motion picture industry, which is somewhat ' concerned that not very many of these projectors should fall into the hands of chaps who would than be peripatetic ex hibitors going arteod to a lot of small com munities, giving performances which would not be altogether a credit to our motion picture iodustry. The various companies have apparatus which can be borrowed. I know that be cause I do a lot of that borrowing myself. I have known the Ford Motor Company, for instance, to buy a hundred portable prolectors on one contract. Intenmtioaal Har- I 5 | -Traffic Section 275 vester Company has portable outfits. The oil companies have them. Any number of these commercial concerns have portable equipment which can be purchased. Well, it can be borrowed. Many schools are get ting equipment and frequently they will per mit you, by getting ooe of the boys who knows bow to run It to go along with you, ;o take the apparatus around to your meet ings. My experience is that there are various numbers of groups that are open to these educational approaches. Out of my own ex perience, I can say that I am amazed at the great number of groups that are willing to sit down and listen to somebody talk, and I think that if you have a picture that can be used which is attractive and interesting, you can get an entree Into all kinds of groups, all of the service dobs, and the women's dobs. Libraries are now getting Into this field, schools are anxious to have material brought to their attention, and they arc the ready-made groups that the Sergeant spoke about. They are just brought in and you have a ready-made group. I dunk that our chief problem is that moat of us have too much to do. If a man is -writing material and furnishing it to the newspapers, he has a great deal of diffi culty in taking on the radio, and if he has some little chance with the radio he prob ably has tto chance whatever in this field of motion pictures. I believe that it would be a very advisable thing if we could la same way seenre the cooperation of somebody who might be at tached to your local safety council, perhaps ou a part-time basis, or even on a volunteer basis. Let cs wv that the teacher in the public schools, who is a director of visual education, would be a very good person to tie up to and have some part-time service and let hira have the opportunity to de velop that on a real thorough-going cover age of the entire community. I think that I want to emphasize the fact that you will get along much further in this land of education if you go into groups that furnish you their groups all ready for you; the high school assembly, the college convocation, the women's club meetings, rather than to try to set up special groups. It is always difficult to get yoor audience that way. I have been instructed to say that the motion picture industry has appreciated very much the close cooperation it has re ceived from the National Safety Council through its officers in the past many years, and that it is very open and ready to extend that cooperation in any bdpfol way. A Panel Diacuadon (Same Subject) Participants: Discussion Ltxtdtr: C. D. Vibbe&ts. E, W. Wonont, Asst. Prof, of Electrical Engineering, State College of North Carolina. Caft. J. O. Musics, Safety Div., Texas Dept, of Public Safety, Austin, Tex. Dobothy Pckxaxd, Executive Sec, South Carolina -Highway Traffic Advisory Committee to the War Dept, Columbia, S. C MISS PENLAND; I don't think we have any problem selling anybody on the idea of whether traffic safety films would be worthwhile. The Army and Navy say that they cut their training program 40 per cent just through films and that is a very good point in itself, and the schools hi South Carolina are very interested in pic- tores and are using them, but we don't have^ a great number of films available for their use, which they think, are good. We have in our Highway Department--` most of the work is dooe through the Safety Division of the State -Highway Division, under their control, and we have in our li brary 39 films and more, prints of those films which we consider good, and which we would prefer to send out as being ap proved by the deportment. We have three places where people are interested in safety films. We have the gen era) adult groups, clubs, and civic groups. We have the schools and we have the train ing of police enforcement officers of the State Highway Patrolmen, and we have the City Police, who also are coming in with the department and working on traffic safety. We have a discussion on as to which is 276 33rd National Safely Congress, 1944 Tragic Section Z77 the most important, and I am said on the id<* that the school is, because yon get a more important and more lasting nine throughout in the use of schools than you can get immediately through the civic groups. People here will disagree with me and say that it is important, more so than I think it is, but we don't doubt at all the framing value for the men in the patrols and the other enforcement officers ia the state. Now, with those 39 films; you can see that we don't have a great deal to go around and repeat. If you wanted, say, 10 films for the schools, we might have trouble find' ing 10 films that we thought were awfaUy good. The schools say they don't want en tertainment in traffic safety films. They say they want instruction, mainly. That is what we have trouble finding so far. CAPTAIN MUSICft: We have been using safety films in our cowtty for the last several years. We have Been using any kind that we could get. I think that we have a lot of films. Sosne of them are good and some of them are bad. I think that it would be false if we tried to kid ourselves that all of the films we get are bad. We have bees making, down there in out oolleges and uni versities, a great many studies that we have been following with a great deal of interest for some time now. These studies that we have as you no doabt can actually laifiptf, show that a film piopcily used wifi mrrravr" teaming in any subject. The sfmfirs that we have made show that learning has hem nrrnifd from 10 to 50 per cast by the at* of visual aids. We have been interested ia the rctcu- tioa of knowledge from the use af visual aids, and of course we know that the re tention of knowledge is greatly .increased. Of course, its value to us is high when we can reduce the time that is required to teach a particular gives subject Now, I think that we need a greater pro duction of safety films for our use in the future than we have ever had ia the past. I think that we are overlooking a good bet there and & good opportunity unless we do see to it that somewhere, somebody, people who know how, produce films and snake them available to proper sources through out the country. I think that we need a little more study made of the films that we have and of the filnis that we shall have in the future in this respect. When a fibs Is made, I think it is generally true that it is appraised by a group of good authorities who slate their opinion of the film, bat the use of this film through a controlled situation might turn out things that we had thought about. In our country we hope to make a good mrany of tbose studies by taking controlled situations, taking a pedestrian film, for in stance, and going on to schools as nearly idaitical as we can get thorn. Wc will use the film with one group and make a study with the other group without the use of the film, and see just exactly what difference there would be in a month from now or six months from now, and a year from now in the retention of the acquired knowledge. I think that we need a great deal more studies In that respect. . We have made a few films ourselves. The films we have made are such that we are not very""proud of them, because we had to experiment with them. I would like to hear from this group, if it is possible, before we get through, as to the reaction and expe rience here relative to the different kinds of films, the value of a sound film and the value of a silent film. The research that has been done in oor part of the country has been rather interesting in that respect. We have people who say the silent films are no good. Some of our studies show that a silent film, if property used, produces good results. I'd like to bear your reactions of these 16 millimeter movies and of the film strip and the film slide machine as to what you think shoot them. I thlnic that we have opportunities in all of them and that they can all serve good purposes if they are properly used. MR. WINKLER: Whoa Mr. Hoteatt .kcd ne to pxncb-iut for him be described briefly what had been done in the Highway Safety Division m North Carolina. Frankly, It is very brief as far as films ore concerned. About three years ago a trailer was made showing the Governor speaking on safety. That trailer apparently did not produce the desired results, because it was only shown foe a short time and no other trailer was made. Now, it may be that they didn't have the money to one. I don't know. He said that be has shown a number of produced by General Motors or by Ford Motor Company or by others that are available. He also said that they have shown a Dumber of the slide sound films made fey the National Safety Cdundl and others and he has found those to he. very good He said that he wanted to use more of them and hoped to work them in. As far as my own work is concerned, X might say that as the acting director of the recently organised center of safety educa tion in North Carolina. I have been inter ested in traffic safety problems. I have been working with industrial safety for threeyears, but I have lectured a great deal oa the home safety and traffic safety. I have found two National Safety Cotniril films very good. I have used them because I didn't I have any others to use, modeotally. Ooe is "Defensive Driving.** I have shown that to a number of dote and talked on it and it seems to produce a very desirable effect. I have shown the film. "Are Your Feet Killing You?** to several P.T.A. group*, to cue or two church groups, and to three or four civic groups, and I have found that that seems to prodocc the desired results. Incidentally, 1 have always taken ten or fifteen minutes to present the problem beB fore showing the fihn and have tried to put 9 the audience in the proper frame of mind 3 I think both of those are excellent. There is one kind of film--it is my own idea--that somebody might work out, I have seen a vnxnber of machines sowing accidents, bringing out the horror, the trag edy, and the suffering, and for reason or other it just doesn't prodwee the desired results. I would like to see some pictures mode to emphasize that nasally it is just plain darn foolishness, stubbornness, high temper or some such characteristic that the average man doesn't like to admit he has which invariably produces the accidents; which causes the unsafe act which may result in the accident I would tike to see a picture that would emphasize these characteristics as the source of accidents, because ft might wak some people realize that they have rwfam un _ | desirable characteristics which they might want to get rid of, and if they got rid of them I am positive we would have fewer unsafe lets and aosafe conditions, and in 3 B that way we would have fewer accidents. jjjg CHAIRMAN YtBBERTS: Wbatnyoor feeling, Mr. Deer, as to the relative merits of the silent and the sound film ? MR. DEER: My feeling in regard to the matter is that the sound film is supe rior. I might say that my attendance at many state teachers' conventions, however, leads me to realize that there is a very great difference of opinion on the part of Ijgrhiwi at IA |K mUIjva nu>.|lj u. <1.^ classroom. 1 don't think that that has been definitely settled yet. I think there arc some situations in which, for instance, the slide or the film strip is a better educational technique than the motion picture. I may get shot by my outfit tor saying that, but the problem with the motion picture is that it goes pretty rapidly and many parts of it may be missed. Mr. Winkler's suggestion as to bis tech nique is the one which is being used and recommended by those who seem to know most about the use of films in education, namely, that you do not get the desired results merely by showing the picture. You must prepare the group for the picture and it is advisable to have some discussion of it following the showing. You may then, after the discussion, want to show the pic ture again, because they will see a great deal more of it, perhaps, on that particular day, or if not, perhaps the following day, than they did the first time. That is good classroom and pedagogical procedure. I doa't think that there is a "Yes'* or "No" answer dial can be given to that. I do think, however, that there is a very de cided trend toward the use of the sound picture. - MR. KING (Oregon): Mr. Chairman, 1 have a tittle phobia on film, that I'd like to throw out here in connection with this par ticular discussion. In our state, so far as dealing with high schools are concerned, after the war, particularly, we will have to take color and sound films in or we might as well not go into the schools. That is a thing that we are facing with certainty. The reason is that there are a lot of other people taking films into the high schools and they are going to be taking some aw fully good films in. They are doing that DOW, You go into a high school with a film that isn't as good as they saw yesterday and the kids laugh at you. We had one case of a film we got that we thought was pretty 278 33rd National Safety Congress, 1944 Traffic Section 279 good. It was supposed to show an elderly gentleman and two ymmgsters m it; one, an elementary school kid, and one a high school lad. The high school kid, conserv atively speaking, looked like be jost grad ated from school and every high school kid in the state caught that and laughed the mkote be came oo the screen. 2 think that front oar experience at least, you are going to bare a very critical aadl~ enoc so far as motion pictures are cock oeraeri after the war. I a lot of these youngsters are pretty critical now, and if you go before them with a film that isn't as good as they see onfinarily, or that doesn't meet their ideas of what is right, I don't think yon are going to sdl anything. It comes right bade to the old story that if you are going to sell safety you bare got to wrap it up in a pretty neat package, and I personally ass more or less convinced that the only thing we need to do in the post* war period is to have sound and color. It seems to me that there has been a lack of continuity in safety films. You have oo series of films that you can take before a group and carry more or less of a continued story through either the pe destrian phases, the bicycle phases, through child safety oo to motor vehicle driving. There is no such thing as a continuity that you can present to your andicccc. We need something that you can start with in one group and follow through with good continuity, and I think the best ex amples of what we need are the army train ing fibruf which probably most of yon have seen. ^ I think it does the thing we need. It combines sound, the narrative which you have to have, more, eves, than any charac ters. You have to have the narrative which explains, and yon have got to have the animated drawing, which illustrates vividly and clearly the point yon are malting com bined with some drama, some accident and some actual scenes of life. Those points are things which I fed are very important in the future of oar films. If we don't have them I don't thank that we at least are going to get anywhere in our sales. MISS PENLAND: Mr. King said what every school official I have talked to said and expressed it very well. You have to compete with professional motion pictures. . I would like to ask Mr. Deer something. Would the movie companies be interested in making, for sale, shorts that could be used a schools? MR. DEER: It is very difficult to know what the morion picture industry would be interested in. became, foe instance, in our association ve have 42 companies, and they are very, very different. Some are inter ested In some things, and some are in terested in other May I say fins: fiat 1 am not at all inclined to be ovo oprimistic about the willbigness of the companies to make films for this land of education and sdl them to you. I think they would probably be more in terested us an idea which could be used in a short subject, let us say, by some chap | like Pete Smith or John Nesbitt, and men like that. 1 am sang them now. We have a lot of men, but I am using those two as an example. They would be interested in a' film*wfaich would be just a one-reeler that could be entertaining enough so that we could use it in the theaters and then have it reduced and made available for other groups. I think I can say that because that is what we are now doing. Some years ago the General Education Board, which is financed as you know, with Rockefeller money, together with our office, cooperated in setting aside a hundred and twenty-five thousand dollars for a re search project that was headed up by a committee composed of the most distin guished educators of America; men Isaiah Bowman, the president of Johns Hopkins, and Fdmimd Day, Che president of Cornell and Carl Compton of M.I.T. Those 8 B | are examples of the men who furnished the brains of fiat paaeL ' They made a three-year research. They set the standards and appointed the panels of, edocators in each particular area of learning; and they examined some 1500 of these short subjects fiat we had tu our vaults that bad been used in the schools out of which they selected 600 which could be used as is, witltotrt any change. They were selected on the basis, not that they were cdotfifaal m a general sort of way, but that they could be integrated m the school 5 curricnliH at a particular point in a par ticular place in a class on a particular 9 subject. ' 2 That was a very interesting thing to us, to discover that films which we made for entertainment were of such good educa tional value. We were surprised, too. Now, I think there will be more of that in the future because that project is con tinuing. That indicates the general trend. In regard to what Mr. King said about file desirability of loving something that is just as good, technically, as the beys and girls are accustomed to seeing any where, I think goes without any question whatever, for education. Just one little point indicates how very critical and in telligently critical these young people are. Let me point out, that through file Na tional Councils of the Teachers of Fwgi*hr there is bring sponsored through our high schools today, courses in photoplay appreci ation, just like wc have courses in music appreciation, and there are six million high school students today that are faking courses of that kind. Well, to lapse into just common colloqui alisms, yon can't fool these kids with any tripe anymore. THE CHAIRMAN: Are there any more questions? MR. DEER: May I say something on file matter of color, too, which just oc curred to me. The general tread in the theatrical field is toward color. We shall have 50 pictures in color this year, which is file largest number that we have ever made in any one year. Our experience in the classroom, however, with this project which I have spoken about is fins; we started with a number of films that were made in technicolor and they have been withdrawn for largely two reasons: one, that in the amateur projection that you get hi the classroom, in file school, you don't get a sufficiently improved picture to make fiie color add anything to it. and when you realise that just the mere cost of print ing--we can print in our laboratories a blade and white film for about two and a half cents a foot, but to print technicolor costs thirty-one cents--we find fiat the dif ference in value is not at all commensurate to the difference in cost, particularly in the deficient film that you get. Now, I am not saying Mr. King is wrong. I am just saying that our experience up to file present moment is that, and next year we may have more experience which will indicate that we have advanced a bit. I am inclined to agree with him thor oughly on the matter Of sound, however. I mentioned the fact that there are differ ences of opinion in conventions that I at tended and heard this natter discussed by teachers, but I have been inclined to favor the sound film. MR. MURRAY: In our various locali ties we have had experience which is just the reverse from that which this gaitleman spoke about a while ago concerning atmosphere. We found that our films give the atmosphere. We have worked in a juvenile court atmosphere and it has worked miracles. It starts off with depicting the juvenile court and it works on bicycle rid ing and then finally brings in automobile riding. When that film is finished--along with it we have been showing "Formations.1* another very good film--those children arc quite ready for a dignified procedure with out my having to say a word. The film has done it. That U just something to pass along, and I took advantage of another opportunity this summer. I heard they were going to show the war films in the parks furnished by the Eighth Service Command. I got busy and got all the good films that I could get from there various sources that were furnished free. People are interested in such material due to the war and it draws a crowd, and then yon spring the traffic film on them, and you have some thing of value. MR. WHITTAL (Washington) : I was interested in what the movie industry might be doing in the future in making animated color cartoons. There are two that I have seco, one. put out by the insurance com panies and otfe put out by the Agricultural Department, and we have bad exceptionally good results with these in the lower grades. The kids think they are fanny, and as soon as they see a cartoon run they become interested. With the lower grades I think they are more valuable than the other type of film. . We have thought out there that it would be a nice thing if Walt Disney could devote some time to malting that type of film with the regular characters, such as Pinto and Mickey Mouse and that sort of thing. MR. DEER: As you know, at the present 280 33rd National Safely Congress, 1944 tin**, Mr. Disney is devoting his full time or 95 per cent of bis time to war Work la his studios. He has dose a tremendous amount of work for Mr. Nelson Rocke feller's office, the Coordinator of InterAmerican Affairs, creating pictures that are good for developing good will between our country and our neighbors to tile South. He is now interested in collaborating until a person who has developed a -system of teaching illiterates to read. He has de veloped a system by which it is possible, through the use of charts and diagrams, to teach an illiterate to read Ids own lan guage in L2 lessons, and there is now a world organization to remove illiteracy from the world. Some of us are hoping that Mr. Disney may be able to get Professor Mickey Mouse to make those 12 lessons 12 easy lessons. Now I understand that the professor* who are Interested in Basic English are interested in and thinking of robing mo tion pictures that can be used m teaching Basic English. That may be a surprise to a lot of people to realize tint 75 per cent of the elementary schools in Russia are teaching the boys and girls Basic Eng lish and are using a textbook prepared by Madame XJtvinof, the wife of Maxim Lhvinof, who is an English woman. The little footnote that I would put to your comment about that kind of Mm being particularly effective with the younger children is that it is equally effective with the older children and the adults. MR. CLEVELAND {American Auto mobile Association): I don't think we can emphasize too strongly the need for better films on safety. Our organization has at tempted to get together all of these films that are available, and I have shown them over and over again before* school audi ences, and with the exception of a few, and 1 am not referring to kindergarten and first and second grades, these films no longer make the impression on the students that we would like. The "Hit and' Run*' is good and the "Drunken Driving;'* is, also. They have gone over, all right, but these other films that we have can in no sense compete with these films that the school children are seeing in their daily shows, not only in the movies but shows that they put on at the school. . The result is that it seems to me we do not get anywhere and we are doing an injustice to try to teach them with these very inferior' films. To entertain we use the finest material available, but when it comes to the classroom we come with some thing that is infinitely inferior. MR. DEER: Perhaps it might. Mr. Chairman, be a practical working out of a diiCuision vf this load tO Suggest, if it isn't already there--the work of the National Safety Council is so blooming big that we dpu't realize all it is doing, but if there is no such group, would it be a service to have the National Council appoint a committee of sufficient experience and background in this field to serve somewhat as an evalua tion committee? That is what we did in the schools. Now, for mrtaacr, if a public school wants to use a film they can get it evalu ated. the evaluation of tbia very distin guished committee that has spent three years with very good curriculum builders listing and evaluating. Maybe some com mittee would render a real service in saving you, possibly, from wasting your time in showing a film that wont really grre yon the desired revolts. X don't know whether yoo need it. May be yon have already got iL la view of the fact that you have spoken so often of be ing disappointed m your films, perhaps that is what you need; an evmtuatioo committer that would go through the whole thing that is available, not merely printing lists of stuff that is available, but with that, an evalua tion of its usability. MISS PENLAND: I was just wonder ing if me could have a doahic-edged eocsmittee, as Mr. Deer suggested, the first part to try to sdl somebody, maybe only the motion picture cnnapuuuex, the idea tiat we do have an audience for those fiat, aod that what they can give ts important- May be Disney would like to hrhag that in as a part of civic training. You could bring in all sorts of National Safety Council ideas and work, for ststimcc, m that, in cluding traffic court scenes, as the gentle man from Dallas suggested. 7 know there are people wbo want those films. I fotmd that out.- If it happens in a small state there most be people all over who want the filing MR. DEER: I am not sure, but I doubt Traffic Section 281 very much that you could get motion pic tures interested m malting a film that could be sold to a group. They are interested in making films to be shown in theaters. If they could make a film sufficiently interest ing to show in a theater then you have available something that can be used. That is as far as we have gene at the present tiff1**! MR. KING: I think we are tn the posi tion where we will have to get somebody to make the film we want. You can't take films to the schools after they have been shown commercially. I hope, too, that there are one or two of the companies like Gen eral Motors who are interested in wfaut the safety people want in pictures. I have had some contact with them and it would seem to me that it is perhaps this committee that we are talking about a little bit that could bring some pressure on these companies wbo are participating in film production. Wc might get our ideas incorporated in the films they make so that we could use them. MR. DEER: At a recent meeting of edu cators this whole matter was thrashed out somewhat as you are doing now, and they came tn the cocciosion that when it came to the great bulk of films to be used in the schools they would have to depend, upon companies who produced films for schools rather than for the industry that produces film for theaters. They did fed, however, that we have some film* which can be thrown into the general pool if they are properly selected by those wbo know what educators seed. That-would be true of traffic education, the same as schools. These educators, however, did point out a thing which has been so deariy brought out by a nmW of the discussants here this morning, namely, that these films must be technically as good as the people are accustomed to see at any place. Therefore, they said that these companies that produce films for schools mart employ technicians wbo are as good as any we have Holly wood. That is the way they pot rt and they must be ready to pay the price. That was an interesting thing, because I feel the same way about it You have spe cial writers, you have special publishing bouse* that produce textbooks. Here and there and elsewhere you will find motion pictures that you can use, 'but you have got to have a special committee that can analyze those films and evaluate them so that the people who use them will know in advance that somebody with a reputation in the field has placed a stamp of approval on them. QUESTION: I the National Com mittee on Safety Edocation has recently set up a group that is going over ail ma terial used in school. After it gets started, 7 imagine it is going to take films into the scope of its activity. It is commissioning teacher* who are in the field, and they will probably evaluate and send out material oa this, whatever (heir decisions are. THE CHAIRMAN: I sun just wonder ing about one final thing. Is there some thing that this group right here can do by way of recommending to the National Safety Council, or are we out of order in doing that? MR. CLEVELAND: Mr. Chairman, it seems to me that only half of our prob lem is being covered. The evaluation of the films is important, yes, but on the production of the films, I don't bear any one say that they know of any steps that are being taken to produce the types of films we need most. It seems to me we might go on record to tell the National Safety Council of this problem which we feel should be covered by some group, and leave it to them to decide how to do iL I would like to move that this question of having an appropriate safety film pro duced, or a number of than, be placed be fore the National Safety 'Congress as the problem which we feel should be considered. MR. KING: I second it- THE CHAIRMAN: I think we will not take time for comment I think we are all agreed that this should be done. I will instruct the secretary to cast a unanimous ballot for group, it is unani mous. MR. DEER: After it is all passed now, it would be entirely an unparliamentary procedure to ask a question, but would that |v> include the matter of evaluation? MISS WOOLVERTON: I anderstand that is for-that, too. THE CHAIRMAN: I think so. It is a 282 33rd National Safety Congress, 1944 two-edged sword, production and evalua tion. MR. DEER: You might do as some chap did or as the churches did in finding a chap who was a real estate operator in New York and who left a million dollars in his will to set up an organization to experiment in the field of making religious motion pictures. If you can find some chap who will give a million dollars to set up an organization to experiment in the field of producing films in the field of traffic education, we ought to give him an award next year. THURSDAY AFTERNOON SESSION October 5, 1?44 General Session Presiding: Gael J. Rutlaxd, Citizens Traffic r/mmiye'w^ rfalfac Texas, and Former General Chairman, Street & Highway Traffic Section, N.S.C- Where Do We Go from Here--Forecasts for Safety Based on Points Developed in the Various Sessions (A) Police . CAPT. PAUL J. PJRICB Police Dept, Dayton, Ohio, amf Chm., Executive Committee, Police Division, Traffic Section, National Safety Council Police officers are approaching one of the most critical periods in the history of policing in our country--the postwar era. We have the opportunity to prove in tins period that policing is a profession, and that it rightfully belongs on the same level as any other recognized profession. We can prove this in only one way--using all the techniques known in modern policing plus a plan of -attack coordinated with all other agencies involved. A program should already be in cF-.ct to restore police personnel after i5> n*- to a minimum of pre-war strength. We ajuld not overlook the necessity of reexamina tion of returning veterans, both mental and physical. We will have an excellent oppor tunity to recrait from returning veterans, thus obtaining the benefit of certain types of military training and discipline even be fore the recruit enters a police training school. The next logical step in our planned pro gram is that of training. Many police train ing programs had to be curtailed during the past two years. This is very unfortu nate because it was probably one of the weakest links in our efforts toward efficient operation, especially in municipal depart ments. A keen interest is being shown to day by police executives in all types of training, and this is a healthy sign. Many new ideas arc being advanced, one of which is the possibility of centrally located tramlag schools in* various states. To these schools could be sent recruits from com munities too small to operate their own training programs. Another advantage 'to this plan would be that it could furnish training to officers promoted to higher rank, thus qualifying them to become command ing officers. We cannot over emphasize the need for police training, but neither most we overlook the fact that these training schools must be of the proper type, and staffed by qualified instructors. We must guard against the "fly-by-night" schools that will probably spring up after the war. Enforcement after the war will result In many problems, some old, some new. With the lifting of raticomg and speed restric tions, millions of mechanically unsafe cars will be driven at higher speeds and over greater distances. Seven and eight year old cars will not all be replaced six months after VE Day. Then, more than ever be fore, we must use selective enforcement to hold our gains in accident reductions. Traffic Section 283 New and intensified educational programs will be of great importance. We must not forget the ever present need of tmifortuity, both in laws and enforcement policy, plays an important part m tins program. Our overall program mast include the need for equipment of aD lands, much of which it has been difficult to replace during the war. In postwar devdcpcocnt we will undoubtedly have the opportunity of obtain ing new and modern equipment, from build ings to guns. We rnnsr doc fall to take advantage of these opportunities. Many departments are today trying to operate efficiently in buildings that are a disgrace to the community. Many new scientific ite. - have been developed during the war, and certainly taw enforcement agencies should have first consideration in the post war period. Aside from medical science, probably more advances have been made in photography and communications than in any other branches, and both of these items are of extreme importance in modem po licing. We can see that we have an excellent op portunity to do an outstanding job in the postwar period. From the start of this war, police organizations have been regarded as leaders in the field of protection of Ufe and property, and internal security on the home front. We have been carrying the ball, and now that we are almost ready to enter the second half, we must not fum ble. Clear thinking, intelligent planning and hard work can do the job. (B) Traffic Courts HON. SQY A. MILES Judge, Nashville Traffic Court, Nashville, Tennessee As we approach the tune for adjourning this Congress, I am impressed with the fact that thereupon our job begins, instead of ends. . Cooperation and coordination of effort were two outstanding points of discussion in the traffic court group sessions. It is not only important but indispensable that wc encourage, in every way possible, coopera tion arnoug such agencies as traffic courts, enforcement officials, legislators, traffic en gineers, public safety education leaders, and administration officials. The closest relation ship among these agencies seems to lie be tween the judicial and executive branches of local government -- that is, without proper enforcement of traffic laws by police officers, the traffic courts would be useless. Likewise, without pioper disposition of traffic violation cases by the traffic courts, enforcement wonld be hopeless. Cooperation between the traffic courts, the law enforcement agencies and others interested In traffic safety is indispensable. We were reminded that traffic judges are expected to judge, not prosecute. I-poking at this picture from the opposite angle, en forcement officers are expected to prose cute, not'judge. This observation is not intended to relieve the enforcement officer* of their responsibility to exercise sound discretion as to what constitutes a violation of the traffic laws and when such viola tions should be prosecuted. There arc some borderline cases in which the public interest demands that the arresting officer decide, whether or not a violation has oc curred or whether or not a questionable violation should be prosecuted. But as a general proposition, it is well for each of these agencies (police officers wad traffic court judges) to remain steadfastly con scious of the functions they arc expected to perform. Judges are not prosecutors and should not take or be forced to take the position of a prosecutor at a trial; where there is no prosecutor, however, the judge - forced into this unpleasant situation. 1 traffic court improvement program will continue to bring about better functioning of such courts in this respect A great deal has been said about the importance of such adjuncts of the traffic ^courts as proper surrounding's, decorum, physical facilities, competency of the presid ing judge, such loyalty as will discourage the "fix," eliminate so-called J.P. practices, and gtmerally promote a high standard of administration of justice. Improvement of our courts in these adjuncts has made and 284 33rd National Safety Congress, 1944 will continue to maVr substantial contribu tion to the advancement ol traffic safety. I predict that we will return to the National Safety Congress next year with reports of continued progress in the traffic court field. This progress will be measured by the number of people whom we can interest and influence in our program of public safety. Is say opinion, state traffic court conferences and local institutes offer splendid opportunities for an expansion of this program. The need for such expan sion is boldly revealed by the conditions which may readily be anticipated upon de mobilization of several radiion men in mili tary service and the lifting of such restric tions of automobile driving as wartime conditions have imposed. The latter will involve even more millions of civilians than will be involved by the drmnhiliration of soldiers, sailors, and marines. We have a serious responsibility, a re sponsibility which cannot be considered merely as a Sunday Christian considers his religion. Our respcumhffity is a full-time and big-time job. Through such confer ences and discussions as the traffic judges sad prosecutors have had at this Congress, supplemented by state traffic court confer ences and local institutes, I predict tint great strides will be made in educating the public to follow that facetious admonition to "watch the guy behind the guy k front of you " Traffic courts have a vital responsibility and a substantial contribution to make in helping meet the post-war problems we are certain to have on our streets and highways. (C) Public Education CHARLES D. VIBBERTS XHnctor of Safety and Education. Ohio State Automobile Association. Gotmnbos, Ohio Substituting for Sidney King, Director, Safety Division, Dafmrtmcnt of State, Salem, Oregon The several meetings of the Public Safety Education group and the Traffic Education Association were well attended by repre sentatives of the several brandies of state government concerned with traffic safety education, state and local safety coobcUs and other organizations in the field. On the. bang of developments resulting from these meetings, I should Eke to make this report to you a forecast of what a hypothetical traffic safety organisation will be doing in the post-war era--ia other words, where it will go from here I First, this organization will be maintain ing a much closer relationship with the press. This wOl involve: 1. More effective personal contact* be tween the pnbGc relations representative of the organization and-the gentlemen of the press. 2. Better cooperation with the press through tiie provision of correct factual materials. __ 3. More frequent use of pictures, mats aad plates with attendant information de picting and describing traffic safety activi ties. 4- The more frequent use of articles which provide local human interest. Second, this organization wtQ be main- raining a much closer relationship with radio broadcasting stations. f This will involve: ' 1. Having a well informed contact man oo its staff--a man who.knows the traffic safety field as well as the tedmtqoc* of radio work. His contacts will he with the educational and promotion dcpartmrnfs of the radio stations which use Ms material. 2. Better preparation of the several types of programs used Jrjr radio stations: y-i minute spot raaiotraci: lira 11C1 5 minute transcribed programs 15 minute programs of tit dramatization or interview type. 3. Tying in traffic safety material with commercially spooaocad programs Third, this oigmustiu wife he engaged in the extensive use of motion picttrci and `other visual skis. Traffic Section 285 This will involve: * 1. The use of films which have been prepared and evaluated by a national com mittee of experts in both the motion pic ture and educational Adds. 2. The use of projector* and other equip ment which will be more accurate tech nically and better adapted to the use of color film. ' 3. The qse of films which are technically and educationally correct, films which meet the needs of the various grade level groups to which they are shown. Fourth, this organization will use all types of special promotional activities in the field of traffic safety education. This win involve: 1. First and foremost, carrying on- a continuous program of activities relating to traffic safety education. 2. Provision for special emphasis on cer tain phases of traffic safety education through the use of special promotional activities directed at the driver, the pedes trian, the cyclist, different age groups, rail road grade crossings, weather hazards and others. 3. Only those activities which have been carefully evaluated from the standpoint c direct action as well as carry-over value will bemed. TO SUMMARIZE: This hypothetical traffic safety organization will be doing the many things which any organization pri marily engaged in the field of disseminating public safety education can and should be doing! These many things all point to the same end--reduction in traffic accidents and injuries and fatalities resulting therefrom. (D) Traffic Engineering ROBERT A. MITCHELL. Chief, Bureau of Traffic ffniinwi ing. City of Philadelphia From a national traffic safety standpokt two encouraging signs have come out of the engineering sessions of the 33rd Na tional Safety Congress and the 15th Annual Meeting of the Institute of Traffic Engi neer*. First, there seems to be a more defi nite and clear-cut picture of the respouri- bifities of each of the organizations and public officials concerned with the redaction of traffic accidents and congestion. The Traffic Engineering profession appears to have been accorded its rightful place m the scheme of things. Secondly, that a great deal of worthwhile thought has already keen given to post-war street traffic control and safety measures. In fact, many of these plans can be put into effect as soon as we retma to normal civilian life. We have been aundhi by two important no in the automotive industry that at least two years will elapse after cars are again produced for civilians before any rafficai change can be expected m the oper ation or appearance of private passenger cans. As a matter of fact, they believe we win have at least five years at which to ad just oar oo traffic control to meet any raffical rhangr, in motor vehicle appear ance and performance. Motorists may even have to pot up with pre-war gasoline for quite a number of years as no satisfactory method has yet been found for the produc tion of 100 octane gasoline on an economic commercial bans. It was indicated that the airplane might present a post-war problem to the traffic engineer. A majority of the traffic engi neers wbo spoke felt that the profession only had a right to be concerned over the control of highway traffic generated by the location and activities of the airport. One, an officer in the United States Army Air Corps, however, saw a real opportunity in air traffic control for the traffic engineer. Citing figures recently released by General Arnold showing that 17,000 out of the 42JDCQ arriky- planes destroyed so far in this war were being flown in the United States, he indicated that many of the techniques used by traffic engineers to control highway traffic were applicable to air traffic cootroL Many disabled veterans, according to one .speaker, wilt want to drive automobiles. The rehabilitation of these men for driving aad bow they shall be licensed to drive are problems that motor vehicle administrators and safety educators should give immediate consideration, A statement was made that 286 33rd National Safety Congress, 1944 automobile manufacturers are already study ing ways of equipping vehicles so disabled persons may drive them with ease and safety. It appears from the information released at the sessions that we know more about where we are going in the matter of high way planning than any other phase of the traffic control problem. Emphasis has shifted from rural to urban areas and it looks as if better highways in and around our urban areas of population are assured for the fu ture. The Public Roads Administration seems pretty well decided on certain details of highway construction and recommends 12 foot wide lanes; wide, well kept sboolders; and that all highways, four or more lanes wide, be separated and tbc wider the center island the better. Everybody seemed agreed on one point and that is that there will be far more motor vehicles on our highways after the war than before and that unheard of con gestion will be prevalent unless drastic measures are taken to improve our urban streets and highways. This need has pointed the way towards a uew method of ascertaining the hard habit* of the population in any urban area. It is similar to the "public opinion** poll used by Dr. Gallop and others, and according to the Public Roads Administration has proved most accurate in determining the traffic and mass transportation trend for the entire area even though only a small percentage of the residents axe interviewed. From a report given at one of the meetings this type of survey in Atlanta, Georgia, costs 75 cents per dwelling unit for the held work and approximately \Yi cents per schedule for tabulating. It was also brought out that a great deal dtore can be done to improve traffic control on our present streets and highways by various methods that have been used suc cessfully by traffic engineers in many cities. These methods include correctly placed and timed traffic signals; uniform signs and markings; rhameKration and pedestrian islands and physical changes at intersections to relieve congestion. We look forward to seeing a great deal of this type of work being carried on in the post-waf era. A .trend towards more consideration of public transit operation by traffic and high way engineers seems evident as some of the speakers and several persons m the audience talked at some length on the need for improving present roadways and de signing new ones so as to provide more efficient operation facilities for public tran sit vehicles. * The relation of traffic accidents to losses of manpower and money in industry can be definitely "'established according to comprebensive_ survey reported on by one of the speakers. He stated that in one year 19 million man days were lost to business and industry through traffic accidents. He urged that management interested m dfinwit oper ation would do well to give serious consid eration to traffic accident reduction pro grams a the post-war era. ha conclusion, the post-war program of the Institute of Traffic Engineers as sum marized by it* President, Harold Ham mond, gives a very good indication of where Traffic Engineering believes it is go ing from here. That is: 1. Decongest critical locations am! areas. 2. "Accident-proof" streets and highways. 3. Coordinate traffic plans and operation with highway planning, design and codjmunity planning. (E) Driver Licensing T. ELMER TRANSEAU ; *' * Director, Highway Safety Bureau, Department of Revenae, Harrisburg, Ps. It would be iacoiroct to say that the present war has had no effect on driver licensing procedure in this country. Its most noticeable effects have been the low ering of legal age rcqmrcmenfcs in some of our states, and a greatly increased number of violations of age limit requirements m respect to the operation of commercial ve hicles. - - Actual falsification of age in first appli cations, as weU as the operation of com mercial vehicles by youths below tbc legal age have *bct quite noticeable,' do doubt due to tbc timupouci' shortage. Traffic Section 287 la the last connection, the American As sociation of Motor Vehicle Administrators has been giving much study to the youth ful operator and the Likelihood of his be coming a new said important part of the general accident hazard. A surprising and somewhat disturbing article appeared hi CbQier's magazine of June 17th last. The nf rtw> Riwwm A# rflA fnril Aeronautics Board, a man with 17 years* experience covering, the investigation and analysis of nearly 6CM)O0 flying accidents, bus recommended the lowering of all quali fications for ovifiaa pilots. The first and probably toast Inpoitaal change is the low ering of the atiahacm age for a private pilot certificate from 18 to 16 years. Many other changes arc made m this proposal, including knowledge of the English lan guage, physical and mental requirements and flying time. It may be said that our only interest ut such a change may be in its possible effect on the granting of motor vehicle driver li censes. It may be interesting to examine why the Chief of tbc Safety Boreas, after all his accident experience, would make such a recommendation. It appears to be because "no matter how forcefully certain rules have been hammered home at pilots, there have been and always will be acci dents doe to violations of the very ones set up for their safety.** In other words, it would appear that many pilots, with almost complete knowledge and experience in fly ing, get mto trouble by taking chances. Hence, it Is argued, or so it seems, that we need not be so careful in selecting and training pilots, since these factors, or the lack of them, are not the chief accident causes. Whether motor vehicle administra tors will ever take such a view is problem atical. Personally, I do not think so. All our experience points to the need of orderly, competent and complete universal driver training, if we want aqpdent-free operators. It is difficult to predict the trend of driver licensing in tbc next year or two, due to the uncertainty at this time of the termina tion of the war in Europe and in the Pacific. Certainly we know that the tend ency of the war in general has been to lower standards somewhat, yet paradoxi cally there is probably greater interest m the value of good practices in driver con trol as act a*srH*`r|t reduction factor than at any time in the past. It may not be too much to say that if the accident curve turns upward sharply at the end of the war, as many expect, that there may be a sharp tightening-up all along tbe line. I do not need to tell this group that ot<e of tbe major problems in this field in the next few years will be the retraining and training of disabled veterans. At this time. I wish to record two statements that have been made recently.* Quoting from Governor Kelly's speech before the Motor Vehicle Administrators in JuneMA singularly significant part of as sisting the returning veteran to live a nor mal life in America is to arrange that Jus transportation by automobile be normal-- and just as satisfactory as that of his friends and neighbors. To do this, he must be able to drive his own car other for busi ness purposes or for pleasure and to do it safely." Again:--"Every disabled veteran, no mat ter bow serious his disabilities, should be given an opportunity to drive--if it is at all possible or practical. Tbe position should be taken that every veteran we fail to pot back on the road represents a deterrent to our normal economy and is a disservice to a man who deserves the best we can give him." . Elsewhere the Governor had said, M. . . It would be an equally great injustice to the disabled veteran to permit him to drive if he were to drive unsafely and thus endanger himself and others." Quoting from the report of a committee of the American Medical Association which bad been named to study problems of Motor Vehicle Accidents:--'"There exists the very great danger-that public sentiment toward licmring activities may be influenced by a strong sense of sympathy toward those who have become physically or mentally impaired through no fault of their own. Public opin ion In this direction could most certainly es tablish a trend toward lowered license stand ards, which in turn could result in a great increase in traffic deaths*" "There is no disagreement concerning the consideration which should be extended to returning servicemen, particularly those who have suffered serums physical or mental in juries. But to alldW the latter group to op erate automobiles as they did in the past. 288 33rd National Safety Congress, 1944 and some may even drive bases or taxicabs, is endangering not only tbdr lives, but the lives of others every time they get behind the wheel." The writer is impressed by the reaction to the problem of those so close to life and death as these physicians. Certainly all will agree that licensing authorities are going to have their work cat out for them is the sear future. I, foe ooc, anticipate that these problems will be solved as have others in the past. Already there has been related at these sessions some of the work now being done with veterans. . Ooce the problem is fully understood ?nd faced squarely, I am confident it can be solved. Here again, the dissemination of knowledge almost as soon as it is acquired may be of extraordinary and unusual im portance. (F) General Sessions BURTON W. MARSH Dutciur,. Traffic irngiri--i lug and Safety Department, American Aotosnobua Association, Washington, D. C. Never has there been greater opportunity for significant pnbfie service and personal achievement than will exist in the weeks and months ahead. The gigantic task which faces all of os has been emphatically pre sented in oar traffic sessions. The participation of oatstandby national leaders and she contents of their talks crystal dear a highly encouraging develop ment -- the grownig understanding, respect and cooperation between various types of specialists whose joint efforts alone can pro duce the desired impsovtsaent pf traffic con ditions. Effect!re teamwork is improving all m many places. Important jobs to fee done have been spelled oat for cz* am effectively. The new program for post-war traffic safety, spon sored by more than 4Q national organiza tions acid set forth m qrmnarized form in the pamphlet, "Danger--Traffic Jam Ahead!" will prove a useful geode. Each of ns faces the problem, after choos ing the few mam activities to which: we are going to ghre f rinripe! tngiliam, of finding out bow best to do thewe pnrtioilar jobs. Some of the "how** fens been presented aaost interestingly at this Congress. Each of us faces many lands of difficulties tn getting things done these days. One thing is certain, each of os most find ways to multiply his own fititrrf time; energy and resources. Ofciiuariy. the better organized the effort is tn oar eoaanmity and the Vtfr* staffed we are for doog it, die mote cm be dooe. * In most there are high- grade, intelligent, public-spirited persons who are witling tn make a civic contribu tion and are waiting to be called upon. It is a job to find them and they have got to feel that they are working on something worth while and important, but they will often prove to be bellwethers is getting a program accepted and into effective opera tion. Commissioner Thomas H. MacDonald of die Public Roads Administration pawned a most illuminating picture of highway de velopments, problems and futures. Where as die emphasis used to be on bow much mileage of highways could be built, it is now becoming, recognised that the quality of the road and wfa^t it wilt produce m convenience, efficiency and safety are of greatest importance. New type of facili ties--sneb as freeways--are necessary fia urban areas where it is generally that the major traffic bottlenecks and prob lems exist today. The possibility of budding highways with high safety factors was pointed out. The example died was the freeway system serv ing the Pentagon Building at Washington, D. C. on which there has not been one fatality in more than a'year since it was opened in 1943 and only three injuries, de spite very heavy traffic and the fact that most drivers did not know the road net. In terms of ose, these high-type highways arc not expensive. In fact, they arc Was expensive than other roads. Commasapper MacDonald emphasized the great need for pmitic support of such new type facilities. Norman Damon, Vkc-Preridcct of the Traffic Section 289 Automotive Safety Foundation, presented : International Association of Chiefs of Po a very comprehensive statement cm progress lice, pointed oat the need for coordination in enforcement and adjudication of traffic of police with other traffic activities. He cases. Mr. Damon showed dearly that emphasized the growing recognition of how while splendid progress has been made, large a part of the entire police job is in there is much that needs to be done in uni the field of traffic. formity of laws, in securing and maintain ing adequate traffic police, in police training work, in making more vital the exceedingly effective work which can he done through proper frarnfltoir of driver licensing and driver enforcement work. Harold F. Hammond, President of the Institute of Traffic Engineers, stated that a post-war traffic planning committee has already devoted a year to consideration of post-war traffic needs. The increasing need for greater attention, to problems of traffic Particularly outstanding is the progress operations and of bringing engineering winch has been made in understanding needs skills to bear opou such problems was em foe iapiuicmtot in traffic courts. Also, phasized. - driver education and training in high schools tas proven outstanding Mr. Damon pointed oat that nearly 2 million persons reach driving age each year, presenting a splendid opportunity for cresting safe driv ers for the future. Hal G. Sours, Regional Vice-President of the American Association of State High way Officials, described highway transporta tion problems of the future and ways that they must be attacked. The solution of the first stage of post-war traffic problems must C. F. Joyner, Jr., President of the Ameri rest largely on enforcement. In the longer can Association of Motor Vehicle Admin range, engineering will become an increas istrators, indicated a number of principal ingly major factor. post-war traffic activities in the AAMVA program, including promotion of uniform motor vehicle legislation and driver im provement programs, proper emphasis on the pedestrian, and compulsory . vehicle inspection. According to Mr. Soars, traffic engineer ing should be given equal prominence with other divisions in the organizational set-up of a highway department. Early traffic en gineering emphasis was on signs, signals and markings. It is now importantly re General D. C Draper, President of the lated to design policies and planning. Qty Traffic Uw Job Wo Hcrro Ahead By LESLIE J. SORENSON Chicago, HL, and Vice President for Traffic and Transportation, National Safety Council We have heard tint automobiles are not going to be available in large numbers until two years after the European war is over. However, we have seen the tremendous pro duction capacity in producing weapons of war, and should we not take this as a warn ing and realize that it is possible for in dustry to produce cars in advance of the time schedule suggested. ' It is up to us as safety leaders to be prepared for any eventuality following the war. We most, therefore, be ready for meeting the problem of increased prodoc- tion and consequent operation of automo biles earlier than some of us are thinking. Is ah of cmr safety ptanning, we mat push oar efforts is order to ha ready when the European U over and be cer tainly ready when we have the Japanese beaten to the ground. f It is up to the men in this room to go to their communities and initiate meas ures and carry them through to fruition which will hold the line against a great spree of accidents on our streets and high ways. It is not enough to. come here to the Congress and get all of the information and inspiration of these meetings. It is up to everyone to go borne and do something about the accident prevention job in his own community. If the men in this room can't do the job, who can? 290 33rd National Safety Congress, 1944 THURSDAY AFTERNOON SESSION - October 5, 1944 Group Session for City and State Police Presiding: Don F. Stives, Sept, Indiana State Police, Indianapolis, Ini "POLICE INFORMATION. PLEASE" PortidfraUsi Discussion Leader--DOk F. Stives. Capt. C T- ATxndov, Asst Snot, Ar kansas State Police, little Rock, Atlc. Capt. Hoicak Cams, Traffic Mr, Po lice Department, Flint, Mkh. iKsrecroR L A. Hares, Federal Barcan of Investigation, V. S- Dept, of Justice, Washington, D, C Judge James W. Homos, Municipal Court, Seattle, Wash. Ikskox* Henm J. Kummusr, Coen- Traffic $t Uokr Dir, Bareas of Police. Philidrfotifo, PLavxsmoe A. Lwt, Sept, tHiom Dir, Uktifn Stale Pofice. Em Imp. Hub. liCTT S*rm*wr . KmWf, Aufap Prnx- tor, Safely 1ACP, FaiMina, U. SUPT. STIVER: This alkab formal - -p-- at ffiid ffil Beard tf Ex pert* rriB tenet to aaacr mffie pefiec qocvuoot fr>a At enffieene. Yen fcw anleaded three jmM* Mate for yoioe Aw ing that Kawaii SrirtyOyen which yaa rod4 ffie an Into topianad. QUESTION: What step* if eagr, wt being talam ip adapt tbe nee of talky" r*&> to the needs of poboc terooet? % INSPECTOR KITCHENMAN: Is PhUaddpIsa experiment ate beat coo- So far we bare bad cutclknt icaufli at disaster scene* odbsfm or tram wrecks. I repeat that tbit it stQ in the caperi- mental stage. QUESTION: What it bang done to improve relations between city, county and t police? CAPTAIN LYON: Is Michigan. the State Police conduct an annual ttaaitg school one week for aB newly elected sheriffs. The facilities of the state police and certain large city polks depart ments arc offered without cast for the use of police departments In the smaller com munities. SUPT. STIVER: In Indiana the state police hare cooperated m the training pro gram for local officers for a number of yean. They are also cooperating; with coconmmtfes in the state ia analyzing accident records to obtain information useful m en forcement piaffing, idwliit educational efforts, and for engineering i--nw. The Pcansylvama State Police have na fram ing programs for local offirrrs for a lum ber of yc^rs. Tbe Sooth Dakota State Motor Patrol and the Colorado State High way Patrol have participated io rrmpcmiir l*aiming projects for local officers, drawing upon local police dtpartaocs for both anstroctors and itefcdt Tbe Miiannri State Highway Patrol makes its lalgntwy fodfrtes avaitahle to aO peace officers wiThfo the mat as does the Indiana State Palace, ia the state of Oregon, the state nccidka* nxy ord borcan sonmnzts tbe aceadmt ex perience for Mi ataes widm the state n a regular basis to supply them wiah noridri foots Mscfal la Xbeir pfoasiag. Skadar projects are befog carried cm an mmmj other Mates. I bare cited last a few as rniglu QUESTION: Whte u the nature sad extent of the traffic tfiaing offered by tfm National PoGoe A<adcny? INSPECTOR HINCE: The tnug piogram is not ilwijuril to make Tfwkf traffic culofocwat officers per te bat father to braklm their karakdpe of gen eral police wort The present course de votes three weeks to traffic rnforrrmnit tnm"g out of dm total 14 week coarse. However, many of the offter subjects cov ered are those which ace nrc--arj for traffic enforcement officers an weff as for pptfcrrKTT to htes QUESTION: Will the pofice cm get cars designed sprofiraBy for pnfioc work? LIEUT. RALEIGH: So for, steps tihai have not been tacousfuk The first rapa* t Traffic Sectton 291 site - is for the police themselves to agree apoa die type of vehicle needed and the basic equipment which it should include. Some of the vehicles designed for use by our armed forces, such as the jeep and the amphibious jeep have proved useful in cer tain police assignments. At the recent meet ing of tbe International Association of Chiefs of Police, we were informed that a specially designed police vehicle would need to have widespread approval and use to bdsg the price within She reach of the average police department. This does not twan that it is impossible to secure such a vehicle, but that it is necessary that die police agree on wbat they need as the first Step in designing a special police vehicle, SUPT. STIVER: We have used the amphibious jeep to good advantage in flood areas and believe that this will become a useful police vehicle for emergency work n the years to come. QUESTION: Are instructors available fro-- the Interoatiool Association of Chiefs of PoGoe for re-training local poEcn and, if so. what is the oust? LIEUT. RALEIGH: Instructors are fur--b4 by the Safety Division of the IACP Mm aggScafom by local departments, *- wilfc tbe staff limitations of our Tbe cost is shared by IACP focal group, with tbe latter exs png toitSui expenses and living i a4 dbe famniUui daring the period QcesnoN: ww steps are being taken ' rrlaiiww hctniAU police and s? aOOSON: Traffic court con- foname ten been hdd n 40 states to date and ane gnkhr teanring tbe situation. Tlaa is a CMQ|Miiilm project with the Jaaar Bar Cenfr.tacc of tbe American Bar Asaaonriew and the National Safety Coaxi. it. aeveral states regional oo- fernaces km followed tbe state Traffic Coast Conference and there are indications that these --ay become a. regular method for periodically bringing to the attention of police officials and court officials new developments in the field. They have done much to and Improve traffic ro- fbrccaknt generally at all levels. Many ad ditional conferences are planned for the coming' year as a continuation of this pro gram. QUESTION: What is the status of legis lation on tests for intoxication? SUPT. STIVER: The revision of die Uniform Vehicle. Code will probably in clude a provision similar to the present Indiana law. Tbe success of such legisla tion is dependent upon its inclusion in the traffic code to prevent sharpshootsag by opposition groups. QUESTION; What U the current atti tude toward mandatory revocation of a driver's license for one year when that driver has Seen convicted of operating while under the influence of iatoxtotting liquor? CAFT. CRITES: Penalties that are too severe result in redaction of charges or fail ure to convict defendants. This defeats the aims of good traffic law enforcement If judges or juries feel that revoking tbe op erating license for a full year imposes a too severe penalty on a person convicted of driving under the influence. the result is that such charges are reduced to reck less driving or some similar charge and the defendant pays only an extremely fight penalty for the violation he has committed. The use of chemical tests for intoxication can 4 much .to eliminate this practice by presenting soand evidence of Intoxication and by cllminartng prosecutions for driving under the influence in cases not showing a sufficient degree of intoxication. ' INSPECTOR KITCHENMAN: In the eastern states where people have grown accustomed to severe penalties for tins charge over a period of years, we find judges juries willing to convict if suffi cient evidence is properly presented. QUESTION: What can be done to curb juvenile traffic offenders? CAPT. LYON: The juvenile traffic of fender should not be turned over to a ju venile court but should be dealt with in traffic coart tbe same as any other traffic offender. The mere fact that such of fenders are granted a license to operate a motor vehicle indicates an acceptance of the responsibility for such operation. If this assumption is correct, then they should be subject to the' same penalties as are all traffic law violators. . JUDGE HODSON: It would seem do- 292 33rd National Safety Congress, 1944 sirable to handle the ordinary juvenile traf fic law violator an the regular traffic coarts rather than setting1 up a separate procedure in the juvenile coart In many jurisdictions, traffic offenses by juvenile violators are treated with indifference or given extremely light penalties which tend to detract from the effectiveness of good traffic law enforce ment QUESTION: What can the police do about the psycho-neurotic cases now being released from the armed forces? CAPT. CRITES: We have beard a great deal about the psycho-neurotics. I think it is important that we keep in mind the fact that many of these men are classed as psycho-neurotics merely because they were unable to adjust themselves to military, life. There is seldom anything wrong with them mentally. Rather it is the result of a tem perament which finds certain sitnations par ticularly difficult Upon their return to ci vilian life they are in the surroundings in which they have gotten along wdl for their entire life up to the time they entered the armed forces and most of them within a few weeks are normal citizens again. Perhaps wc are making too much of a problem of this particular issue. 'Remember, however, that among all of the persons released as psycho-neurotics, there are a few with acute conditions. These will require special treatment, and, in some cases, suspension of the operating privilege. A number of police organizations have had former mem bers releascd-from the armed forces as psy cho-neurotics and upon their return to doty have found them as efficient as they were previously. CAPT. ATKINSON: Is it not true that the serious psycho-neurotic cases will come to the attention of police by reports from their families, or neighbors? Certainly some of Hm will show op through driver license examinations and through physical exam inations for industrial positions. It'is my understanding tint the armed forces will not release information concerning this mat ter so far as the individual is concerned. Consequently, we have no large group with which we can deal collectively. Therefore, it becomes accessary to handle the individual case as it appears through various sources. When cases requiring restriction of oper ating privilege* come to Ac attention of the police, they should certainly be reported to the state driver ficense authority for proper action. - QUESTION: What is the proper method for handling applications for driver's li censes from epileptics? CAPT. LYON: This question is included on the Michigan driver's license applica tion. If the applicant admits having epilepsy he is refused a license; if he denies bring an epileptic and later is found to be so afflicted, perjury has- been committed and his operating privilege is revoked. An ap peal to the license board may be made if the applicant ha* not had a seizure for at least three yean. However, doctors will not say that epilepsy can beesred. ARTHUR H. ROWAN (Statistician, Motor Vehicle Bureau, Ontario): We re ceive information from Federal agencies on persons from the armed services and from health departments. Iioowcs arc refused to epileptics QUESTION: What can police depart ments do to secure new cars now? SUPT. STIVER: The IACP maintains a file of up-to-date information an this subject and will gfauffy furnish the latest mformatioo to any department inquiring QUESTION: How can officers assigned to intersection control be impressed with the importance of adequately enforcing traffic Saws; especially in regard to pedestrian en forcement? INSPECTOR KITCHENMAN: Our corner men were instructed to enforce pe destrian regulations sometime ago. lids promptly met with a great deal of pobfic criticism and resulted in softening of the instruction*. We fed that modi more work most be done In public education before our dty is ready for effective pedestrian enforcement DEPUTY CHIEF B._ R. CALDWELL (Police Dept, Los Angeles, Cal): Wc have been enforcing pedestrian rcgolations for several year* and tfcif has met with public approval. The actual enforcement by officer* was preceded by aa intensive edu cational program designed to bold public acceptance ad support for tin* necessary form of traffic control. I believe that any tity 'can do the same thing if they plan tbrir adre program carefully. I would like to emphasize the necessity of preceding the . Traffic Section 29$ actual jaw enforcement program by intensive educational effort, Without the support of residents of the community, no enforcement program can reach maximum effectiveness. QUESTION: Should officers be per mitted to drive department-owned cars to and from their homes to their point of assignment? CAPT. ATKINSON: We have found it necessary to permit our officers to use the state-owned vehicle* for transportation to and from their homes. Frequently the state officer is required to answer emer gency calls at night and consequently, his patrol vehicle is required. In addition, the difficulty of securing transportation in many rural areas would place an undue burden upon officers required to travel to and from office* and assignments. THURSDAY AFTERNOON SESSION October 5, 1944 Joint St--fcxi Pntlic Safety Education, Motor Vehicle Adminixtratoc* Driver firming aad Accident Records Groups Presiding: Sbwey Kmc, Dir., Safety Drv., Dept, of State, Salem. Ore. Educational Use oi Accident Records A Panel Disc--inn Panel Leader: Srwnrr Kexg. Potul Members: Ik Joxw R. Bowwajt, Research 4k Statistics, Bureau of Highway Safety, Harrisburg, Pa. Rxvatnuf Hovnuunt, Secretary-Manager, Safety Council of Greater St. Louis, St- Louis, Mo. Aunxr E. LaRdox, Manager, Highway Div^ VnugerhwKetfc Safety COt--CS, . Boston, Maas. Bear L. Woodcock, Director, Safety Edocation Div;, Dept, of Public Safety, Des Moines, Ta. MR_ WOODCOCK: We are fortunate m Iowa in that the functions of safety --focation accident record collection are in the same department This has helped us in the production of accident records useful to the educator. Wc believe there is more material in accident record* for the educator than for arty other user. What can the educator use from the regular accident summaries? He is inter ested in the occupation of drivers aad of victims. He Is interested in age groups. He is interested m the time of accident, both the hoar of the day and the month or season of the year. By using summaries from the previous year, he can plan for the period just ahead through the use of acci dent information from tbe corresponding period of the preceding year. We have reached tbe coodosaon that the best news release is one that puQs material from the conventional summaries and' puts it m a brief and conrise state ment of the month's experience. We use one sheet--both sides--with pertinent in formation on type and number of acci dents, time, location, and a few contribut ing circumstances. In oar opinion, it is important that such a release be not too detailed if it is to be used by newspapers, radio stations, and others. MR. LA ROSEE: It is possible and sometimes desirable to camouflage statistics by graphs and graphical methods. It is important in any case to keep accident data as up to date as possibly for we want to get to the individual or groups responsi ble as soon as possible. We have had good success with a quar terly inter-community report. This is called a ooctest, but actually it'is merely a tabu lation of accident experience in the various communities in Massachusetts. This has aroused considerable interest and we fed that it is very worth-while. MR. WOODCOCK: We tty to keep our 294 33rd National Safety Congress, 1944 records as up to date as possible, and we have had good use by both daily and weekly papers on our accident releases. ' DR. BOWMAN: Newspaper releases can contain charts, maps, material in tabu lar form, and material in paragraph form. We have had good response from papers in Pennsylvania. It is important to recognize that when we talk about traffic educators, we do not necessarily mean school administrators - or teachers. The first educator in Pennsyl vania was the State Police Department. They are still in the field today, with greatly expanded educational activities. Edu cational work in Pennsylvania is today car ried on by four departments which have coordinated their efforts--the Department of Public Instructioe. the Highway Depart ment, the State Police and the Department of Revenue (Bureau of Highway Safety). Special studies of the prdrtfrlan accident problem and the bicycle accident problem have met with wide si nftaarr, md thou sands of copies have been distributed. The outstanding feature of all this, how ever, is school teachers want little m the way of safety infonaatfocL Despite toe fact that the law requires tkn to teach safety, they do as tittle as they can. They will use lesson plans, bit they will not the rime aor trouble to create a lesson plan themselves from basic safety informa tion- There must be a concerted effort to train educators to teach safety before we are going to accomplish modi along teas line. * MR. HOFFMANN: It is admittedly difficult to get school safety instruction started, but such a program will bear fruit. Indicative of this is toe record of -83-miQioQ deathless child days set in St. T There is no point in gathering statistics if they are not used, but it is entirely pos sible to use accident statistics among affected groups to prevent a repetition of accidents that have occurred. To do thbw the data must be fresh mid most be inter preted in terms of losses which the average person can understand--wage losses, family dislocations, loss to society, etc. Urge* Selectivity We cannot use a shotgun method but must be selective. For instance, we can consider age groups and ceases, pfariog toe blame for pre-school age accidents on parents and for school age accidents on school authorities and toe pofirr We cm spot oa maps the residence of drivers and pedestrians-aud and we cars determine toe racial characteristics of these people, tom directing our educational program ato toe most effective clunmels. We can locate dangerous streets and iiiten wciinm Wc can identify and stress seasonal hazard*. Those who collect **>**rir* without ang them are in reality misers. Accident data can be used by toe rrtgmrrr, by toe potkx, by toe educator and they cm be used many tones over. Only by such we cao their collection and processing be justified. We must aim education at toe group affected, however, and the education must hove appeal and it must be tmsdy. Transit Section Committee 1944-1945 - General Chairman--J. P. Tjurrrojf, Indianapolis Railways, Inc* Indianapolis, Ind. fml Ftee-Chairman--Walte* S. Helices, Chicago Rapid Transit Co-, Chicago, IU. Second Vice-Chairman--A*thtjr J. Naquin, New Orleans Public Service Ipc* New Orleans, La. ' Third Vice-Chairman--I-- B. Emus, Cleveland Transit System, Qevdaad, Ohio. Secretary--J. G. Dickinson, The Milwaukee Electric Railway A Transport Co., Mil waukee. Wul fipjuu Committee Chairman--M. G. Bullock, Sl Louis Public Service Co* St Lo, :s, Mo. Membership Committee Chairman--E. F. Mehxens, Omaha & CoukQ Bluffs Street Railway Ca, Omaha, Nebr. News Letter Edt/or*~EvAN B. Walkes, Indianapolis Railways, Inc, IaffianspoUs, Ind. Immediate Past General Chairman--H. W. WNRCOica, Philadelphia Transportation Co* Philadelphia, Pa. " Members-at-Large-- Kak. Bevins, Georgia Power Co* Atlanta, Ga. * E. Gboves, Columbus & Southern Ohio Electric Co* Cofanlxa, Ohio. C. L. Hammons, Seattle Transit System, Seattle, Wash. J. G. Helman, Johnstown Traction Co., Johnstown, Pa. M. A. Kkaet, American Transit Assn, New York, N. Y. E. J. Kseh, Philadelphia Co., Pittsburgh, Pa. - *Rokesx A. McAxthux, Public Service Coordinated Transport, Newark, N. J. W. L. Passmobe, Birmingham Electric Co* Birmingham, Ala. A. P. SCHnooii', National Pneumatic Co* Rahway, N. J. *H_ V. ScHKEUia, Capital Transit Co., Washington, D. G. W. Winslow, Boston, Worcester & New York Street Railway Co, Framingham, Mass. Staff Consultant--Paul H. Cqbubn, National Safety Council, Inc* Chicago, IU. yaw OcamZ GWnu. 295 296 33rd National Safety Congress, 1SH4 - TUESDAY AFTERNOON SESSION October 3, 1944 Preridma: General rhainnan H. W. Wflnous, Chief, Bureau of Accident Prevention, Philadelphia Transportation Co, Philadelphia, Pa. ' The Urban limit Manf Stak* In Accident Fnrnnlion By JOHN la WILSON Pnandoxt, St L oi> Ittflu Cx, St. lia Scanning ray newspaper one evening **" certify, I came upon an article quotum sta tistics compiled by tbe Safety Coaod] of Greater St- Loots. These %ves remkd that 748 St- Louisans bad given their lives fighting a global war once the Japs took their longest step toward national hara-kiri. And m St. Louis, during that same period, preventable accidents killed 964 persons. The tribute to carelessness took the lives of 216 more St. Louisans than did the sacrifice of war. If I bad read a similar article a couple of years ago, before being Connerted di rectly with tile transit industry, I would have been amazed because the figures are startling. But today, I look upon sack re ports with dread because of my connection with the St. Louis Public Service Company. Such statistics all too often mention transit vehicles in connection with the toll of acci dents. I fed a personal responsibUity in any tragedy involving a Public Service ve hicle. It is' a triple responsibility ... to the operator, to the company mod to the public. All of us in the city passenger transit industry are dnty boood to keep public transportation as safe as possible. Urban transit systems in America early some twenty-two bfflioa passengers a year. Trans porting twenty-two billion passengers a year is the equivalent of handling sixty million people, half tbe population of the United States every day. These millions and other minions who share busy urban thorough fares with transit systems, depend upon us to keep our sendee safe. Tbe safety of these millions is tbe transit nan's stake In acci dent prevention. In tbe coarse of a year, America's dty transit industry operates vehicle* over ap proximately 3,262,400,000 miles, or roughly the eqoal of 6^00 trips to the moon and bade. Iftt and women who pot that total mile age m America's transit which* trade! find that may trip* to the moon a chads. They wouldn't fate to worry atom arhod chil dren, nor Sunday drivers, nor dreamy pe destrians; nor jock men's carts nor any of the hundnodi of huardt dot can spoil a perfect-safety record m a --rand This, knprcssmt mileage is not made on open roads to the noon. It is made on tbe busiest thoroughfares in the world- The fact that we have relatively so few accidents is a tribute to the ddU and care of street car and bos operators. When we talk atom the transit nan's stake in accident prevention, we nanot look upon it as the stake of the man who owns a commanding block of stock fin a transit system. Nor cm we look upon it solely as a transit executive's stake. Every man con nected with a local tiaaagortaticw system, from the washer who draw the windshield of a bus to the pcwildraf who gawks the destinies of tbe company, has both a re- sponsdritity and a stake m guide-- pre vention. It is the duty of each So do kb job so that it will contribute to safety as weS as to efficiency m tbe operation of the com munity's transportation. Tint is why we consider the St- Lotos PiAOc Serv ice Com pany's safety program an organization-wide responsibility. * la today's dty transit inkmy, accidents are a decided item of expense. Their cost; to systems serving urban communities, 4 estimated at fifty million dollars for 19431' *Tbe mere total, however, does sot tell tbe whole story. Accidents are one item of expense from which there is absolutely ' * ' ^trvAsii Section 297 do rattan. They are a videto tozar0*to the transit industry because t^fer cojt" cannot be estimated accurately in' advance. For example, U we are considering a new route m oar transit system, we can tell tow pgqrh h will cost to equip the line. We can estimate the income with reasonable accu racy. We can come within a few dollars of forecasting the cost of mamtentnee. But no man alive can tell us the cost of acddeots m advance. If the accident frequency U*low, and tbe mishaps are minor, the cost wSl be moderate. If the rate of frequency and the seriousness of accidents step up, the cost can take away all the profits, or even pot tbe company Into bankruptcy. There's no sock thing as an ooero^t accident. While future srridents are extremely in definite, there's do guess work about those that have happened. That is why So many of tzs are tnctined to figure tbe cost of accidents in dollars and cents. Important as this phase ox tbe expense may be, it is by wo means the whole cost. If yon have ever seen a transit operator immediately after an accident, you will know what I mean. The cxxtt of an accident in terms of its effect on employees cannot be measured ac curately in terms of dollars and cents. The * of efficiency that an operator may.suffer die result of accident jitter* cannot be - rosed in terms of money. Tbe cost of a traffic accident to the small port of the public that xnay be involved also is beyond an accurate estimate The courts, insurance adjusters or company Uwjus often reach a dollars and cents setdemmt, hut dollars never can take tbe place of a child rr substitute for the pres ence of a mother in a home, nor fill a father's chair at tbe head of the table. These intangible values, even more titan the cost m dollars, make accident prevention ooc of tbe most essential activities in our busuaess. In addition to the effects of accidents that already have been mentioned, there is an other damaging result. Accidents bring tod publicity. - In the postwar market, it will be essential for tbe transit industry, as a whole, to keep the good will it now has. It will be neces sary, in die highly competitive era after victory, for the transit industry to continue to prove to tbe public that oars is the best possible means of city transportation. Other- wise, the shrinkage of traffic will be so Severe that the Industry again will find itself in financial difficulties. When newspapers report mnneroos mis haps involving any dty transit system, those reports become advertising of tbe company's inefficiency. In the competitive postwar mar ket, no transit company can afford unfavor able publicity o this kind. A moment ago, I said that tike St. Louis Public Service Company's acddcnl-preven- tian pro^im was broad to include every employee in the organization. If we stopped at that, tbe job would be incomplete. Our program takes h the public as well as our employees. It asks for and gets the cooperation of police, schools and other pub lic officials A splendid example of official cooperation was seen in'the help given in our recent safety meetings by Lt. Roland -J. Schu macher, director of safety education and traffic analysis for the SL Louis Police De partment. Lieutenant Schtxnacher, whose schedule keeps him busy day and night, took time to address each of these meetings. His practical advice has been an inspiration to oar operators. Everyone, I believe, is conscious of tbe Deed of accident prevention, tVra-nVx to the fine- work that has been done by tbe Na tional Safety Council and its various branches. In selling safety to oar organization and to the public, and safety must be sold, we must develop a recognition of the many small acts of carelessness that may lead to serious cooseqmces. Most accidents are tbe result of someone's lapring into an instant of carelessness. I am going to describe briefly the St. Louis Public Service Company's accident prevention program, which is selling ap plied to employee relations and public re lations. I am not the originator of this program. It was under way wha I arrived in St. Louis. 1 believe I have contributed to it, bat to have many other members of our organization. My greatest contribution to the program has been to give safety work emphasis by making it a part of every executive's job, part of every employee's job. All strictly safety activities m Public Service come under the direction of a 298 33rd National Safety Congress, 1944 capable and experienced safety engineer. His work covers the promotion of safety of employees in the shops as well as the safe operation of our vehicles. I am putting the emphasis on the safe operation of transit vehicles today because other phases of safety work undoubtedly will be covered ade quately fay other speaker*. ' Under the safety engineer's leadership, we have organized two types of safety boards. The control safety board, which meets periodically, covers safety problems af fecting the entire system. The board is composed of operating manager, transporta tion superintendent, safety engineer and, from time to rim*, other department beads. Functions of the central safety board are major safety matters -affecting more than one department and general safety policies. Divisional safety boards, one of which is located in each street car and bus division office, are composed of the shed captain, representing the union; the division super intendent, acting for the company's execu tive staff; and two or more operators. Op erator members are selected by the shed captain and the superintendent. Divisional safety boards are interested, primarily, in safety as it applies to then- own division. In practice, however,' many suggestions adopted by one board are worth applying system wide. . You will notice that these divisional safety boards represent the operators, the union and company executives. Safety promotion in our organization is based on cooperation of all concerned. And that cooperation is not theory. We practice it. It is pmcticaL Employees arc urged to submit safety suggestions to any member of the divisional board at any time. Every safety suggestion is given careful attention by the board and a. definite decision is reached concerning it. Minutes of divisional board meetings, which tell what action has been taken ,on each suggestion, arc posted where all employees may read them. This is important because employees will not keep on making sug gestions if they get the idea that their offer ings are filed In the wastebasket. Our maintenance program is closely al lied with our safety. Every vehicle goes through regular shop inspections which are designed to keep it safe as well as efficient in operation. In addition to these regular shop inspections, every operator keeps a constant watch on the mechanical condition of his street car or bus. Any mechanical fault that might make safe operation diffi cult is reported immediately. Such diffi culties are eliminated without delay by a crew of "trouble shooters" or the vehicle is replaced until shop repairs can be made. Even in times like these, when such pre ventive maintenance is difficult, we do not risk the safety and good will of our patrons by the use of equipment in bad order. Now let's trace our safety program as it might apply to an individual operator. Our personae! supervisor is the first man to put the safety program actively into practice. He looks over the prospective employee to be sure be has qualifications for a safe operator. The applicant is given aptimde tests to determine whether or not he is jmentally and emotionally capable of having "charge of* a piece of our equipment. Then he is given a physical examination to be sore he has do defects that would hinder his work. Once he is approved by the personnel supervisor and the medical examiner, the prospective operator is lured on probation. Then he is given thorough instruction cov ering equipment and how to handle it safely. Our experience in St Louis shows that an average of three weeks of intensive training is necessary before we can qualify a man as an operator. In addition to usual classroom methods, this training includes sound-slide films and mmjatare vehicles to illustrate traffic problems. The program re quires the student to spend several hours on the "practice track,*' whore be can op erate equipment bat aa't hit anything. After the new operator completes the first phase of his training; he berranrs a "learner." He actually goes on a mo, with an m- structor at his elbow. Oar instructors are capable operators * who have the knack of teaching. Their instruction is pointed toward safe operation. Even with the manpower shortage, we do not take stmt drivers on our staff. * As long as the operator wu>U for the company, his safety educating wiB continue. We have general safety wring* at each division office twice a jaar. At these meet ings, we review good safety practices and Transit Section 299 introduce new ones. This instruction is done in any of a number of accepted ways. Recently we introduced Public Service Transit News, our company newspaper. While this publication was started to further employer-employee relations, we have found it to be a very effective means of promoting safety. Every issue gives accident preven tion ssws a prominent position. Letters to the organization and bulletins posted in division offices round out our safety educational work. Those of you who are familiar with sales promotion work will see some of its methods in our Safety Con tests. We have two contests wliich are closely linked. The Man-to-Man Contest is based on the iofividtnl operator's safety performance. The Inter-division Safe Miles Contest, is a competition among division offices. Points, which may be exchanged for merchandise, are awarded both on the basis of divisional and individtal safety achievement. Success in the promotion of safety in a city transit organization requires the coop eration of the public. Therefore, we use one of four advertisements in our regular monthly schedule to carry safety messages to the public. Usually our safety message appears in the first and largest advertisement each month. This advertisement, in addition to appearing hi the St- Louis daily newspapers, also runs in all community, religious, racial, labor and other local publications. Thus wo feel seme we reach every St. T^nicm who can read, at least ooce- Whfle oar advertisements reach the paNic m general, a part of oar program is aimed directly at our customers and U put before our passengers. In these messages, we fol low the same themes that we use in oar newspaper advertising. ' In September, our safety 'advertisemmt told children* a nun-' cr of practical ways to avoid mishaps on their travels to ***** from school. This advertisement, having as Its sole aim the prevention of accidents, has been qnliaiaasticaUy received by school officials Evidence of this enthusiasm ts seen in the fact that schools requested five thooiand enlargement* of the advertisement. One of these cntargexocnta was posted in each schoolroom k St. Louis and St. Lotus County ... in parochial and private schools as well as in public schools. Such accept ance of our advertising not only means accident prevention, but is a sign of grow ing good will toward our company. Every month, we print one hundred and twenty thousand copies of "Ride Guide," a little newspaper that is distributed on our street cars and buses. Safety messages are adapted to the front page of this publi cation. In addition to the standard street car and bus cards, which we nse frequently for aeddeut prevention messages, we have in stalled a special card rack in each of our vehicles. This special bracket, which is dedicated to safety. Is placed where every patron must pass it and where it is con stantly in front of the operator. Safety messages, changed every other week, are kept in this space constantly. Already we are seeing favorable results from our campaign. There is an added interest in safety on the part of employees, a better spirit of cooperation on the part of the public, and, most Important, the total number of accidents has dropped, eight per cent In the last eight months. That is a substantial improvement, especially in times when street car and bus traffic is at an all-time high. Some of you may wonder if the results of our program are worth the effort and 'expense. An educational campaign such as we are carrying oat in St. Loins is not cheap, but one accident easily could cost a lot more than oar entire promotional ex pense. Therefore, if we prevent just one such tragedy through the nse of safety promotion, the is a bargain. If yon are in the city transit Industry and are planning to intensify your safety promotion or to start an entirely new pro gram, I suggest the following procedure: Take a good look at your problem and be sure you know aO its asgtes. Call to gether all your department beads who are directly concerned. Summon your sales manager and suggest that* he bring in your advertising agency. Yonr sales manager, working with the agency, wifi be a force in selling safety. Set up a definite program. A successful program must have the co operation of the pAIy. public officials, company executives and your operators. 300 33rd National Safety Congress, 194* Call upon the experience of your local Safety Council or the National Safety Council. When you begin your program, remember that you are not talking to a crowd.. You arc addressing a parade, a constantly changing audience. Therefore, make your program continuous- Ami make it a corn* party activity that is recognized as being of such major Importance that it gets the attention of every executive including the man at the top. * Modem Employee Selection Procedure A Panel Btacossma Panel Leader: Glekh U. Custom, Professor of Industrial Psychology. Carnegie Institute of Technology. Pittsburgh, Pa, and Consultant on Employment and Training, American Transit Association. Panel Members: Homjoc. L Hcdckx; Spe cialist in. Industrial Psychology and Training, Indianapolis Railways, lac, Indianapolis, Indiana, Evxxett R. Kontmeu, Head, Training Service, Safety and Accident Preven tion Branch, Corps of Engineers, U. S. Army, Washington, D. C A. H. Nielsest, Director of Training. The Milwaukee Electric Railway & Transport Co, Milwaukee Wisconsin. W. H. C. Sottcr. Director of Personnel, Toronto Transportation Commission, Toronto, Ontario, Canada. Auxaxmbi Shatuo, Director of Persoonel. Capitol Transit Company, Wash ington, D. C. PROF. CLEETON: In order to give di rection to the broad subject under discussicm I will raise a few general questions. The first of these I will try to answer myself. QUESTION: What ends or purposes should modem selection procedures serve when applied to transit operating em ployees! As I see it, the purpose of selection is to require that employees who will 'operate vehicles be efficient; keep accident" rates at a m1'"'TM"0'*, rtramri*" service as scheduled, promote good public relations, and remain with the company as satisfied employees. Those are ideals that we are shooting at and hope we may attain. The panel members will contribute an swers to the general question, "What employment procedure will procure the em ployees who can be trained to meet the specifications set forth?*, by answering specific inquiries. Several questions have been submitted and I wifi pass them along to panel members. As further question* are submitted I will pass them around to the group. QUESTION: How on application forms and interviews be made more effective m selecting desirable employees? MR. NIELSEN: The interview, of course, is the basic employment technique. It is almost impossible to imagine aa em ployment .situation without an interview-- perhaps several interviews. The definition of an 'interview is a convcrsaHrai with a purpose. The purpose is to try and obtain the necessary information from an applicant to make a decision as to whether or not you want to employ Mia us your company. We don't depend upon the interview alooe. In the last few years we have developed a number of aids m die nature of tests, use of application blanks, perhaps even photographs or letters of application. None of these techniques could be used alone. In many cases the interview is the most im portant device to get the necessary informa tion from the prospective employer Too often we have paid too little atten tion to the interview and the application blank. They have been taken for gianted for so many years that perhaps we haven't even checked in the employment office to see what loud of interview Is given or the type of application blank in use. There is often much extraneous informa tion requested with no employment signi ficance. For instance: school names, ele mentary through high school, might be requested. The applicant fiUs out the blank and then it may be found that nobody does anything with the information. My first suggestion would be: take a look at the application Hank again. See if there isn't some inforxnatioa requested that Transit Section 301 has no employment significance. If such thirty* exist get rid of diem and obtain afonnatioo from the application blank that we can bk. These arc, of course, a few things like whom to notify in case of an emergency-- information that we want and need if we do a person. Those things should not be dimaoted, but let's be sure the information we do use with respect to age, -- rift vtaTm, and other such information 9 in there. We should be able to train our inter viewers so they will obtain the information wanted. Let's look at an interview as a three-part device--coc only to get informa tion--bet to give information and make a friend for the company. That first contact with the company is very important in my opinion, and a friend can be made or Cost m that interview, whether or not the person is hired. The Interviewer's attitude is important. He should observe the applicant from the standpoint of whether or not be is going to be successful in this work: whether or not he wifi properly adjust himself to the job and become a successful and wtenm.viployce; rather than to look at the person and think, "I wonder if this fellow bs the .qualities to 31 the job?" Just that change m point of view might be bdpfuL PROF. CLEETON: Can physical exami nations be toed to select the occupationally fit; as well as to etiminatr the physically unfit? *MR. SEELEY: I am not too sure I thoroughly understand the meaning behind that question. If it means to what extent physical examinations can assist in <WTdig- whether a person is occupationally fit--that is ooe things--but whether the medical ex aminer in carrying out the physical exami nation can select the occupationally fit is the other side. It has been our experience over some twenty years that medical examiners take a purely physical view. Their traamg has been, purely aloog physical lanes and that is where their interests lie. We have had two types of setups wfakh week oat more or less satisfactorily in dif ferent respects. If the medical is reporting to the employment official solely cm an applicant's fitness or unfitness, the employment people bare nothing to guide them m salvaging th. .nfit for occupational purposes to which ti-.y could be fitted. That was the experience of the Army authorities in both the United States and in Canada, until the stage was reached where they were discarding far too great a percentage of soldiers m oae case, and perhaps workers ia the other. There can be a middle ground where the medical examiner is used to augment the selection of occupationally fit by the per sonnel people. In too many companies, and I think ours has been one, the medical examiner is a part-time official who has a large number of employees or applicants reporting in for medical examinations. He is not altogether clear as to what purpose they are going to serve in the organization. He has a general idea of the requirements of the operating personnel, but perhaps too often very little under standing of the intimate details and physical requirements of other work in the organi zation. As a consequence, if a personnel mam ob tains from his medical examiner a state ment of fitness or unfitness of an applicant, he has very little to guide him in placement. I am afraid there is a heavy wastage--perhaps unnecessary--in the loss of. applicants to the company these days when evfry applicant counts. There is one field that we may be able to exploit to get a closer association be tween medical examiners and their reports of applicants* fitness in the particular type of work available in the company. PROF. CLEETON: What level of atalitica are necessary for' street car and bus operation and bow - can such abilities be measured? MR. HUMKE: I wish X were able to speak with the background of understand ing with respect to the data which you people have at hand, which would help me to answer that question, - I most limit my remarks to considera tion of 176 cases tested for drivers m Indianapolis. These had a IQ of 75, which is better than the IQ of 38 per cent of the people. We do not have data for a long enough period of time to an swer definitely the question, "what scores are necessary to keep accident rates at a 302 33rd National Safety Congress, 1944 minimum?" Bat on the whole we cxn say that people may be too ioteitigeat to drive safely. You may occasionally have bad aa intelligent man do a good job, but it has been oar experience that if a man is too intelligent (IQ of 105 or near that) the inci dence of accident is high. Likewise* the accident rate is high for those with low IQ scores. About one-tenth or one-Sftfc of the people we tested are too k>w to make satisfactory driver*. The second question on promoting good public relations is cne on which we really have no significant data. There are sev eral reasons for that. We are attempting to do something to secure a tittle more of a definite report in that respect. Tim chief reason we do not have the data is because we do not have a detailed report. Some of you people may have a very significant method of finding out just what the score or rating of your drivers is m promoting good public relations. The third question has to do with re maining with the company as a satisfactory employee. People of high fartrltigonoe do not remain. Msoj, perhaps, do wot have bad accident records* and if not discharged, will leave, for other reasons. Those of too low an xoteOigence arc, of course, dts~ charged. You probably would have arrived at these answers by your own mtmtkm, with out any statement from sue. However, there are a number of other significant aspects of rateUigeocc tests which are of consid erable interest here and of which we have made considerable use. PROF. CXJEETON: Is emotional sta bility an important factor ha wireting street car transportation operators, and can it be measured? ' MR. SHAPIRO: In my opinion, emo tional stability is the most important factor, but I don't know if it can be measured m terms of paper and pencil tests oe. by any other terms. I am not a trained psycholo gist and my knowledge of the subject is based on operating and* later oca personnel experience. You can otiRxe people who are emo tionally unstable for operating work if you have to. In Washington, D. C, we have utilized them hsciusc w* couldn't get any body else, but when this is done, there is considerable risk and a great deal of pa tience and inteUigoce must be used. A small organisation which knows its individual employees and can follow qp individuals and learn their moods--nod yen have to go that far--and which has super visors who are human behgs and, mfur. timateiy, some of our supervisors don't always fall hto that -*-.-3?*^ yes as take an emotionally unstable man, 3d by coaxing him along and patting him ao the back and kicking him in the ribs, get some work out of him. Sometimes yon can get very' good work out of him. However, as a general statement, in nor mal times you arc better off if you Wt have emotionally unstable people operating street cars and buses. How can you tell an emotionally gamble person if yon haven't definite tests such ns n psychologist gives? There are n number of, tests with which experiments are being made that seem very helpful for certain definite purposes, bat my friends who are trained psychologists tcQ me there is no one such test that is infallible. In the absence of saefa tests; yon mast use common sense and be a little patient Employment applications, when studied care fully, will reveal evidence of instability by constant things r of jobs, resi dence and things. As iiqigks also pro vides evidence. If you take the time and have the pa tience and are able to supply confidence, a lot can be ohtaiuu! from the applicant about what be has done winch win grre a sidelight on whether be belongs on a street car or in a shop. A credit report win gyve a lot of help. Combining all of these, you can, in most cases, spot the emotionally unstable person without much difficulty. . PROF. CLEETON: Can ability to de velop motor skills be determined before hiring? If so, how? * UR. KONTNER: The answer is a hesitant yes -- hesitant because research studies have not, as far aa I know, an swered axidtairdy some fundamental questions. SHU, according to T. H. Parr, is the integration of well-adjesfed performances adapted under varying conditions to attain ment of desired results- Motor drills m this Transit Section 303 dtsenasitia are to be differentiated from such odier shills as may be used in instruct ing and trajumg and adjusting differences, and to iiinm'miug asterests and morale. In order to consider the problem from the standpoint of practical appficatiou, what cise of skill ts truly an integration of welladjusted performance to attain the desired end. The Corps of Engineers, Army of the U. has a program of examining: tests on selective training of motor vehicle are some of the qnationo and what aspects of the problem should be indicated? Is the aptitude for motor atolls a general quality such as mw inwii ability, or axe specific factors involved m motor drills? drivers. Because of Gvil Service require . mints these are not pre-employment tests. They earn be used for the basis of assign ment bat are no pre-employment test. How ever, I bdfeve they laid themselves very Is the pattern of the activity the most wdl to pre-employment purposes. important factor ? Will the traiwabiltty depend upon the degree or quantity of attributes of motor skill aptitude? Will motor enuring ted to produce the same level of performance? Will traatiog tend to produce the same relative level of per formance fiy both superior and inferior trainees? Are tests of motor skill, which can be used to select the best or duamaie the worst, iinffiumtlji satisfactory for oar proposes, or do we want the tests which are or on winch tramrng activi ties can be based? The ennmrration of these suggests that the problem Is not as simple as we would tike to have it In the time available no attempt can be made to teti of the research with which yon might not be acquainted, and which tests bare been attempted to find answers to these questions. Professor Amos E. Neyhart, Pennsyl vania State College, and Road Training Consultant, American Automobile Associa tion. served as the consulUni for this pro gram and more recently has given much time to the Personnel Procedure Section, Adjutant General's Office. This program ineludes a written infor mation test, a battery of psychophysical tests, five skill tests, and a road test. A demonstration of these tests, as far as facilities are available and time win permit, will be given immediately following this session. The .written standardized test teas 50 questions,' of which 30 are true and false and 20 are multiple choice. la the psycho physical' tests there are: visual acuity; night adjustment; depth perception; jtmfi ness, and eye-foot reaction. Some who have investigated point to the fact that the test'of motor fidOs, such as are included hx operatmg vehicles, should coo-rist of work isnqilet or highly analogous tests. This provides a cardinal prioripie in answer to the second part of the question. An analysis of the operation of a vehicle m the field of ottr particular and famvHov* interests wtD show that some very complex adaptation mast be made through a wide range of varying rituatkms, such as making a left hand torn at a congested intersection That may not be the roost difficult situa tion. hot the "--**-- of to which attention must be great is high. Other con ditions add the time factor so whatever dffrhkw and rnunqnrut action is made must be rapid. The eyes nstt provide the If the liuvrug of the motor element is faulty there Tbt road test covers a coarse of at least five miles and includes right aod left turns, stops, railroad crossings and other maneu vers pertinent to the operation of a Corps vehicle. The test data from examining and testing over 31,000 motor vehicle drivers have pro vided material for tins written standardized test The refinement of the program will depend upoa the objectivity and relative weight of the test, bat--I may say this-- It has been disappointing in not being able to find validity on which one would be able to base a very definite statement The problem of determining the ability of developing motor ^nik before hiring, is to choose work samples and highly analogous test elements of- the operations performed. These should satisfy the criteria of reliability, validity and objectivity estab will be a failure m the type of deration lished as to your particular group and based which depends upon accurate knowledge on your statistical data and according to serving as m teas of reasonable and good your own forms. judgment in opPrating vehicles. The exer PROF. CLEETON: Tfae next question 304 33rd National Safety .Congress, 1944 isn't on the list but is on the program, "Procedure recommended by the American Transit Association." I will mention certain phases of this pro gram because it relates to some of the answers given here today. The accident research program's preliminary outline, go ing back as far as 19+1, on which there has . been more or less continuous work since that date, suggests the basic features of * sound selection program including applica tion forms, interviews, and interview rating forms. It would include a mental ability exami nation, the A.T.A. examination with which some of you are familiar. There is a com plete visual, physical and dental examina tion. __ 1 would say that is .one of the biggest problems that hasn't been solved yet Reference, credit and personal investiga tion has been touched upon here as being done quite well in some companies and not so well in others. Plans for motor ability tests have been developed at Pittsburgh. An experimental test was developed, using ideas borrowed from Milwaukee, Cleveland, Washington and elsewhere. I took advantage of every opportunity to use an idea that we were able to incorporate when 1 happened to be in one of these places. I understand that the Capital Transit has a model of that device, or rather has the first of those devices. I believe it will be in operation next week. We arc beginning to have something there that we, at least, can get sonic information from. In regard to the aptitnde for personality test, various places have the test labelled "The Personal Reaction Test" oo which experimental data is bang checked and collected at the present time. This, again, j$ a very difficult problem. Then there is the question of a final inter view and rating. After you have all these dements--how are you going to put them together so you will give the proper weight to the various elements? That is a question 1 wouldn't attempt to answer. E. E. GROVER (Columbus and Southern Ohio Electric Company): What type of person is chosen to interview and what training is he given before he is set loose to talk to prospective employees? MR- NIELSEN: The people are trained to do the preliminary interview. The appli cant comes into the employment office and wants to place an application for an opera tor. Our interviewers are rather old em ployees in the organisation. Brand new people have not been put on this job. These older employees understand operations quite welt Each of the interviewers has bad an Op portunity to take the breakmg-m-treining of an operator and thus has an appreciation of the job, ****?** the mterviewer has to play: a very important part in famishing information about the job to be sure the applicant wants it when lie learns what it is about. Applicants often come into the office with the idea that they are going to tike being an operator bat they need additional infor mation before deciding to take the job. They certainly need to know something boot hours, schedules, and other special conditions-they will encounter suds as now fighting duties. The applicant should have a good idea of the job before aa extensive employment procedure is applied. So, I would say, at leas!; give him an opportunity to be with your training people so be understands the various phases of work. The second interview is given by the people who administer the motor ability tests and the general intelligence tests. These people have the same training hot we have had people who have a background of training in the general 'art of inter viewing. It happens the two people who do that kind of interviewing fare been trained tn college to handle an interview. In reference to the subject Mr. Shapiro discussed -- emotional stability--they get to the question of economic stability, general personality and personal make-up. They are the ones who can appraise those things and who understand the make-up of an individual so that daring the interview they get the information desired. I believe the way to summarize that is to say the interviewer should be given a chasm to understand and get the fed of a job. If necessary, give h7Tn the entire preliminary training so *Hat be may understand the difficulties of the job and the tremendous ' Transit Section 305 importance of the general personality factor pressure, he naturally shortens the Interview hi being a successful operator. and takes a chance--the company later finds MR. SHAPIRO: This is probably the it has taken a chance. A check back will most important point in the selection pro show, 1 think, that too often the interviewer cedure. I halve always frit Chat the prelimi is inadequate for the job or is under nary interview is to some extent the foun pressure. - dation of the success of a company because MR. MEHRENS (Omaha and CotmdJ it decades whether a person is going to be Bluffs Street Railway) : Keeping in mind employed as as operator and a company is the possible compensation angle of a r3*^* no stronger titan the operators it has on m the event of the employee being involved, the street. We have gone about obtaining or in a claim involving an acridaat--bow the results which Mr. Nielsen spoke'of by deep or How extensive should the physical reversing the*procedure. examination be? Shall we go deeply enough We have trained 4,000 operators in less to take into consideration venereal diseases, than five years, which means we must faarve hmg infections and nerve disorders? interviewed four or five times that number. MR. SEELEY: The question of venereal We borrowed from the Transportation De disease is an especially important one. I partment two men experienced as operators have attempted to convince five different and made preliminary interviewers out of medical examiners of the advisability of them. All applicants for jobs as operators giving a blood test to every applicant but must go to the training division, and the the reaction has invariably been against superintendent or the assistant superintend such practice. ent takes time to personally interview these They Indicate there are other simple tests people: If they say "No," the person is that can show any deterioration of the not accepted regardless of anything else. nervous system that will answer for our The Training Division is charged with the responsibility of giving the company a satisfactory operator and If they are purposes and, peculiarly enough. I don't think it is true. However, they do catch some through whatever tests they have. charged with that responsibility they ought In regard to lung infections, wc are to have something to say about the material thinking it might be advisable to put our being sent to th^m people through a travelling chest clinic. When they accept a person, it is up to However, most of our applicants are above them to make good and produce a satis the age where tuberculosis is prevalent factory operator. Thus, we have made it a rule in the past six years that every appli- cantfor an operator's job must be approved by either of these two men in the Training Department sad the Employment Division has to consult with them and get their approval before the operator is accepted Frobablyjby using experienced operators for preliminary interviews, the re sults are obtained as with Mr. Nielsen's procedure of ing procedure. interviewers operat MR- SEELEY: Is combination with Mr. Nielsen and Mr. .Shapiro, 1 believe that the preliminary interviewer should have more mtdHgcoce than the applicants. That is oat always true. He should have sufficient time to go into the interview. Too often, doe to fluctuat ing numbers of applicants, the interviewtr doesn't have the time with the applicant be feds necessary. When aa interviewer feels be is under I am not a doctor. I am led to believe, however, that tuberculosis appears most frequently in the '`terns'* or early twenties and later somewhere in the fifties. Most of oar particular group me rangh^ from 26 to 70 and the somber in older group is relatively small However, we may go into it. As far as compensation is concerned, I don't believe chest conditions play any great part. If the man is severely affected, he should be sent ia to check. Today there are (ewer doctors and more applicants so we arc having the same ex perience with doctors as with interviewers. Tn other words, they are working under pressure and applicants arc through. Doctors are checking the obvious but won't go into detail The more time for exami nation, the better the examination. A question regarding physical examina tion is whether the doctor, if be is in the Claims Department, is the most suitable 306 33rd National Safely Congress, 1944 for examining applicants. Oar experience shows it is absolutely essential to have a doctor who can be trained to be personnelminded rather than claim-minded. We are getting a lot of other things from our doctor in addition to an applicant's freedom from claim risks. A fly?ms doctor who is not in sufficiently dose tooch with the developments in the personnel office is not in a position to be satisfactory com pared to the doctor who is' most closely associated with the actual selection staff and permits K-m a certain amount of freedom to discuss certain types of eases with him. In working closer with the doctor, we are salvaging a number of applicants we form erly were losing. A. G. FINK (Saint Louis Public Service Company): In all this discussion it has been indicated that interviewers send an applicant to the Personnel Department, then to the Medical Department and last to dm Operating Department. Do you think It advisable for him to go to die Operating Department before be ever has a physical examination? MR. SHAPIRO: I don't believe it is necessary for the bead of die Operating Department to interview every applicant for a Job as an operator. It Is physically im possible where a large number of people are employed. Secondly, I don't believe the head of the Operating Department is particularly well qualified to choose operators. He is the man who is picked for his ability to row the company--the system. I believe differ ent talents are necessary in selecting people as operators. These days we are trying to get the good we used to get from a foreman interview ing people he was going to employ by utilizing people who know the job as well as the foreman, and at the same time, eliminate the personal element that the foreman was boss of that shop, and if he didn't like a man's haircut or didn't like the cut of his nose, he didn't hire him. We are trying to pkk people for their ability to do the job not on the basis of physical characteristics hut on the basis of many other things, which combined give a clue as to whether the individual will prove a satisfactory employee for that particular job. V/. J. MACK (Philadelphia Transporta tion Company) : It is my understanding that the Instruction Department of Wash ington. interviews all the men because they are responsible for those men. What Is die explanation that the operating.nan doesn't get. a chance? He is responsible for them for a long while. MR SHAPIRO: The Instruction De partment is part of the Operating Depart ment end .it arapiy performs a specialiand function m the Operating Department. MR SEELEY: 1 think it is common in most Personnel DepartmnotSj* not only im transit bat In others, that operating depart ments do not definitely have a say before the applicant is finally employed. That is so in our depar tment, and it is so in almost every Personae! Department m my city. it' is definitely the responsibility of the Operating Department. The Personnel De partment is part erf it sod 2* oofy doing the uitMl irmeuiug ml saving the Operat ing Dgmrtfttt from umg a lot of mis fits: they send cuiy the ffepk whom they me TTfitficd can do the Job. So, in most companies, the peatitke as for the Personnel Department to do the screening and send to the Operating or Maadrnance Depart ments for final approval those who are go ing to work. Tbe principle is drat if a man isn't satisfactory to the head of toe de partment, he is gomg to work for,- that man isn't going to get a fair deal. No department is infiTtiMt and in follow ing that system you oaks certain the Per sonnel Department hasn't slipped on what toe original rcquBrcments were. This is a double-check. U. K. VAN MONEN (New Orleaitt Public Service, Inc.): By whom should tbe testing devices be applied--the Person nel Department or the Training Department? MR HUMKE; Over a number of years, it has been toy experience that too often we, in interviewing departments, or fit test ing departments knew too little about toe actual operations -to be* performed. Con siderable can be added to the success of tbe total selection program if more help is asked from operating and maintenance people. We could improve our interviewing tech niques. Our application sheets could more closely integrate the interests of people on tbe'firiug line. I dou't know that we can entirely separate Transit Section 307 from a functional point of view this matter of testing and training. Surely there is a very dose relationship there in any industry. could be made on it and test these testing devices and check the medical examina tions to see if something is being done to In Indianapolis we have been able to get the kmd of persons wanted. grade out our tests and give the tests scores to the trainees--often within the first half day of the training program. Good use has been made of this exchange of informa tion. It seems to me that the answer is D. W. FOUTZ (Indiana Service Corpo ration. Fort Wayne, Indiana): 1 under stand it was 767 people who were checked and you got 105. Were these operator* as good as you arc getting today ? neither **yes" nor "no,** but "let us have closer integration than we now have.** . MR HUMKE: These people were tested before they were trained. PROF. CLEETON: I believe that per haps would be accepted. Whoever does MR FOUTZ: Does that apply to appli either testing or uses the results seeds cants you are getting today? some assistance. In fact; more than they MR HUMKE: There is a peculiar inci are used to, because there is probably no dent in that connection. Early in the pro greater sin being committed, not only in gram we made a check of high school transportation but in other industries, than graduates who bad made applications. In somebody using a test simply because some that analysis we found 107 high school body said it was a good thing to do--in graduates. Their median was 107. That getting a lot of test results and not know gives a little picture of what the status is ing what they mean. m respect to high school graduates accepted That applies to all of os. There are also for testing who passed tbe interview selec situation* where tests are not given m the tion. - selection procedure. They arc given MR FERRY (Omaha, Nebraska): Do oectioo with training as a guide in dealing you use the A.T.A. test ? In Nebraska we with the employee or prospective employee have found them as low as 20 and as high during toe training period, so I think a as HO. I have found high school graduates survey of the industry would show, a great and teachers with 50 and 60. I have had many things.--Tests given by so-called ex truck drivers with no more than eighth perts; stenographers; part-time employees; grade education with 80 and 00. psychologists on tbe company's staff; con sultants; rod persons within the company trained to give these tests. MR HUMKE: We were using toe Otis Test when tbe A.T.A. came out--or at least when the A-T-A- came to ocr attention. We It is toe use and the interpretation of them that is extremely important and it is on that point that 1 think not cdy the gave the A.T.A. to 200 or 300 people and checked comparative score*. They were comparable. people interested in developing tests but those who use tests probably ought to feel a little more bumble and perhaps confess a bit of weakness. In confessing weakness I have an alibi You won't get any different scares m using the A.TJV- or tbp Otis, or any other test, as far as that is concerned. Of course, what has been said about scores is a known fact. People without schooling may score ---touched oa by Mr, Haxake--that we get high and people with much schooling may a lot of beautiful test scores and a lot of score low. Of those 767, it was, perhaps, results from interviews, maybe scored our people range between an I.Q. of 129 nmnericafly. We get results of doctor's exammatkm*. Then we httvqs't assy good criteria to check them' HP*"** because the accident method of analysis used by some of too companies are, to pot it mildly, not a very good criterion of the man's actual work or liability to toe company. and as low as an f.Q. of 58. r'RDF. CLEETON: I might say iu re spect to tests that they arc highly imper fect. Educational institutions have probebly had more experience with tests as a mens of placement and prediction than has in dustry. I wish the operating people would find some way of giving those who hire an adequate estimate of the work of each and every employee. If they did that, a check In an educational institution we think we are doing quite well if four oat of five test scores tell us modi of anything; that is, if we can predict on 80 per amt of the 308 33rd National Safety Congress, 1944 people we test, we are doing exceptionally well. This imperfection exists ia the test. An instance of why there is an unreliable test or an unreliable score on a test is yon might get people who are testwise. I, for instance, can take any test that you can provide and beat it simple because X know how it was made. The smart high school kids have beeo tested up-hill and down-glen. There is en tirely loo much testing going on in school. Probably there is not enough in industry. Some of the high school students are pretty test-wise and know if they guess heavily they are going to get a better score than if they don't. get a line on the teat and give to older employees, you won't be able to measure the test, because frequently old employees are not too good a criterion to go by. Those people have survived frequently in spite of educational limitations. They have mastered enough of the minimum skills of a verbal nature to get by, but in many communities She question of illiteracy is a tough one. Ooe company put high school graduation as requisite. Someone in the company ob jected strenuously to it but let it stand to see what happened. This was before the war. Mach to their surprise they got all the high school graduates they wanted. It was difficult to find a person without at least some high school training. I would say that if four out of five test MR. MACK: Should the Personnel De scores tell anything the batting average is partment object to- an employee coming in high. - MR. SHAPIRO: Would you say word about some of the tests to people who are illiterate but who are intelligent? I think some of these gentlemen might be glad to who fails or should it pass tbe test over to the Operation Department? MR. NIELSEN: I don't know why, but we turn them down. MR SHAPIRO: It all depends upon know about that. what is meant by the Personnel Department. PROF' CLEETON: The army found it If it means, as it does to some people, was necessary to develop pictorial tests. someone who has come from the outside They were working to get a test for literacy and who has had tbe misfortune of going and the army found that for certain adults to a college, there teems to be a stigma they had to develop pictorial tests. attached to that in this business, unfortu Pictorial tests were not enough for some of them. They had to develop manipula tive tests, particularly following verbal in structions. Then the Chinese came along and they didn't know what to do about that. nately. I, too, hide tbe fact that I received a college diploma at ooe time. That is one situation. If the personnel department is staffed with people who have been through So whether or not we have adequate tests for literacy, I don't know. MR. SHAPIRO: How about the Colum bia University Test that is being used? PROF. CLEETON: It is being used in industry. MR. SHAPIRO: We are using it, or trying it ont It is one of those Thorndike tests. PROF. CLEETON: There is a test tbe army is using at the present time which will be the best test for illiteracy one could possibly use when and if the army'is will ing to release it. I may be talking out of turn, bat 1 think you will be able to get something out of that test. HAROLD R. DANFORD (Director, Education Division, National Conservation Bureau, New York): Those are not specific How about older employees? PROF. CLEETON: If you are going to the Operating Department and who are merely being assigned to a specific task, then I don't see why there needs to be a quarrel about it. If you mean personnel people who have had no experience with actual operation, then I would say there might be a legiti mate criticism--but not in all cases. Where the Personnel Department Is a part of the Operating Department and has tbe responsi bility of keeping the tine out and keeping on schedule, I don't believe there is any need for worry. It is all in case basket Get it together and you will get results. MR MACK: I apologize to my friends from Washington but I believe the man who hires has some responsibility. PROF. CLEETON: How do they do it is Philadelphia? MR MACK: We try to have our Em ployment Department do it to some extc&L Transit Section 309 I have come to the conclusion that someone in our Employment Department has been out here to one of these btg motorcar com panies and puts them through on a produc tion basts. I was trying to learn if anyone else was having tbe same experience in dropping the test down to 20 and somebody makes a zero and somebody in the Employ ment Department pot a three along side the zero and we get them. MR HENDERSON (Cleveland, Ohio): I believe the standards act by the Employ ment Department are below the standard set by the Operating Department I don't think that our people who do the hiring turn anyone down who would ever get by the Operating Department PROF- CLEETON: In defense of the .standard examination, if you hire at 25 aprjf nobody fools with the test scores, you wii} probably be right four out of five times. Let me get this in the record. You will be right to this extent: a mental ability test will not measure whether or not a should carry a Phi Bata Kappa key. It measures whether a man has sense enough to learn through training. If he makes a score of 25 on the A.T.A. test, be can be trained, and if your Training Department can't train him, you shouldn't blame the test. MR MACK: We did conduct an anal ysis just from the point of view of a motormaa. We took some low marks--as low as 8--and made motormen out of them, but we have never been able yet to make a ooe-man operator out of them. We can make a motorman regardless of the score but not a one-man operator. PROF. CLEETON: I used to argue with a mao who said there wasn't much difference between an I.Q. of 60 and ao LQ. of 10, if you had long enough time to train the individual, and maybe that has something to do with it. WEDNESDAY AFTERNOON SESSION - October 4, 1944 Presiding: Asthuv J. Naquut, Safely Counselor, New Orleans Public Service, Inc, New Orleans, Louisiana. Problems Peculiar to the Transit Industry By MS. WILLIAM R McCONOCHIE Project Mgr., D* Leaw. Gather & Co* Consulting Engineers, Chicago, Illinois Three questions arise in connection with the problems of traffic which are peculiar to tbe transit industry. They are related and well dtsenss them one at a time. The first question is: 4<WU1 the transit Indus try's traffic problems ever be solved in op erations at street grade?" What do we mean by traffic problons? A measure of degree of traffic congestion is the low operating speeds which we fact Another measure is the accidents with which we are confronted, and perhaps a third aspect is the safety and convenience of the passengers wc carry. An optimum speed for transit operation is probably the speed at which we operate In the outlying districts of our systems-- about 15 miles per hour, or a rate of about 12 miles art hour when we get into the more congested part of tbe route. At 15 miles per hour it takes 4 minutes and at 12 miles per hour we travel about a mile in five minutes. We can charge that loss in some degree to traffic congestion. Assuming about 4 traffic signals per mile, we lose about 30 seconds per vehicle per mile. The other half minute can be charged to varioos pe culiarities of street traffic congestion and to the greater number of passengers wc handle.' When we get to the heart of our city the speed drops very rapidly. Speeds of two and one-half or three miles per hour are not unusual in the targe cities, and we can charge the dropping off of speed to street traffic congestion. It is in oar Central District that the greatest nmnfeer of accidents happen per 310 33rd National Safety Congress, JW 1 Transit Section 311 mile of route. No other area, of the city has the same rate of accidents as downtown. Likewise, a large proportion of our passen gers are destined for the downtown area. If we r3TM do something about the traffic problem downtown, we can gain many times the rate at which we gain time by curing our traffic problems in the outlying areas, so let us leave the outlying district. I would like to present for your coo- sideration that, the downtown traffic con gestion problem being what it is, die only way to romphnriy efaniaarts er care con gestion in the cctral ffistrkt for vehicles is to place separate lord _ don't mean mgiAi short subway* Awl the fringe of At j be solved to some extent if public trans portation was so fast and convenient that a larger portion of the population would leave their vehicles at home. likewise, the pedestrian problem on down town streets would be eased somewhat by short subways. Many people would be taken off street surfaces since they would alight from their transit vehicles in the subway dose to their destination.' The same sta tions or mezzanine levels of these stations could be used as underpasses, especially when weather conditions become hazardous for pedestrians. The objective of freer traffic movement can alto be readied by running the cars aad bam in subway*. The capacity of Many btrpr such as, WubniM^ At Km 1 real. and T naiikkring Aw reatfaag * transit i ihirire team to* rnmtumm-40 i eral street i With rerrec or. bos a^JW>iii t the 6TM* Question: "Why lead the way hi facgitim for their dries?" aft tome of the defensively weak I by some timid nits of the j. Active proraotkre of the I be taacamoexst to wfaii--ion that cnoiaderaeaMl bar dents M1 of i^Ati kots with which Fram the measurably to and safety. Nowto po on* _ "Cam the dty nffirials lock to better transit fadfities as the nwr to traffic conges tion. downtown jwrissg and other rested pnUoasr The interference between street car or bus operation, on the one hand, and private automobile and track transportation, on the other hand, is entirely mutual. Each blames the other for tying him up and adding to his naming time. Also, the parking problem which is plaguing every city official these days could mm of tkjnuportiTinn end should be Amt mdutiy. StiB another. _ * * _i to dty r mi Mtr fcnsimauL Re- of thht type it don't Ung to Three is no point in tiying to segregate outselves from the interests of the whole dty and it is to the f"*--** of everyone to provide good transportation. Haaopil officials are fully justified in cooperating with the transit and vice versa in solving this problem. _ We can't finance sach a project, but our Uaaslt tiA--i,y esa anisiv vigorous leader ship |n farthering better all-around trass portation for rise people. By ebminating traffic congestion, in one Stroke we can fadp oar own industry and better serve the entire community regardless of-mode of transportation. 1 Transit Operating Accident Analysis A Panel Discussion Participants: Discussion Leader: M. A. Keaft, Acd. dent Prevention Bag., American Transit Aim, New York Chy, New York. Kajcz. A. Brows, Traffic ?"f. Georgia Power Co, Atiaota, Gn. Caxl Bxvsr, M D, Medal Staff Officer, Kansas Gty Public Scnka Ga, Kaaaa* City, Mo. W. D. Earn, Soft, ad Trwponrekaa, Indiana Service Cvrp. fort Wigsi. U we are faced with? First, we have a com bination of circumstances, which, translated, is the type of occurrence; and then you have the operator; then you have the vehicle; then the pedestrian, motorist,, or passenger, or fixed object; and, finally, a specific lo cation. Now those would seem to be respectively the nfnwWi to yunr accident problem There are five separate and distinct ap- Lct as pick an the operator first. He ecare to be the hto of aQ our faultraffing. I thank we ngfax look at the optow a two inpnti, or in the analysis I Ae reorient is reaped to ffic operator. first there is the wffividual accident ocreret fit has aa arridrst. Then you vuigm tore ia rafatioa to that man at that kre. Tlat ia are phaae. The sect phase, \ hr Are review of the acra' a mrae which is per- fre to: Aat fa. as to am u * *k. Fwa, we might briefly outline a concept sd we will have soallnf amcrcte to con sider. In preventing acrkVoti just what are we going to prevent and what is an acci dent? I would fifae to pot it th> way: You have a cqmhrnitioo of circumstances or conditions. They involve a specific transit operator with a specific transit vdnde and a nscific pedestrian, motorist, passenger, or fixed object cad that occurs at a specific location. All of these things are very specific and aQ are identifiable. Now, docs not give its the logical approach to the problem Manr. to Mart Asia ffnanwiaa I am going to off span Mr. Boats, from Fort Wayne, to gw as a Sole pirravs of bow they feaAfc this pcubleat of judging the ksdatiAel aoclrimri ha refaction to the man and aht Aw aooaaulated experience of the non. MS. FOUTZ: We stinted tins .present system we have about 1937 aad ha 1940 when we started traQcy coach operation on about faff of oar trees, the system was revised to take care of toe trolley coach operations. Ore i/itsai was set'up over toe ATA system but wa had to go a tittle further in the number of items are checked operators on. We carry aa sadrridual check of these operators. In toe past few maniht, as much aa are wanted to keep it up-to-date, there were a lot of things we had to <kx We bad twenty-seven things we checked oq these various aoodcnti that coma up from toe-operator and we carry individual {records now. In 1940 when we started the trolley coaches we started a system of awards for operators on chargeable and nonchargeable accidents on which they nowld win aiuforms. We attached more importance to the chargeable aad non-chargeable- part of toe I 312 33rd National Safety Congress, 1944 acdtfent than we have of going: into Che street conditions, the weather conditions and the various other items of that land Those, however, do come into our analysis under our chargeable definition. "A chargeable accident is one which might have been prevented by the operator if be had exercised reasonable forethought, judg ment or skill; or, it is one that might have been prevented by knowledge of conditions oi use of practices reasonably to be ex pected." . When you first read that over you Would think there could hardly be an accident without it being charged, but they can have them. When all these accidents come in they are first reviewed by mysdf and I determine whether 1 think they are chargeable or not, and this is passed on to the safety director and on to the transportation manager. Each of us initial this accident blank as to whether we think it is chargeable or non-chargeable. Of coarse, two out of three makes it one way or the other. Wt agree on it and when that is finished we attach a slip, and if it is chargeable it is so speci fied and the accident report and a note is sent to the safety' director and an original copy i& sem to the operator, notifying him that the accident has been charged. It is surprising bow these men having accidents won't even wait for the chargeable notification, bat find out if the accident has been charged or b going to be charged to them. After thiy notification is seat to the oper ator, he has ten days in which to protest the charge. He can bring in new informa tion! go up and talk to the director, and a good many of them do; and when they finish, if he feels that it has been unjustly charged or if the operator has brought m new information he passes it on to toe and the transportation manager and we recon sider the accident as to whether it should be charged or no* charged. . Repetition of chargeable accidents is cause for dismissal. On our follow-up that at the end of cadi month) the safety director furnishes me with a list of all accidents we have had; how many are chargeable and how many unchargeable; and possibly that list furnishes a breakdown of the causes of chargeable accidents. Then this- is given to my street super visor and instructors and they follow up these operators who have chargeable acci dents and also use this list of causes to check all the other operators they ride with in order to prevent more accidents of the same W. CHAIRMAN KRAFT: All companies do act have the same methods. We want to see if there is coe best method or several good methods so we win perhaps find an other in the practices, of the Capital Transit. MR. TICKLE: In analyzing accidents at the Capital Transit, we try to sec wherein the operator failed so that he can be told and so avoid another accident He is charged with an accident if he fads to observe any precaution that can be ex pected in reasonably prudent driving. That bolds m all case*, including the action of the driver of the other vehicle who may lie primarily responsible for the accident, which conespoods to this chargeable or non-chargcable responsibility. It it rated on a five-point scale, using the alphabetical symbols. That responsibil ity is not based on a relative position of two drivers, but rather on an operator's own part of the accident; on bis opportunity to avoid an accident. You may say it relates to the operator. It is on the basis of relating the operator's action to perfect driving. When we get those accidents and analyse them and get an understand^ of what has happened, the accident is rated and the discipline Is sug gested. . In most cases there is a reprimand.for tumor arodcou aad in case of a reprimand we send out a rarHMxaadnm to -the operator describing hoar we feel he could have avoided that xriJtar. The reprimand and rating for each accident is posted on the operator's card winds the operator carries and it servo as an index of accidents by the operator. That accident card carries each accident, the number given to it by the claim de partment, the code, describing the type of accident that it is and a very short descrip tion of the accident. Tim accident card, together with a gen eral record card is reviewed occasionally at certain points. The first time Is after Transit Section 313 fits probationary period. After fus (raining period he has three months of probation. The second accident of any type is cause for review of Ins record. The second re port of unsafe practices, such as running red tights and such unsafe things is cause for reviewaL we came to the conclusion that the medical aspects or physical conditions of the men had some bearing on accident causation and that those needed a tittle attention and per haps referral of a man to the medical staff for examination. Will you try to give the benefit of some of your experience in Kan The third accident in a month--that means sas City? any kind of icadem--is grounds for re viewaL It takes two vehicles to make an accident and the history of bis accident record is reviewed at tint time. Then there are two general reviews of the card every year; one a aou-umal and one annual. At this time high-accident men are segregated out for either Interviewing or to call their attention to the fact that they are za toe high-accident group. DR. BRU5T; The procedure Tritons our company has two phases as far as tbc med ical is concerned. We frequently examine a man -who is a repeater on accidents, as these two gentle men have described. If there Is an accident which is the responsibility of the- operator, we examine that man specifically with re> gard to conditions that might have caused that particular accident. Then we carry on All men who have had more than two oar semi-yearly--or did up until the war are called high-aeddent men. In some cases time--or periodic physical examination. they are calkd in for an interview and in . Now with regard to the individual cases, other cases they are teferred to the training I might Qlastrate what I have m>tniod by division. Also in some cases toe review two different cases. One man had several shows that we have a man who is a detri accidents in which he would' cut a corner ment to the company. and hit a fixed object with the bus. Exam Of course, any very scrums accident, neb as collision of company vehicles or a serioos pedestrian acridoit means that the cards axe again reviewed and tins business of reviewing toe cards implies, or involves toe superintendent of the training division ination revealed that be bad a weakness in ooe of Ms eye muscles so the eye turned to the right. He had doable virion and would come sax or eight inches closer to an object titan he thought be was and thus bare an accident. and the director of pettonod as well as the This, on complete physical examination, safety men going over the cards. proved to be a toxic condition which could From that an opinion is produced as to what shookl be done with the man. CHAIRMAN KRAFT: There is ooe question I ant not sure b perfectly clear. I vroedd tike to ask yon, Mr. Tickle, to get this point across: Is it not true that m tictamating toe responsibility according to this fiira point scale, that that is done by you as an aoriduit analyst who does hv that? be cleared up. He was treated accordingly and was rehabilitated and Is operating a trolley bus. Another case was a man who became un reliable hi reporting accidents. He made rough starts and $taps~and began to brag about what a good operator be was. He came in and said that he could operate a car at sixty miles an hoar and stop it on a dime. The general custom is to have it handled by either the dirtstonal superintendent or the transportation people, who are also han dling operations as well as this matter of reviewing and detercuoing responsibility is Individual occwicuce*. Instead, la your yon nr^T ff,'`iTif <f--r MR. TICKLE; That a right An examination revealed that he has pa resis and, of course, he was referred to a psychiatrist for proper treatment. He was not rehabilitated as an operator. In regard to periodic examinations, the periodic physical examination will reveal a great many things which can be of impor tance after they have accumulated over a period of time. .CHAIRMAN KRAFT: D*. Brest, it seems to me that several years ago when we ware doing some work in Kansas City, The record of these operators is briefly: we iomd the defects which could be re sponsible for accidents in an alarming mmi- 314 33rd National '\fcty Congress, 1944 bcr o cases; the percentage of those hav is merely an attempt to get a doe or to ing eye defects was 7.4; ears, 23; heart, 2.6; run down a clue. You may do that four hernia, 1.9; blood pressure elevation. 92; hundred times, or four htmdred and ninety- positive Wassermann, 43. nine times and the five hundredth time you In physical examinations it is important to have a close cooperation with the oper may find the answer. Then the work of analysis has been of constructive value to ating department. 'There roost be someone the company. who can get these men back to the medical One valuable feature which I am afraid department. It doesn't do any good to get is altogether too badly neglected has to do a physical and put the card ha the file and with the isolation of accidents by byline forget about it- If that roan is run followed To traffic engravers, that U heresy, yew up and whatever information there is on the might say, because that is one of the htfic card checked back to the operating deport- ' approaches of the traffic engineer to woes* ment, of course, the whole dung is worthless. dents and other difficulties in general street car traffic. We might roughly summarise the condi tions which can be of some information value and also important from a periodic I am going to call on Mr. Bevins to ex plain that type of approach. examination standpoint. I believe high blood MR. BEVINS: We might start by ore* pressure, myocardial disease, positive Wss- specific cases. One of our heavily tuwkf sermaim as indication of syphilis, and dia streets h Atlanta is intersected by another betes, as well as- diseases of the blood ves heavily traveled street, an artery going across sels affecting the brain and eyes are the town. It was protected by regular faor* important conditions you should know about way traffic signals and everything nemd and they will be important as some of these to be all right, but we hid right-angled cases come along. collisions at that particular location. CHAIRMAN KRAFT; Dr. Brest, there is one question I would like to ask before we pass on temporarily from this subject. You mentioned the periodic esummation and I believe that you find that the information you get from your periodic examination enables you to do a better diagnostic job' when we send a man back in case of in dividual accident or a bad accident record. DR. BRUJST: Yes. Very recently we had a good case m point of a man whom we knew had a positive Wassermano since 1936. Recently be became nervous and was in volved in one or two minor accidents. As soon as he came in we were oa the lookout for active syphilis. It was proved on a spinal puncture that the man had early paresis and he is now under treatment That is one illustration. There are many of these cases. The traffic signal was ceatcr-saspcntfad; the type winch hangs from a wire a tin middle of the intersection. We had one arridmt after another at that parfinder location. Going out there and looking it over we found as yon look west m the late afternoon you were hwJdwg directly into the sun. Tbb intersection is located at the bottom of a little valley and the motorist ctiuldn't see where be was headed when* the car was tilted down, or the street car was tilted, down. They had to look up at the fight and in looking up looked directly into the sun and got a false impression of the light many ?nH misjudged the color of the light so they pulled into the intersection. Then the first thing you know there was a col lision. It, was a very simple matter to correct by putting in side-mounted signals at the I don't mean that every operator that has far right of the*intersection. ABb we were an accident will be found to have some prepared to put in a bafBaboard behind the organic disease. These lire in the"minority, signal but found it wasn't necessary once I would say, and most of them will be we lave the light over to the side for then found not to have organic disease as a there was sufficient background from the basis of their accidents. trees, bushes and houses to shield it from CHAIRMAN KRAFT: That gives me the- sun. We haven't had any more trouble an opportunity to put in a little better here at that particular location. what we think to be in terms of analysis Not onfy were we, the transit company,. Transit Section 315 having accidents but the city is general was fmvng. the some difficulty at that location. I was interested in sitting in these ses sions* hearing different operating men asking what they could do about having car col lisions; they were haring a lot of car col lisions. In these days they are constantly <** the nyniing and we have been having tkaaeopcxitBCb About fix weeks ago we decided it was high time to do something and had a meet ing with the operating people. They said, "Wd^ of coarse, we axe hiring a lot of weir men and new men aren't careful as the older men doing things. They are doing thing* to suit themselves and not using due camion here and there bat lock at the level of enforcement in the city jmlfce departmeat? It is undo manned and they are not able to enforce the statutes so they let the people mo hog wild over the streets. They seep -here and there soddcaly; they stop hi firm* of vrioHsi, We ran into them, or there ate two shred cars close together and whre the first car has to make a sodden stop laane tone toan in an amnrviKU iLriAw to ton left, baa can't make h. Things of that sort went oo and still the accidents kept going up so we ran a tittle analysis. We tnA the car coltisioo reports for the year of 19C2, the year of 1W. and ao ip to date in 1944, and boded Unto down by the type of collision; whether it Was a car tnpfeg another our; a bastion collision; a right-angled coIHsIqb; nr, whether there was an antnmobflc in the thing, and so on down, the line. AS there things are similar to the ATA aggeared procedure. Seventy-six per cent of nor cnffiinwis oc curred when oar strict an ran hto the rear of another street car. Those aiiktu the operator's failure. These gentlemen have bean talking about that. We > '.vm't been able to nail that down very well yet. Wc have found that the bulk of those peo ple, these operators, had had less than one year's experience arid there have been only shout three and a half, or four per cent of them occurring in tbe first cospJe of months in a man's experience; and the rest between two months and a year. That first year accounts for about 6tty per cent of those car collisions. Then there is very tittle in the second year and about thirty per cent of them occur with older men, beyond two years' expen se*, so that again narrows it doers to a Of course there are other factors you are supposed to taka into consideration. I am nmniag rough-shod over tins general pictot Wc fed'we can concentrate on a CCTtasi grocp of root and do some good, prrfnpr, on this. Another case in the car collision field was at the end of one of octr heavy lines-- a toknrbna Bar whric we had a curb at the end of the tire It was a loop proposi tion and the track, of course, was kept greased. It is afightly down grade and the hyofu b reck dn* with the operating con- end of the tine. The wrrod car. will arrive just hint the first one leaves. just an extraordinarily of coliisioos oct there. The aroonti the curve and the front car. They wouldn't * They didn't havs any > that hard hot ever so often tomehh would he hoasdmg'thst first car and, f carere we in Bill hare a passenger pertotot aafaay anritirat on oar hands. They would he either at * car stop at the that sort where pm would.TP*,t"3,Vy the first car to otoke a Mop. Only a very wall yn--rwgr of car col lisions of that type were caused by re retomobtle malting a sadden stop ahead of the first street car red contrary to the up to that point there really a somethin: that we can get at there. Of course, that brings it right down to or mU hi as the car, and that nms into money. _ That wttotMNi to aqr knowledge fas been thaw far Hunt yean. Nothing was ever done abuse it. This particular analysis hugk out the fact that the track was stick; fa sand pipe wouldn't work because it wan cm a carve and tbe operator was praetkagy helpless to do anything if he w>t fhr victim of stack drnwnstioces. He woolif cone aronad tbe comer at a reasonable speed, make an attempt to stop 316 . 33rd National Safety Congress, 1944 and would start to slide. He was helpless and could only sit there and watch it ran into the next car. It was a very simple matter to see the roadway department and have them change past five years instead of seventy-five a year. This is an approach from the location. Another approach is from the analysis of * the information available. I think of one where we started out with a small form, their method of greasing that curve, so we trying to analyze the cause of a side-swipe managed to stop that type of accident.. It accident on one particular line and in ooe was a very simple thing and a- very obvious particular direction. tiling but it did require a systematic method The form kept getting longer and longer of analysis to get to it. but we finally got to the answer that most Now we are lost in die shuffle of every of those acadents were occurring oo cloudy day operating problems and the man that days. That dfc&x't seem to mean very much, attempts to keep them in his mind or sep bat following that a tittle further down the arate them by so many car collisions; so tine we found the reason for that was the many right-angled collisions, and so many color of the car. rear-end collisions loses the details needed On doody days the'car seemed to recede to go into ha- He needs to bring it down in the eye of the motor driver so they came so some sort of system or systematical too dose, bat <m bright days they could method of analysis. - ' give more leeway. We didn't change the CHAIRMAN KRAFT: Mr. Bevins has color of the car but we put a fine oo the given us two approaches. The first example he street car showing the clearance. used was where they approached it initially From the engineering standpoint, the ap from the location point of view, and the proach to this, at least oo the location ap second example was where they approached it from the type of occurrence and by listing the type of occurrence gradually sorted the proach, is to take your high-accident loca tions and a little collision diagram. If yem don't know what collisioa. diagrams problem down until they had both according" are you can get engineering handbooks tint to groups of men and a specific location will tell you exactly bow to go about it. where a condition could be corrected. That is a good approach where you have a I would like to ask Bill McGocoehie to repetition of accidents at a single location. give us a few illustrations of things they did in Chicago. MR. McCONOCHIE: I have had an opportunity of using the engineering anal ysis approach for some of the problems that our Mr. Parker has brought up to me, usually -when he would send over a highaccidcnt location. It turns out that it wasn't the location which was wrong. It was a coincidence that a large number of totally unrelated accidents occurred at that place. There are conditions which will came a repetition of accidents of an identical type at the same location day after day and year after year. I can remember one that -we caught up with five or six years ago. At that time we were having about sev enty-five accidents a year. They were all very minor; just clicks, and all on one street car curve. A very* simple channeliza tion which didn't cost the surface lines any thing, but put in as a part of the street improvement--following a design which we prepared --- practically eliminated all thnw accidents. We have ^ about five accidents an the CHAIRMAN KRAFT: Now we have about some of the information and approaches but we might get down to another PSf* or "Mimw of following through on tills approach. We have a man with us today who, whale her is not ia our industry, is doing work for our industry, and they have developed a very excellent working arrangement is St Lotus whereby the police deportment and the transit department hdp each other. I am going to ask Lieutenant Schumaker to outline the type of work be is doing and the educational aspects a* well as the tue of arrid**** information. . LIEUTENANT SCHUMAKER: I fed tint a close coordination and cooperation between the polios department and your transit companies can go a long way In solving any ootmmmicy's traffic problems for a lot of reasons. Look at your increase in passenger travel enjoyed by the transit companies. One of the other aspects m this traffic problem to day is the apathy with which John Q. Public Transit Section ~ 317 looks oa the traffic problem. There seems . to be g general feeling that there is no longer a problem because so many autos are off the streets. TJiere is gas rationing and rationing of tires and so we don't have .any problems. However, oar records show differently. So do the National Safety Council's records accidents. That is good,'Selective enforce ment. * On this matter of education we put a policy into effect in St Louis early this year. Colonel James J. Mitchell, our chief, feels the same as I do; that we have a job to do together--the public, the police, the engineers and the operators of our transit show that we leave a problem. Your accident lines--so we put in a system of needs. frequency teemUs show you have a problem. Any sound basic accident prevention pro gram mast be baaed on one. dement--first getting the facts end the second step is listing the facts wszk a special studty os to time, place and cause. Then we have our three pillars Mr. Kraft mentioned: our rrturation, our engineering, Where there is a meeting of operators there is just a psychological effect in the policeman is uniform getting in front of the bunch of street car aad bus operators. There is a little more weight, possibly . than if only the traffic engineer gets up in front of that same outfit and talks about specific problems. and our enforcement. On top of that and the had of the thing itself is good ad ministration for tint traffic dub. What wq talked about at these meetings was this: I presented to the operators of the street cars and buses our entire city's We have a new plan there where we have accident problem up-to-date; the accidents insisted that the enforcement be carried on as to location; the type of accident; the age not only by the traffic division or the en of drivers; and the age of the pedestrian forcement unit; but by every uniformed involved. We also used some of the na police officer m the department. tional statistics, soch as data on The first six or right ****kf of tins year we had a total of 33fiOO. moving or hazardous traffic arrests. Enforcement b a pretty ticklish thing. We have always tried in our meetings with the employees of the public service company in St. Louis on the war front and the home from. In other words, we were trying to affect these operators* attitudes in regard to our today's traffic problems; let them know they are im portant xa the safe transportation of our war workers fo and from the industrial plants. to sell the idea to John Q. Public aad Mrs. We also used the boose organ, which John Q. Public that the police do not look covered not only safety articles but other upon enforcement ta the terms of quantity articles of interest to the employees of the bat look upon it in trims of quality. . company. We used oar St. Louis figures We look upon it as selective enforcement, but tiie police department can't function properly by bitting m the dark.. They must of last year and finally we discussed the frequency, time, place, and cause of the public service vehicle accident. . get the facts and analyze the facts. We file onr accidents by location. If Now to do that means a maintenance of we find four previous accidents in the past the analytical bureau; TMmtwaiwi of six months I make up one of your oclliacbal spot maps; enforcement maps; time tioo diagrams and it is sent over to the graphs, showing the hours of occurrence engineering department to check for either of accidents, such as you see here. Tins defect in engineering or defect in enforceshows the month's experience, broken down ' aunt. If it is the latter, then it is our job. into. the hours of the day. These books will .be available after the panel if anyone is interested in looking at them. MR. GROVER: On the analysis of acci dents, do you take into consideration other failures or faults such as misses and dis Some people think a policeman wants to arrest all the people be can rather tiTM* apply educational measures, but if we can't get by with the latter we have to apply courteous treatment of passengers, or fail ure to turn in tickets. All those things are very annoying and show a certain amount of indifference. strict enforcement. We must be courteous MR. FOUTZ: We don't have that in bat impartial, with the emphasis directed ottr breakdown. They call at type of acci gainst these violations which are nnwg dent analysis. Bring from one of the 318 33rd National Safely Congress, 1944 smaller companies with a hundred and unless you take a man's full history; his twenty-some operators, 1 get to know those performance m all ways on the job pretty well from my job. I do take tha. CHAIRMAN KRAFT: I would like to Into consideration somewhat in considering second that. Mr. Grover, Vransc again we an acddcnL are looking for does. I think you will find However, I do not always take that into plenty of does in a man's over-oil record consideration in a chargeable accident be that may give you an answer to his aces*, cause if I did, I would get down to a dent record. I think, too, that has to be sort of personal feeling and I try to keep all taken into account. I certainly hope that out. If I let those things like miss that most companies are doing that- ing runs enter in after awhile I might get MR. PARKER (Winocpcg Canada): to a place where I don't like him. as well Those of us who are working od thrac as some of the others so I keep that oat accident' statistics have a basis of using of my mind when charging art accident. them for improved procedure measures and MR. TICKLE; On that, each accident is I think we should always keep in mind that listed in itself in the operator's general accidents are reported today fay the Men record. That is what we call that card that ecu years ago weren't reported at all. that carries the misirt and complaints and The men are educated to report every the other history of has employment That thing that tappets. On top of that there is taken into consideration when be is inter are two types of employees; the man that viewed. . reports every little thing that happens and An attempt is made to find a reason for the other type that only reports what he his accident. If he is being interviewed thinks is an accident. * because he is a high-accident man, we try When yre arc judging out men we have to find what else might be causing it and to keep those two things in. smi Today then he U questioned because so many of we are conscious of the fact that every the complaints arc occurrences which just thing should be reported that is Gable to fail to become accidents; weren't quite result ha a chum Ten years ago the men bad enough to be accidents in many cases. didn't do tbtL They waited dl we caught For Instance, there are such accidents as catching a passenger boarding the car in the door. Maybe there will be two or three complaints where somebody said that operator 666 closed the door oa them. They don't make a claim or an accident report. It w as not an acckkttf for they said they -weren't hurt but are jest complaining about the operator dosing the door on them. . There may be a few of those which can be called accidents properly but we con sider them as door trouble. If a man has really hurt somebody or started the car with somebody in the door and at find he has one or two of these complaints cm his record or some similar trouble it is taken into consideration in the interview. MR. GROVER: I am talking from my own personal feelings in the matter and I am trying to analyze the cause of an acci dent to see if there is some reason for it. It may be entirely the man's own general makeup, his mental attitude which conies right out in all these other failures that are reported in and yon find it present in the causation of your accident. I don't think an analysis is really a thorough (sc op with them. Today we still have two types of men. One man gets a long record of accldaits that do oot amount to a raw of pins sad the other fellow only reports one or two or three that are really accidents MR. MACK: Talking of --lyring acci dents after they happot; that seems to me to be working on this aerkhnt pretention work too late. Is wrjthiag being done on analyzing them before they bappoa? CHAIRMAN KRAFT: In fguring bow yon can profit from a had accident experi ence,; I don't think you ought to overlook in your transit pr ogram this year the value of preventive work with dm operators. I presume Mr. Made means a good followup and retraining program to catch the man as be starts to go bad before he boiUi up a bad record. Now I think that I would Glee to get all the comments on that. - LIEUTENANT SCHUMAKER: I agree with the gentleman a hundred per rmr hot after all we have to have a loca tion and have a frequency possibly before Transit Section 319 we cap find out how serious that location Is. However* I heartily agree that by the pttanas of education we might prevent tbftf | thick it is very obvious that .the aver age ctriara just can't figure himself being jumIici] b an accident He will read the stf&ty Gtentnrt listen to safety talks, but be will say yom are uot talking about him; it is the other fellow. I believe that is the opauiou of the average citizen until it is too late; so it boils down, gentlemen, to tins: A program of education cannot be spas modic. It has to be coctmnoue, month titer month, with safety articles, safety piemnes, etc* m yoor house organs. You have to get the natter of safety in frost of the public and in front of your opera tors aQ the time. If yon do that, possibly it will prevent the necessity of analysis after the accident occurs. ' MR. MACK: What I am trying to find out is if anybody is doing anydag to try to find that man's weakness before be has an ncridrnt . Should we wait ontil somebody compiles a lot- of figures and go over the qpa's record after die accident or should we find that weakness before be has the accident? 1 know h very definitely shows op that way. * MR. FOUTZ: The only thing we have Is our Instructor or road supervisor. I would just like to say that I have been rather dissatisfied with our training pro gram for several years. ' 1 have been m the position now for about eight years and didn't folly realize what was wrong with it until the war came on and I begin to hare the class of people I hire now. Also the training program that I inherited was completely inadequate. Now, we have worked oa that bat doe to other things we bad to do in the matter of hanljag about fifty per cent more people than we had been battling, along with the manpower shortage and trying to stay within ODT regulations, and things of that land, we haven't been able to pot into that as much as wre should. - A few months ago they had a meeting in New York, and "outlined the training procedure. I took that and used it for my .outline of my Crahnog: I am training toy supervisors and instructors along^that line; to follow up these fellows and check on the initial training as to what they were taught to do and see that they axe doing it. and try to get ahead of them oa the accidents. . We" arc not doing it but I think those things come together and is the most vital thing in front of us--even more vital than ciiiy pTnn"if or anything else. We mo&i tram these operators, then follow up and analyze the man; what he docs and so on before he has the accident. The only thing we are doing is through the street supervisor and myself trying to watch these fellow* by riding with them day after day. MR. MACK: It is the first time I ever ran into that Maybe I can give you what is'in-the back oi my mind. It is a com plete analysis of the accident records of working street car operators and eight hundred and some bus operators. COae case I have m min& is where a man has gone through and built up two or three right-angled collisions. Now if H can be shown that those are all caused by pass ing the other min it all falls into this one characteristic. . If I can get a man who has had two or three of them I don't even bother going out and Wiring at the operating record. I have been working oa an apparatus we can put this student or older employee on. However, it is more for students. Wc want it so they will be faced with an actual operating cooditioa right in a room all by himself. Then the results of that would be turned over to the. follow-up instructor. In other words, what I am trying to bring out is to teU the man who is going to follow op this new man where the weakness lies before the superintendent has to find oot from two or three accidents. CHAIRMAN KRAFT: Perhaps the most desirable is by work samples and I bcEeve they are doing it in Philadelphia. If work samples can be obtained tinder controlled conditions perhaps it may lead to a more selective foQow-up just as some of tins other information leads to selective enforcement, to selective engineering, and to selective education. MR. SHAPIRO: Mr. Tickle neglected to Cell the audience that he was a good 320 33rd National Safety Congress, 1944 street car operator before he learned bow low up on the street. If that U done in a to analyze accidents. He didn't leant by ana systematic manner .and the instructors lyzing his own accidents..Also he neglected to say that he is a part of the operating staff. He is not set up on high all by himself but Is a part of the operating staff. He was given this specific job to .do be utilize all the available material in the man's record ' and if .that is 'passed on to the superintendent so he will have some knowledge of it, you can hope to do some preventive work. ' cause the rest of the members of the op In 1936, when we had a very unfortunate erating staff all have specific jobs and we condition as far as accidents are concerned, don't want to keep him away from those we showed a rraurVable improvement by fobs.' Accident analysis is something that re quires a great deal of attention and you have to keep at it. Mr. Tickle and the people that work with him--and there are four of them all together -- read about eight thousand report in the course of a year and there are statements by witnesses that go with those reports, as well as other reports of die foremen and car frouses and garages ahoot equipment and-' police inci dents, etc They most read all those things that pertain to accidents. That u a lot of reading to do. ' Seriously, Mr. Tickle `goes to the scene of the accident and gets a drawing and makes time and distance stratirs Now. 1 think that is an answer sa the case of a large company that can afford to pay three or four people for aaalyztog accidents in that way. I thank it is different m the case of the smaller company, but it can be a part-tune job. Now the point that Mr. Marik brought up is one that we have given a great deal of study and though* to. In normal times it is futluwul up by in structors and the information given to division super iutendcae. At the peasant thne we practically have 10 take scent people that we wouldn't under mraal rnptfitioos. putting on the street fifteen people do did nothing bat follow up. This ww'a follow up on about fifteen hundred operator*-- about one' to every hundred---and we got wonderful results in no time at all--in one or two months--riding around god correct ing wrong conditions and talking safety and ah that sort of thong. However, that isn't jour answer because that is not sufficient in some cases for you may have to dig a lot deeper, as Mr. Kraft has pointed net You have to look for real causes which soinrtjxaeg are medical causes or psychological causes, financial caom, or what have you. CHAIRMAN KRAFT: Perhaps we could follow up Mr. Mack's comment on trying to prevent worthing before it hap' pens. Perhaps we sfionH consider the physical exsauatioo, both the initial and the periodic as some of fins preventing work to law fibs job of arridrtn analysis down to aanimafato os- D8- BRUST: We al know that if you have some me* working who have chronic din its which do eat keep them off the rood entirely they mama k watched In other words, a ama ka a powtlec Waasernae and as symptoms at aiL Ha goes akarg and tains his anamemts, and as long as be docs tom al as wdL If yots late a goad perintoe observation I think the answer to arridbat prcvcatroQ of thou ms yaw aril dad, or, at least is first of all, very careful nkrtku and c fowad, tom yaw cw heap better track training procedures, but eras with the of dm We had tweaty-three men, who most careful procedure liwakri wxD occur. ie KBt had ycafiw Waasesmaws and who You have men hired wiihout fiat prouo- waiaidfiid tocaasmwss as healthy men. dure; then you hare these cases which the Sace toad time. fine of those men have doctor discussed where people all of a dmeiapwd ****** cmtriaal aavtni system sudden apparently for 00 good teasel be ijto&s Two of them are already dead come accident prose. ad owe is nkttaaf rarwgh to be a You will always hare accident wilyah and always have follow-up to do after acd- dents happen, but I think that, assuming that you hare thorough selection and thor ough training, then the next step is to fol janianr, wad toe other two are no longer cgn wants. Yoo *9 find a certain amber of men with- chrome heart itwatr That doesn't man they cart operase M aB hot they Transit Section 321 must have frequent examinations. You must have frequent observation of those men if you are going to permit them to continue operating. One man who had an organic condition and was taking the periodic examination was discovered to haw some advancement in that condition. Two weeks later be dropped over dead. I think we may have prevented an accident in that case by re moving that man from operating That is my idea of the possibilities of periodic examinations--health examinations. As I stated earlier, you must have a man in your department who is your go-between between your medical man and your de partment. That has to be handled very gingerly, very carefully so that you main tain good relations with your operating department and with your medical depart ment. If you let your men feel that this med ical information is becoming common Prop erty or common information around the property it is bad. It has to be kept Strictly confidential and by 90 doing same of three organic conditions can be watched and the men permitted to confine working. Of course, a good many of them will be withdrawn from service on account of these organic diseases, At the present time; or, I might say since the war and mace the business of freezing men to their jobs, we are banting a great many examinations--two or. three a week--of men rfawng nervousness aod stomachache and disorders of various kind, giving every reason why they can't stay 00 the job. They waat a release to go to some other employment. Of course, those cases are quite trouble some. It is hard to evaluate a man when be says that he vomits every morning; that he has to get off the bus or street car and vomit. You may examine him to your heart's content and you will find no organic disease.. It is a psychological question that is very intricate and very difficult to answer. MIR. MACK; If a man shows a posi tive Washerman, will you pass a man with plus 4? Can you keep him m your service? DR. BRUST; Yes, we do not discharge anybody. When this 'program of periodic examination was started, we did not dis charge anybody because he had a positive Wassermaim, bat we knew who had a positive Wassermaxm and, as I said, I think that almost twenty-five per cent in tight years developed active advancement of that condition. -That is an indication that that group of people is hazardous and it is a good thing to know who they are. MR- MACK: Does it come under the Department of Health in your state? Is there a law an your Wassermaim test? DR. BRUST: We don't have that law. That was confidential but our medical staff had a personal interview with every one of these men. .They were informed they had this thing and were advised to take treatment from their doctors"^rho .are their personal physicians. Thor gave enough cooperation io nearly every _ instance that we knew how much treatment they were getting. ' * There is one other pomt there about discharging, or if we allowed them to work. I understand that ooe of the steam roods m Missouri discharged a whole group of men in a certain department because of positive Wassernmms. Those men stayed discharged about six months and brought a lawsuit and recovered all wages. Ifib. MACK: We are compelled to re port it. They, don't go to work if they are Healing with the public until they get a dear MB of health from the' state. MR. BOWMAN: I would like to know the experience" 'of the various operating companies as to when they consider a man accident-prone? Do they wait until he has three a month with no dzim cost and pass another man up that has had one accident that mouth that may cost five hundred dollars?* What is the dividing point? CHAIRMAN KRAFT: Before I put that question to one of the members of the panel, I would like to comment that I ftiinlg the word "accident-prone** is badly miWised. Wc ought to consider another word because some of these folks get labeled "acodeot-prone" when it is really not true. MR. TICKLE: We don't use the phrase "acrident-pnaae." We call them high-acci dent men. Maybe we are dodging the issue a tittle there. Then when we have a man whose record card, for aistanoc, shows six 322 33rd NtUomtl Softly Compos, 3944 accidents per year, that will probably put him into the high icddcot group* _ Now, as the gentleman from Winnipeg said, .some men report everything. This man with six accident*^may have been one of these, and in four or five of those -he might not have bad any responsibility. Ha would have had no responsible part hi their bat he would; perhaps, imfor- tunateiy still be called a high acridcac maa. However, he woDidn't be m assy danger of being fired or befog given a ttapcnsion but if among those fix accidents winch another man may have; there are four or five of them not only chargeable bet defi nitely his fault, that he definitely con tributed to the accident m a strong way, you might say, then it is time to bring him in and interview him, and chart his eyes aF|n sanri send him to the doctor 'to see why he is having those accidents. For Mr. Grover's benefit, X will say that is the we also check agarest Ids gen eral record card to see whether be is miss ing' ymf reporting side, etc. When we find That condition that is when we get oar man in and really see what is cooking with him. MR. GORDON (Bureau of Safety): On one of the companies that' we look after, we found that out of k htaidred scad eighty men we had eighty who were hav ing a terrible accident record. I talked to the general manager about it and asked him why and suggested that we analyte them. We analyzed the accidents of these hut* dred and eighty men and we boiled it down to seven men; seven men were hav ing almost every one of those accidents. After talking with each one of those seven persons we found all kinds of causes, of course. There were skk wives, sick children, indebtedness, weren't feeling good that day, and all the excuses that mm can give. I agree with Mr. Grover's statement of a. moment ago that temperament has a lot to do with accidents. . 1 want to say a word to' Mr. Bevins about rear-end accidents.' We had a lot of rear-end accidents oa this property. Our committee went out to study it. There were six or seven of us. We found that the cars on the street where the traffic was heaviest were naming the front fend ers under the rear end of the other car and sometimes they didn't stop. Some times they hit a little gob of grease and went bang into the head car with attendant cases of internal injuries to passengers and motormen and tjhings of that kind. So we studied tins over and said, "Why not have them slop ten feet back of the other car?" * We put it up to the general superin tendent. Be said, *1 will uwe that in struction. if you fellows say that is the thing to do." The rear-eod collisions began to decrease but the -next .month when we went out-- the same committee--to investigate and see if they were really observing the rule of staying tea feet hack we found them two and three and four and five feet away from the other car. There is a sample of. just that indiffer ence that is too many* men's minds, hi to the men at the next safety meet ing; I said.' "Fellows, why in the world don't you fudge on your own tide instead of the company's? Why don't yon stay bade eleven feet instead of nine or even one?" In regard to. onr accidents in the ran- immd at the cad of the fine, I am wondefitg if you have thought about keeping one car outside until the other has gone? UR. TOU WICKER (New Orleans. La): You know, after Hat-ting to all these engineers, 1 feel like my work is onghty sorry. I am glad my boss isn't here* at this meeting for be might have fixed me. I think aH that they said is true and I fed tbg is another matter they didn't mentions'' I think a lot of people have something themaiter with their heads as well as with their bodies. There are people whose minds just don't seem to co ordinate. Thor minds don't function. They can't keep their minds .on the job. We have an antiquated system of fare collection! *1116 collection is done by hand and a man has tc keep his mind on his business--or women either,- for I have three hundred women working out there. If seven people pay seven cents each we want forty-tune cents on the register. Well, an addle-headed person is liable to ring op fifty-six cents or forty-two cents. It is my business to study the records; Transit Section 323 the register records and tell whether there is any steal or just a sit-wit * If he is a nit-wit he is liable to ring up too natty and if be is stealing he never rings tip enough. There are cot exceptions to that rule. Now that same sort of think ing has been going through my mind for a good while with reference to safety. This is a big study and i an going to add my two cents to tins. 1 think the biggest gain that we can make is in the selection of the right kind of people ahead of all others. Keep out these nit-wits. Keep cut the people who have too much temper and too much temperament or emotionally unstable or who are too darned selfish. A selfish man is a poor man to have on a street car, bus, or in a-- automobile. - He is a hazard. He thinks the street bejaofs to him personally. If a pedestrian walks along the street and not looking .be .411 wake up in the hospital because he leaves it entirely op to that pedestrian to get out of his way. He takes the attitude that why should he slow down for that insignificant bump-head and knocks him off. We have to select the right kmd of people; tram them well, and even that is act enough - There is one store thing. You can't get away from iMsforctotot Yes, sir, ea- forcemeot is an important thing. If you can't enforce discipline on your property you had better check out and go to work for Aft government. Right now we are all having a try ing to handle this enforcemait job. I have had them throw their badges tight in my face. However, that will cot last always. t After this war things will.get back to nor mal and to made-work, raking leaves and such staff, and people wall want to bold their jobs. When that time conics wc can have discipline apm However, we can still maintain a mini mum of discipline and we have to. For instance, I don't permit anybody to steal on our property. We will leave the cars in the barn first. Wc don't permit them to be insabordma.tr. We have had lots of them walk out. We don't allow them to work drunk. They have tried it but there is a limit. You have to crack down sometimes and ha my opinion you have to' strike a middle-of-tbe-road course and stick to it. Yon can't be hard today and soft tomorrow. Yon can't fluctu ate. You have to go down the middle of the road. Be reasonable and fair and, above all, be firm. You have to do it, and tf you do, all' these dungs will begin to correct themselves. Safety Exposition Exhibitors EXHIBITION HALL--SHERMAN HOTEL Alpfa&etkal list of Exhibitors of Industrial Safety Equipment Aetna. Casualty ft Surety Col, Hartford, Com. Inranuice Underwriters. , American Itoriw Matel* Co, Irvington, N. J* Safety Treads, Abtaare Faints. Amerkaji ASaft Co. Ion, Buffalo, N. Y. Industrial Safety and Fire Protection Equipment American-I^Tinryvgonraitr CorpL* Khmm, N, T. Fire Protection Eqnpmeiit . Amoican Mat Corp^ Toledo^ O. Safety Hattings and Switchboard Mattings. AhmAmi Optical Ooi, Southbridge, Mass. - Industrial Safety Goggles, Respiratory Devices, and Protective Clothing. ar^rtc-^i. Safety Tank CUx, Kan-- City, Ho. Safety Fad Tanks for Tracks. Ampco Metal. Inc., MDwankec, Wk Beryllium-Copper Nou-Sparking Safety Toots. - ' Automatic Canteen Co. of America* Chicago, XXL Food Services. Thniiili ft Lamb Optical Co, Rochester,, N. Y. . Safety Lenses and Goggles. 'T Fty M^wihnimiiy Tslsnd IP. ^ Motor Vehicle Inspection and Correction Equipment; Static and Dy-Namic Balancing Machines Benjamin KUctric Mfg. Co^ Den Phones, Ht Industrial Lighting Equipment; Call and Warning Devices; Fnnch Press Safety Device Equipment. ' Boyer-Campbell Cou, Detroit* Mich. Face Shields, Welding Helmets, Safety Tongs, Grinder Guards, Inspection Lights* - Protective Clothing. ' John. H. Brock* be, Springfield* Haas, Protective Creams and Hand Cleaner. Brown Shoe Co^ Chicago*. TtL . Safety Shoes. R. H. Buhrke Co^ Chicago, HL . Safety Equipment and Allied Products for Construction and Maintenance Work. B. D. Bollard Co, San Fimnoaoo, Cal. Safety Equipment. Burroughs. Wclloocnc ft Co. (U.SA) Newt York; N. Y. First Aid Equipment. 325 326 33rd National Safety Congress, 1944 Carbtrtilphati Co* D*1U* Tex. % .. Antiseptic Emulsion, Ointment,/Liquid-Sc*p. . - ' ... , . . . ' v- Cardox Cap, Chicago, HL. -,, . Fire Exdugiusbiog Systems, Fire Trucks, and Mobile Extinguishing Equipment. Cebmcae CcOnloid Coqk, New Yack, N. Y. - Plastics for Safety Devices. ` *t A. 6. Chance Co* CeatixBa, Mo. Live line Maintenance Tools and Equipment. Chicago Eye SlMd Co* Chicago, EL * Head and Eye Protective Equipment. Chain Carp., Tmauin^N. r. . ' Chain and Chain Hoists. ', C-O-Two Fire Equip. Co* Newark, N. J. ' * . Carbon Dioxide Fire Extinguishers, Hose Units, Manual-Automatic System*, Smoke Detecting Systems. . . Davis Emergency Equips Co, loc, Newark, N. J. Respiratory Protection. Combustible Gas Indicator*, General Safety and First Aid Equipment. 4 Dickaon Safety Pcodact* o* Loa Angela*, CaL Personal Protective Equipment. - . Dkxxd Co* KaJameaoo, Mich. Ointment, Protective Creams, Salt Tablets. . - Dockaon Corp., Detroit, Mich. Industrial Head and Eye Protection. , C. B. Dolge Ox, Westport, Cmm. . . ?jl Fungicides, Protective Creams, Skip Cleaner, Cutting Oil Gerxaxades. Dugas Engineering Co* Marinette, Wia Fire Protection Equipment. Dunn Product*, Chicago, UL Industrial Protective Clothing Made from Rubber, Asbestos doth and I. natter, Duo-Sefoty Ladder Cocp* Oshkosh, Wla. . Safety and Fire Ladders, ladder Shoes. E. I. du Pool de Nuutours & Co., Inc, Wikmngtoo. DeL _____ _ Hand Protective Creams, Industrial Hand Creases, Neoprene Products* Xayaa Y E. ft J. Manufacturing Co., Ptriladalphk, Pa. -Resuscstator Inhalator and Aspirator. ElHott Servica Co, New York, N. Y.- Forcraanship Training Material. Bulletin Board Display* on Safety, Quality and Waste; Suggestion Systems. _ J. H. Somon Ox, Cambridge; Mam. # Automatic Resuscitation and Respiration Equipment. Purnell System, Inc* Elkhart, lad. Floor-Care Machines and Floor Treatments. Franklin fUseaitb Co, Philadelphia, Pa. Anti-Skid Floor Maintenance Materads. Gcneral-Detrcst Corpu, Detroit, Mich. Fire Protection Equipment. Safety Exposition Exhibitors 327 Goodyear Tiru ft Hoboer Co* Akron, O. Non-Slip Surfacing Materials. Holcomb Safety Garment Co., Chicago, UL Protective Clothing Made of Asbestos, leather and Fire-Proofed Duck. HtiQyerood Tartan Product* Ox, Chicago, UL Protective Headwear for Women Industrial Workers. , Hyxtaoo, Westnott ft Darning, loo, Baltimore, MA. Mcrcarochrocne and Tbasds Lozenges. Industrial Gloves Ox, Danville, UL . Protactive Clottang. Gloves, Mittens, Headguards, Leggings, Flame-Proof Suits. Tnlirrational Cdtocottoa Products Go* Chicago* UL UmtmtiM) Materials for Women in Industry. Iwftarnatioaal Shoe Co* St Lgob, Mo. Safety Show, * boa Age Die, H. Child* ft Co, Inc., Pittsburgh, Pa. Safety Shoes. C, Walfcar Jnoaa Co, PtetedripMa, Fa. Iadostrial Knitted Specialties, Protective Clothing. jBolda Safety Applisnca Go* LonkriDe, Ky, . Safety Guards for Punch Presses Splint Type Stretchers. J--trite Manafai t mrlng Co* Chicago; UL . : Safety Cams. Safety Flashlights, Electric Lanterns. Karel First Aid Seggily Co* Chicago, UL Industrial Hospital Supplies, First Aid Supplies. JCayatewe View Co* MaadeCTIs, Pa. Industrial Ytaioa Testa. *. Walter KMda ft Co* New York, N. Y. Fire PtcTcjutioo and Extinguishing Equipment and Systems. KawhaTl Satsty Eroded* Co* Ckwlasa, O. Pratecthe Gottiac, Gloves and Goggles. ' Xktr-Vt Products Co* Newark, N. J. . Safety Capa, Hair Guardi; Arm Guards, Aprons. Walter G. Lcgge Col, Inc* New York, N. Y. Nou-Stip Floor Polishes and Treatment, Noo-Sparking Floor Treatment. Iahijh Safety Shoe Co* Inc, Allentown, Pa. Safety Shoes and Rubber Boots. Ideal Chemical Coco* Chicago, UL Soaps, Cleaning Compounds, Disinfectants, Insecticides Deodorants, Maintenance Supplies. Llgfatfdot Scfmlx Co* New Yock, N. Y. Powdered Hand Soap for Industrial Use. Lorn Mfg. Co* Inc* InAfamfipoKs, lad. Blow Guns, Spraying and* Cleaning Guns, Water Savers. MacWhyta Co* Kenosha, Wis. Wins Rope and WiieYope Slings. Thom KcAn Safety Shoe Co* New Yock; K. Y. Safety Shoes. _ 328 33rd National Safety Congress, 1944 B. F. McDonald Co^ Lot Angeles, CcL Industrial Safety Equipment - Medical Supply Cat Chicago. BL First Aid Kits and Supplies. . MeiH-Blumber* Ccrp., New Holstein, Wi*. - Safety Line Markers for Roads, Streets, Airports, and Industrial Plants. Metropolitan Life Insurance Co^ New York, N, Y. Life. Health, Accident. Annuities and Group Insurance. # Meiflex Products, Akpoo, O. Flooring Materials, Treads and Standing Mats. - Milbora Co., Detroit, Mich. ^ Protective Creams and Plastic Safety Clothing. ` Mine Safety Apptianoes Co, Pittsburgh, Pa-- _ Safety Equipment for Personal and Plant Protection. E. R Moore Co., Chicago, 111. Work Clothes for Women. 4 National Safety Coqncil, Inc., Chicago, Dl Services and Material for Safety Education. .. National Society for the Prevention, of Blindness, New York, N. Y. Conservation and Utilisation of Eyesight in Industry- r OU-Dri Co. of America, Chicago, HL Oil and Grease Absorbent. Onoac, Inc^ San Francisco, Cat Athlete's Foot Preventive. G. H. Packwood Mfg. Co., St Louis, Mo. Skin Cleansers, Soap Dispensers, Cleansing Cream. Patent Scaffolding Co, Chicago, 22L Safety Ladders, Scaffolding and Work Stands. Fluster Mfg. Co, Newark, N. J. # Maintained Air Pressure Liquid Fire Extinguishers. Protoctoseal Col, Chicago, HL _ Safety Devices for Hazardous Liquids. Pyrene Mfg. Co., Newark, N. J. Fire Extinguishers, Compounds and Systems. Rose Mfg. Co, Denver, Colo. Industrial Safety Equipment* ' Safety & Equipment Co., Cleveland, O. Industrial Safety Equipment. Safety Endjawtiog New York, N- YPublishers, Safety Engineering Magazine. Safety First Shoe Co, Holliston. Maas. Safety Shoes. W. H. Salisbury A Co, Chicago, HL Linemen's Rubber Protective Equipment A. Schrader's Sou, Brooklyn, N. Y* Pneumatic Safety Control Devices. . Safety Exposition Exhibitors Sdlrtnn Mfg. Co, Chicago, DL Face and Eye Protective Equipment Spencer Turbine Co^ Hartford, Coon. Industrial Vacuum Cleaners and Dust Collecting Equipment Standard Safety Fqnipaienf Cot, Chicago, IllPersonal Safety Protective Equipment Shepan Chemical Cow Chicago. HL Skin Cleanser. fltrwwlwarn Signs; Zac, Ptnif, Cdft Accident Prcvcotioo Sign*. Tbe Stranas C&. Ptttalmrgh, FkPersonal Protective Equipment Sugar Beats PrmWts Ca, Saginaw, Mich. Skin Cleanser mad Oaurf; NoerSlip Floor Treatment Suxty Mfg- Co, Tnr, Chicago, U Safety Appliances for Marhiw s and Underfoot Hazards. G. H. Tccacnt Ca, HaMprik Mum Floor Cleaning Ihdian, Floor Seal and Floor Wax. Trimoot Mfg- Ca, Sodacy (Beaton), Mam. Forged Steel Safety Tools. United States Anqr, Weekiegtrsi, D. C. U. S. Safety Service Co, Kansas City, Ma Industrial Safety Equipment .Wegner Electric Carp, Brooklyn, N. Y. Industrial HydrauEc Brakes. WiMct Prodtto Cup, BcooMyo. N. Y. Industrial Safety aad Fire Equipment ' '. Wetrhemnket Optical Co, he. Providence, U. I' Industrial Safety r,nn<*c Waveriy rtmh,aaa fteduck Co. Philadelphia. Fa. Oil Absorption Material. Weaver Mfg. Col. CMrtgx HL Automatic Brake Testers "Safety Lanes." . West Disinfecting Co, I rang Triend City, N. Y. Personal Protectioa Safeguards aad Plant Sanitation Products. F. H. Wheeler Mfg. Co, Chicago; HL Protective ApparcL WQlaoq Products, Inc^ Kcedug Pa. Persooal Protective Equipment, Instruments. 329 Index Pattid^sikm vs. Regulation. Panel Disatsaaoo. Acddmr Record* Group Session: Joint Smvwo With Motor Vebide Adaracanon and Driver Licen*- mg Groups. 224-251. ,.m ' Joint With Public Safety Education, Uotot Vehicle Adffiiactritois and Driver Ikenaiag Group*. 293*294. Acrideot Statistics: Hjsateca! Use cf Acadesi Record*. Panel Dtocowioa, 293-294. How to Get Better Aaadcnt Report* {Emomd), Psychological Aspect* of Accident Prevention (ITw/), 118-123. _,, Transit Opentiog Accident Analysis. Panel Dcoa- sioa. 311-323. _ , ,, ., . Utilizing Acodaot Records Mon Effectrray u Driver Licensing Procedures. Pawn- DbcussJoo, 224-230- EdocltK,, 7* . . Aoenao Acocuxioo of Motor Vehicle Aanioo* trxtors; joist Sarttoo With Traffic Section. Amer ican Awociatioo of State Highway Officials, In* teniueul AtaocuNno of Chief* of Police and lutahitt of Tnic r>|iiist. 239-241. PUm foe PMC-War Safety (/ayare). 243-243. , Anarrimn Aaoddoo of State Highway Officials: Joint Sttt*TM With Traffic Section, Aatnan As- icditioo of Motor Vehicle Adaiaistnton. httr* Anocariw of Chiefs of Police and Tintimsr of Traffic Faginrrrv. 239-248. Aoserican Bar Aaodihea: Report and Raviev of American Bar Aseodatkn Project (Erase**;), Amnkin ^Transit Auoditjpo: Dthe Selection Pro cedure Secocammdvd by $be Arorricao Trans* Auodaooa. Penal ZKscuwoa. 304. Armtw. frmmehr Planeing for Present sod Fotiut Electrical Needs, tl-lt. ' Athletics. See Sports. **to. E. 2.: How W* Supervised Our Driven. 22-23. Acarry, W. VT.i Securing CocrTontty Support for war hhorioo. 91^. Bedtii. C. 5.: Ibkiog a life Sport Sator^6-6l. Bmmirm. Rml+a: Dree* of lantAs of Cat tonsa of Cooraittcf of C|tv and Stale Police. 172-174. fir*. P. A.: Teacher Maothe to Safety. 113-127. Bonus Plans. Sec Rewards. Aaarh. H. t>.i Kmart of rite Coraauttec on Traffic Courts. 176-178 Bulletin Boards: The Safe Driver Mnuim u4 Posters (Farrar), 6-7. Buses, See Drivers and Driving; Touit Industry. Ctlk'mi. C. D,z The Uee of Visual Aids in Fleet Accident Prevention, 14-17. Child Education: The California Wdrishop on Edu cation for Safrty (?//*rd), 143-145. Classroom Problems and Activities in Elementary Schools. Panel Dxscnssion, 102-103. Enlivening the Safety program. 142-143. - Ev9e*n-97C. hild to tbc Safety Movement (Wiki). Driver Training. Panel DooiBwa, 186-196. The Futxrioo of the ConunAteea of the School and Collate Division {Wyman}, 97- Improving Safety ia th Secondary Schools. Panri uiKssaoa, 109-110. , The Lag of Safety Education in Ue Secondary Schools (Traal), 103-109. Organization sod Puipo--s of the National Com- on Safety Education (rir;), 1)2-133. 'Problems to Safety Educating (Prtf), 133-138. Problems of Driver Ttamiog in the School, had 110-111 ' Safety Pditraiion in Toowcfow's Irirob (Atoxa). 9SP102. Tauber Education in Safety (8), UJ-U7- _ ,, Use sf Files and Motion Pieters* to Traffic Safety Education to the Schools (Derr). 273, 274-279. Use of films and Motion Pictures to Traffic Safety Education to Che Sdtoola. Panel Dotwmloa, 277- WiaJifig Up This Mechasom (tovfcai), 126-128. SeeAUo Child Safety. ,,, _ Child Safety: Every Child to the Safety Mnvrcnart ' (WilnU 94-97. PckMocxsI Aqxcb of Acodret Pnvtareo (F'mJ). iit-m. See Alio Quid Education. Ckildtfi, SUda: Safe Driver Award* and Method* of Presentation. 17-19. ,, City i*4 State Police Group Sruiino, 172-276. 196- 7*3. 249*234. 290-293. - . C*fr. P. G.; HlgbUfthca of Stmt end Traffic Sec tion Activities. 160-161. . . _, Cotienas snd ITorversities: Pamdpabon vs. Rcgnfa- tioa. Efead Discnasioq. 132-134. . Teacher Euuaiton in Safety (Bra). 113-117. CootDuw Dims, kc Drivers and Driving. Commercial Vafaide Section; Joint Sa--ion with _ Traffic and Tnadt SuQaonr sod School and Col lege Divisions, 186-196. ` . . Minuses, 1-27. - Offieces. 1-2- , Safety. Se PuhUc Safety. Cooterts: How We Kern Up Driver Intarst <ScdaPWfter). 2V27. _ How We Won Kat Place to At National Elect Safety Contact Souko. 19-27. TtwddM Company Coottst (CotoauK 14-17. Carirtf, Dr. 3. ..* Coorinuffiy Various Cnawnu- nhy rrevryna, 72-74. Covm. Sec Znfeitcmet CmhimM. X. 6.; S*ttf Realms of Modcta fhob- tog. 86-89. Brisir, A Moratng to the Kitchen, 31-36. Dtmom, Nrntmsm: Targets to Tocpocrow, 167-172. Damf+rd, Hsr*ld; Tbr Mart lopoctaot Cum of Serious Heme Accidents: Palls, 62-68- Oftf, /. ,, Use of Palms and Motion PictBTM fa Traffic Skfety Education. 271-282- D* Gr*Hf. A. B.z ProhlacM of Safety to Industrial Athletics and Recreation. 145-147. ^ Driptr, Brig. Crt. D. C.i Past-War Fltsalnf to Street sod Htohway Traffic, 239-241. Bow Lksostog Ozmro Session: jotof Scuiai With Motor Vehicle AtiWnrstratocs and AcridsM Rac- ords Gtoupa. 224-238. ._ Joint Session with PahUr Sihty Education. Motor Vahid* Admiolstruoni and Atrident Xccuzds Gtoopa. 293-294. . Drivers and Drhrtog: Clmlral Treatsmml to Striatioa to Acadmt Rococd*. Panel Dtowto, 229-S2. The Detroit Cooperative Driver--Trsinir^y Project 286-288. Driver Tratotog. Panel Discussion, 186-196, Th EpUtptic Drtvm. Dcscunaan. 292. How AcadeoS Pacta and Driver? Letters Can Be Used to More Advantage (MrLdrgkOm). 3-4, Bow Natiooal Safety Cooadi Awards sjm D^i Card* Can Bs Um to Better Advantage (Iftur), 3-6. 330 Index 3$1 >. 19*29. ). M-23. r Mm (fwiMi). ifl-21. g fllr MMetoMd. Discus . , Panel Priblurt of'pSw^ning to the School. Panel Ducsmton- Ilh-ltL. _ Tim RrAomndc Driver. Duowto. 292. Sift Driver Avuh aun inton rueaentatuxi TliCSafe^rivM^Magutoc and Pmcsss (Pf*re). 6-7. Sivy rirr* and hcvocMsona. Panel pucuwoc 232-233. Tfotorit of JNrvtaik Traffic Ofatdsrt. Diacus- imo, 291-292. The U* of Vtoul Aato to Ptort Aoodert Pinrco- boe (Catfarl. 24-17. Utiliatog Antidaac Rib*rim Min Effactiwdy, Dsmv " 224-ZM Visual i See Abo 1 ------ . Sntiu Drbess. Sac : ^^TiiSSSlr ArStSoof tbr 1)2- sn* -dsw S&28S? v gx*mma/. /. P..* Ignt ial Ravww of American Bar AmretoulSt 178-17*. U to ffic _mm (dnh). 81-86. EmaW, B. J.r Mawt m Grt Mu Acdtoe Reports. 11-14. C=e>*p7r* S. privo Sdthr: Tnitha Off-tbc-Job lnfaoMeteC.s*mni af Itito and Traffic Court nJw*&r <g Sj fclh. Vctid. Dc- HowffiTlIwt TtodlDnaimnt Can Hdy the Cert* M Nto (toWT. 2342)4 riionitogTiuffir Cum, mil Dacymn, 203- Jq3, Old and New lapndto m TbCc lsw atoo- not (Into). 174-176 Potior .. .................... psslbam ffrydr). 239-231. Repost and Review jf Amrririn Bur Aaedmos Fsajset af Ttoffir Gmas Csreastorr (JSrenomor), Reeott of tbe Cinnlto an Tn*C Cocrta (8*i), Timto T* WW|, 267-172. Treffic 1 tor Safety (Mito). 283- 284.. . Value of tomtit of Traffic Vtototioaa to Courts sod State DusmaML Find Dnrminu. 239 260. Vale* of Viffig w iafaNmW Mniai. Paad Dacussiou. 234. See Also Police. . Enfotrenacat Officials <a8 Swttons Jviet Smsmo with Traffic Genet Gpa* and Milnr Vriiide AdiiuhiiniaiMn. Ml Mg Engtooeriog: Plana far Partwar Safety (Jar/), 243- Treffic^Mgtorrriag frwnrt for Safety (MitM). Traffic Eagaaaettog to the fort-Wax RariodL Panel Divmerirtn. 210-211. Eagtoeere: Ben We Sagiersiead One Dora* (Barb). 22-2). Tbe Jab Wa Ucva Abaad IT--*'w). 289. Emms. U. K.: The Impart of Traffic Aoridnets on *Pnr todortiy 206*208. Evglorivm bufaatty; Hew Wc Satoct Our Driven ' (f/juaaartor). 19-20. Eyes. See Pbymol KanbatHOt. Falk; Palls On of tbc Chkf Caanai of Farm Acci dents {Schtmur md fCrea/M, 37-38. . tk. Moat tT**** Cum of Scnoai Home Acci dents <D*vW). 62-68. Farm Safety: Dan'l Get luroed- Preveargag Boms. Exploauso, Kres Wrcbto tolfcm (Geaa). 6*. Tbr PsnTi ------ r`- *-------- - ts. Ssfriy hJaar'i Stator to Patm Safety (Orwvfiri), 4142. U^k a Sato Sport (Shoot**) Safer ilMrll). Tbe Ifaww of * fun Setoty Program <AU8Xrr>. 30-32 . A Mnraiag to the Kitchen (ftohnda). 31-36 . Tbe Moat buportsnt Caws* of ffenaae Km* Am- dents: Falls iDmfmd}. 62^8. ._ The Mutoil Sa/rtr Gonacil a laterrit as Farm n*l8 AM Malarial 00 Fau Satotv CHre^vrvrt), 48-49. . . Sato use of Maciaarr/. Toots, Ladders, cto (SrMarer aod RmmUa>, 33-39-............................ Spreading tbe Goapd of kanl Salary (Mnirlt), 46-48 Why ShanJd Farm Organ tostions fee lortrertad WnwSto({^>Safoy Progrran (5wwajr>), 43-46- Faina Safety Station. 29-49. ,,. , Mot ganion Wkb Hint Safety SesBOO, 3148. Piuna, Sac Vtreal MaoUka. Fire Protection: Turn fbt Hazards {$thl*ur mod fira/lf). 36 rinaiana and Mmidaw (Um): Malrtog a Sato Sport SaM* (Badri/). 36-61. food btonr How We Sapovi*^ Our Driven fffianha). 22-25. 4-H Oaha: Safety DcmoArtntioo {StkUcttr sod Trrerti), 33-39. . Gw: Let the Scikr (of Gas Htttari) Btrwsrcl (Kririrtito). 78-81. CTunaffrlr if, IadaUry'i Stake ia Paces Safety. 41-42. Casm. Tb*md+n: Don't Get Botwcd--Preventing - gaplruioni. Pina Within the Heaae. 68. Uttmmrmd. H. F.: LTJL Plans tor Port-War Traffic Safety. 241-243. .. . , HardtMdM. P. L, 1 How tbc. Cautt Can Hrfp tbc u*"* Vehicle Dr-iartmentt, 236-238. KrfTA Soperriaj- 'ical Procadom to a Transit ladoscry. Pauv. --.tuition. 313*314, 329-321. Hrmdtritm, M.: Tbe Prtparattoo of Vtaaal AM Ma- 44-49. MkisjTCdt. E. J.: Police Paeaoonel Mlun. 230. Home Safety: Cooritiasttog Vacaows Commauty b- tererti (CartoM). 72-74. . Don't Grt Suntod--Pret:*'tag Thame, figlcawni. Fires Wbbto the Home an). 66 Tbe 7im Woaren's Inu ut to Satoty (iririu). Fukdtog a Progam That wdl Weak (PaJ|), 69-70. ro-'f" mJ AznanScat ITainl). 74-77- Let the Seller (of Gas fkatm) Bewarel (Katottor). 78-81. M^tog a Sato Sport (Sbootaag) Safer (Badri/). A Hotaittg to the Kitchen (Rdalr), 31-36. Tbe Moat Jaipnrer|y Ouse of Scnori* Home Acn- daots: Palls (Ibr/*ri). 62-66 Planning for Promt and Fatal* Blactrkxl Nned* (Arana), 01-86. 332 33rd National Safety Congress, 1944 Stfcty Features ( Modem Plumbing (Ctrwisto*), Women's PUcc to a Cockeunity Safety Program {Stmt). 70*72. Home Safety Session. 51-89. .. Jotot Session With Faim Safety Session, 51*68. Joint Session With Women's Program*. <59-74. Hulmatbtr, Lienl. B. S.i How We Selace Our Dnrns, 1J-20. I. Industrial Safety Courses: What to E*pt E.S.M.WX OrtiUtf *na *r*e*t*nrn). 1a/'i-t*. Institute of Traffic Eatiacen; I.TJ. Plan* for Pest- War Traffic &*jW**m**J). 241*243. Joint Scnim With Traffic-Safety rojiaeta Gntp. t. Joint Session With Traffic Sactkwi, American As sociation of Motor Yehide Artrafebtratgra. Amer ce Association of State Highway, Official* tod intcraattoeal AodosOob ef Qudt sf r#lK, 259-249. . International Aapddiaa of Chiefs of Mice: In structors (QrTrrieuAg fori PoUor. Dbcwrioo, Merritt, FF. C.: The Detroit Cooperative Drfror- Tntotog Proifct, 8*11. , _- Milti, R. A.: Traffic Court*--Forecasts tor safety, Mbur, 3SPt .- The National Safety CoaocU's loterart to Farm Safety, 29-30, , .D . Mitchell, Errreu: Spreading the Gospal of Ron! A.: Traffic Eogtoeeriog--Forecasts for Safety, 285-286. . _ ,. Matter, Cept. M. L.: Police Equipment Problems, Mabler, */. C.: The Mistion of a Farm Safety Pro gram. 30-32. Motion Pidaitt, See Visas! Edocatooo. Motor Vehicle Administrators Group Smftoo*. Joint With Driver Licensing sod Accident Kinds Group*. 224-238. _. . . Joint Sgiioa IJvitb Public Safety Education. Driwr Iicuoxtog and Accident Records Creep*. 293-294. Joint griifin with Traffic Court Group and Bn ' forcemeat Officials, 254-260. . Motor Vatudaa: Cars for Police Week, Dfecuarien. 1 Damage^Vo AutomobSea by Traffic Arrifao 29J. ___ _ Joint <!-"" With Traffic Section, American At*0- oftfrw* of Motor Vehicle AHmtoiitratora. AoMdnn Asaoetonoo of State Highway officials and Institute of Traffic Engineers, 2J9-24I, * pjice Ctx'Markings. Panel Diwaa'fla, 293*2)4. Police Use of Department Cars foe Trsaputitige to and from Homes. Pimra'*n, 293. Sc* Also Drivers and Driving; Traffic. Intoxication, See Driver* tad Driving. M fsfofaom, F. B.e Winding Up This Mechanism. 12612t Jones. J. S.i .Why Should Finn Organisations Be Interested to SrirfT? 33*34. Joiner, C. F,, Jr.: Plans foe Post-War Traffic Safety. 243-245. Judges Group Session, So* Traffic Court Judges and Prosecutors Group Session. Ktjilrr. C*rl: Traffic Safety Copy Acceptable to Dally JCw2*7^ffrS* and Sthlmset, Jfagrr.- Safety Damon* sendee, 35-39. Laundries: How W* Keep Up Driver TntrraW (Scbtneitzer), 25-27. ___ Licensing, See Drivvtr and Driving. three, 1. . * Public Education Problems of th* National Gommloieo on Safety Education: Organ!* md Purposes (Enver). 192*1)3. Problem* to Safety Education (Waf). 133*138. Narinoal Defense: Th* tnpsrt of Traffic Acridrnts on War SdoOTjErnu), 206-288. * See Also Industrial Safety Couses: Poat-War Plan- Nations! Education Aoocutioa: Orgsaraatwo and rurrmiiM of tbe Nitiocrl Comratmoa an Safety Educritoo (Eaaeri. 192-193. , National Police Acanoov: Traffic Training Offered by National Police Academy. Discusioe. 290. National Safety CmqcO; Board of IXntXocs. Vl-VIL Executive Board, VU-X, ,. . The Fuacsioa o# tbe Committees of tbe School and College Drvinon (Fjaw), 97. Jdooocary hf^^DbesS. 3C. The National Safety GoodcA's laterest to Farm Safety (ACfeer). 29-30. Officers. IV. Part Presidents. X Radio Activities of the Farm Comroittra (Atrtcfeff). Police, 251-252. MtCoxotb'te, W. R.f Problesns Peculiar to the Tran* sit Industry. 309-310. , . . _, . McCermmek, C- F.t New T-ribnwues tn Rristm* Traffic Accidents to Uqkvay Rlwnarits, 208-210. MeeDmnsU. T. H.: Highways for the Fotnr* Amer ica, 161-168. - Machinery, see Farm Safety. , F.t How Acodexx Fact* and Drrvot Letters <~" 2* Used to Mere Advantage, 3-4. M**m, /. W..~ Safety FAnntico to Tomorrow s Schools. 98-102. ,T __- _ . Maintaining Interest: Ho* Acodrat Pact* *e Dnv- cn Ictan Can Be Usui tn Mora Advantage (MeLnngbUn),*-4. _ ,,A . __ . How National Safety Caaacfl Award* end IHsh Cards Can Br Uwd to Brit* Advantage (Tip- Hov^Wc Keep Up Driver lertret (Schweitzer). Ti Safa Driver Msgaxto* and Porters (P*fftr), 6-7. The Use of Vtosal Aids to Fleet Accident Frcrea- tklfl (Cite*?), 14-17. . VIroal Safety EdianfinO (AlhumderJ. 7-9. _ Msrtb, 3. W.: General Scanam Sommerr-Poro- casts for Safety. 288-2*9- ....------ ^ IV-VI. NtJttn, 5. B.i Special Promotional Activities sa Traffic Safety, TO-182. , , . , .. Hngrmsm. , F.: Safety m School aad Indartnal Athletic*, 147-191. Newspaper Activitie*, Sot pnblidey. Off-the-J^ Acridcnts: The Impact of Traffic Acci dents oo War Industry (&u), 206-2QB. _ OrzuiniioB; Tbe Urban Transit Man a Stake n Aorlttonr Prevention (FKim}, 296^40. Pedcstruxu: Hnforcetoant of Prtlrrtiian Traffic Laws by Polk*. Dfectttttoo, 292-293. . # _ Persona) Factor*: lropartar.ee of Emotional aitilry to Transit Opemoa. Fusel Dncqwion. 302. The r,f of Safety gdocstion hi the Scromihry Schools (7>ot), 103-109. ,_ . PsyehologicaJ Aspects of Acridmt Frevouteua (IT*V<?). 118-129. ., . Seouhg Gunwwarty Support fee Safety EAneatioo Bjnl^^LaiaitHes: physical fe*dnt**i fee Operators in tbe Tnout imhCiy. nod Die* Cifetion, 313-314, 320421. Index 333 Selection of Transit Oywihw. Panel Ducasamn, 301, 308-306. , Pluoahtog: Salrty Featom of Modem Plmshtog for the name (crrvuht), 86-89. Cooperation of Tron*k CoOtunto and tbe Police DtyutacoL Panel DiKiamn. 3)6-317. morceaieat Problems <Fy/r). 290*251. Eqoicfnent Miimarnurr Panel Phnmion. 208 201. 202. Emitpmeat Problems (ffislnr). 292-253. K" of Ednathg the Palme to Traffic Safety. Panel PinutHM. 199-200, 201. Mshsuta Agv for Kkpuh. panel Ducaaloo. 253. Paitidpation in Safety Idocttioa. Panel Dhcna- aioo. U3137. Peflonoel Enlianat tion Fiagnma. Pascl Dgcnnion, 202-203. Pcraoonal Prohtora* (Mirtoy). 250. Potior Activities to tbe School*. Panel Discussko, Po1li?c2e- C*x Fuel D.wvnh. o, 293-254.. Felloe DcponuBt and the >ado Stations. Panel Discordpa. 269-266. "Police Iafoanatioo. Phase.*' Phoaifaa, 290-293. Poet-War PUnotog to Street and Highway Traffic (Dfilprr) , 239-241. . Promt Day Traffic Pdto Pmhlure. Panel Dto- Pototo^d^ti^ProbtonM <tog). 251-252. Trauung hobtou (Stahcc). 249-258. Tratotog Pngaai. Dcsouaton. 290, 291- Where Do we Go From flaw Foncuti foe Safety (Prfer) ,282*289. Alan Enforcement. Pettrr, E. D.r Tbe Safe Drirm sad Pcacsfx,-6-7. Port-War Flanotog: HkKvqi foe tbe Futaue America MhrOnrif). 161-166. lit P2aos for Bart-War Traffic Safety (&> rtrtn724l-243. Old and New Approaches to Traffic Law' Enfoccc- nert (lairl). 174-176- Planr far Post-War Mar (fean), 245-248. Plana for Port-War Traffic Safety (J7*rr). 243- Port-War Planning to Stoat and Highway Traffic Poi^rVracZ&i problem*. Panel Draras- afen. 249-2)4. Traffic Fngjiadwtog to the Port-War Faded. Pinal . Diimttioo, 218-21X Where Do We Go Pawn Han--Fororaata for Safety Devtlapal to the Various Saarianr. 282 289. Porter*. Sec B3etto liarla. Prirr. >. /.j_Pwli x_ fenoar %2*2 ?. ftwetawn Grwy Samian. $ae Traffic Coot Jodgw and Picatcrtiii Caeeg Susiea. J^rdr. J. A.: Potior TiiIimi i imr PwIIimi. 238-251. PiKbeMCf, Sw nnaa*l ncaaaa. PaffiUc jHrrtys Gooadtoactog Vmo* ^^iT>nni.My ' IrtMfe. toad Dto cosuon. 293-294. ___ _ IWtoj 8 Program That WiD Work (PW/)t PtffiUe^Btoatiow Problnm of ffit PaCtoc (feut). Securing Goramanity Sacpact for Safety Eitocatian (Bfeeuyt. 92-94. Spcriai Promotional Actrvfeto* to Traffic tofrty (NrIren), 179.112. Target* for Tomorrow (Own). 167-172. Way* of special Pinmail m (Soto- 6mj) 183-lf). women * Place an a Cinnimanife Safety Program (Siam). 20-72. See Also Pedcrtxaao*; Traffic. Pribtic Safety Fdnrrtaw Gram*' "Vitb Motor ------- - 279-169, 222-23, 261-291. PablidtT' Public " -- Forecasts for Safety (Pltiirf/), 284-2*5. ... . _ ^ . Special Promotional Activities m Traffic 5at<ty TnfficSa^ty^ChOTAOTTfabl* to Daily Newjpapen (Ktjtftr), 211-217- _, _ ,,___ Traffic Safety Copy Acceptable to Weekly Newa- papeca ( Piwrrj, 217-223TbtKheo Tnmk Man's Stake to Accident Piv- ventioo (VriJ*m). 299-380. . _ _ . ._ Utc of Films m4 Motion Picture* In Traffic Safety Education (Otrr). 771-275. , ___ Use of Film* and Motioo Picture in Traffic Safety Education. Fand Pfccagfco, 275-282. a _ The Use of lUdio to irarac Safciy ncrocatiOO (SU*/). 261-264. The Us* of to Traffic Safety Edocatsoe. Panel I^muatoo. 264-271- _., Ways of Developtog Special Promoraan (Soummrj), See Atio Xadio; Virasl Mantto. Badfr- Finding * Program That Will Work 69-78. Police Use of 'Walky-Talky" Radix. Dumauon. 29Q. Spvradtog ife Goaprl of Rural Safety (fflrW/). The Tfee of Radio in Traffic Safety Efenriw (Stivf). 261-264. _ '. tin Use of Radio to Traffic Safety Education. Panel Dbcasiaa. 264-271. Xcamtion. Sot Spotta. ,, Rtfrtoaration XndtErtry: Safe Driver Awards sad Method* of PwuanttM (Qjitl). 17-19- Rehabilrtatioo: Driver Xicmatog Foaecam for Safety (TrawMi), 286-228. KrtMltr, B. A.: How Wo Team Our Driver*. 20-22. Rewards; Compensation fee FaUce Tratotog Conraer. toad Dinasoo. 202. ,, How National Safety Connell Awards and Dash Cmk rta Be Uwd to Better AdnaOgt (Til- net), 5-6. ._ How We r"y Up Dons Interart (fftowtaf), 25-27. .. Side Driver Award* and Methods of Pmmtacfen Rules; Aid* to Fleet Accident Fromtioo (CaUto), 15. 8 Safety Detectors. See Eagsaecta. Pa&snrj, R. C.r Ways of Oottoig SpedsJ ? morion. 183-189. $nrx**s. Kmmetb: Horae Design and Asrangamert. 74-77Jrilmr, Rngrr end JCrarffe, Helen; Safety Demon stration. 35-39- . School and GaUcge Station. 91*198. Joist Seatoan wh Gommcrctol Vehicle. Traotit and Traffic Sections. 186-196. Sebtmioer, Csrl: How We Keep Up Driver Intmrt. 23.27. Stnehi. V. M.: Tbe tom Wenu't Interest: to Safety. 39-41. fh/ir. fife/.* Eolivcasag tbe Safety Program. 142* 143. Sbebee, G. if..* Police Tratotog Protilnm, 249-258. Smirk. Brmce: 014 and New Approach** to Traffic Low Enforcerocnr, 174-176. Smith* 2. B.: How rim Motor Vcfaade Department Can Help tbe Govt* and the Police. 294*2)6. Smenxnu, L. J.r Tbe Job We Have Ahead. 289. Saar/, H. C.r Plan* for Portwar Safety, 249-248. Sportrog Anas and Ajiwmiflnn Mamdacturcra' Id* aekotc: Making a Safe Spott Safer (BeJM}. 56-61. SpOit*; ar,Hn| ( Safe Sport Sdcr (B+4*ll), 56-61. Problem* of Safety to tadvrtrial Athletic* and Racnatiao (Dr ctortr). 149-14?. Safety to School aoa toautstol AthSebo \Nerer- mm). 147-191. 334 33rd National Safety Congress, 1944 Si,ft, r. K.-- The Use of Jtidi in Traffic Safety Education. 261*271. Street Can. See Tnnei todasqrr. JVajr, M. Li Women s Place *> Commnwty Safety Program, 70-72,. .,, ^ _ SttvMtM. R. C.i wocotmo Farm SrfitT Prognm, 43-16. * T Ttltard, The California Wodobop on Edn- otiM for Sifotf. 14VHV Tifaff. ff 0 - How National Safety Cgaaol Awards ssd Cards Cm 9c Used to Better Aiwa* ow. J-6. Tools. See Fma , Triffc.- fila-rfireil Use of Aaidtot Records. Panel PiaCWiM. fS'JH- .. _ ... Highway* far *W Fast Ame&ca (MsrPwrM). Hn'd^Cns Cf SUr tb< Hor Vrtiid. De- putMati (ttmlnw). 274*359. How tk Ifneir Vahid* OnuttMt Can Help tbe Coem *d PnKoe tfatir*Y7 254-254. . ._____ Tbe Import of ToBc Aoadnu on War tefastry 1.TPose-War Traffic Safety <Hw Hc*lTc^ara^>ia TrsJfar Accidents to tfidivir Deacott (BrCcnasrlj. 209*219. Plaasfoe Postwar Safety Jfatoj). 245*246. ^ - Plans for Poet-War Tome Safety (fa/wr), 243- Pojt'War Flajofag in Stmt and Highway Traffic yt^ienTikcalitf to the Tnadt Zodo^y (AlrCen- order). M9-316. ...... .. " MiukJam of fatal Aowlnti, Panel ____Pitotooriinal Aomtfai Tnftc Safety (Nthmm), 179-192. Traffic Fwgiaisriir m tbe Pod-War fttfoi Panel Dywaim. 210-211- Tofic,S____f_^_ Ceiy, AAoutioltdillki ttoo Dafly New*pcrxrs iKtuUr}. 211-217. TrafficSttey Onr bqitiMr ttoo ^Wcddy N*wsPtetijr<tM). *17-223. UJssgc~offKRuifasTaanadd Manttioan PPkiasanpm In Traffic Safety iDtvi. 271-275. __ Use <4 FOms and Motion Psctoccs aa Traffic Safety Bdaratfao. Panel flfa-mirr, 275-2*2. . The Use ( lads in Traffic Safety Edwation <5W). 241-264. _,, ,. Tbe Use of Sadie m Traffic Safety Sdncatfao. Paad Dfayfan. 264-271. Ways ml fkidifiry Sjadal Promotion (Wtf* far), livin'. Where Do We Go Penan Hoc--Forecasts far Safety Dtitluptl fa tbe Varan* Serrinrrr, 242-2*9. Sec Abo Tafmanner Pinlnexfaaa; Public Safety. Traffic Cant fadno snd Tmaarirtan Greay Sanion, .176-179, 2033*5. Joint Sewion Witb Motor Vekide Adnioiatntors and Eoferccacnc Offidatr. 254-260. Traffic Edaotfan Asaocfatian: Joint Session Wrtb Public Safety Bdaotas Cm9. 173-119, 211 223. 261-281. - Traffic Safety EnpMto Group Sesioo: Jotflt Saaaioa With fnwfapH- of Traffic Eogfaeers. 206-211. Traffic Section; Dfauc of Openiag Iwarfa of Chafe. <n of Goaaraittoe of City and State Jfalicv . 172-174. Joint Seaioa With Amexican Association of Motor Vehicle Admfaittraiot*. American Anodatfan of State Hfafavay Officials, International Anodatmn of Chiefs of Police sod Inatiftttr of Traffic Eoci- nters. 239-24*. Joiat Session witb CneoAcraal Vehicle sod Transit Sections and School nod College Division. 1*6- 196. Miautes. 159-291. Officers. 159. OxginnjtkKa of Police Drritioo of Traffic Sectioa (cMtiis}. 172-174. Report of Chuntiao (Cafr), 160-161. Report of the Committee oo Traffic Coasts <B#rb). Wc Go From Hera--Forecasts far Safny Based on Poicsr Dnwlofx-d fa (he Variola Se- Cboperadi* Derm-Training Mtmtt), $-11. ' rase!| DDuucBsafcn. 1<4*196. How We Train Oar Driven (fiotWf/). 20-22. Police Tnlmei Program* Dncoafoa, 290-291. Police TnkiQ| FnftMi. Panel Drcmrtirm, 199* 199. 201-202. . Poir-Tu Vocdosti Training Hoads. Panel Dta- (gajfj, iil-l 12. PzoUcca of Drmr TnUnt fa the School. Panel Doautfoa. U6IU. . ,, _. Tbe' Urban Tnwi Operator and His Tsamsog bi^Abp*'C^d^Eilvada; Indoafcrial Safety Transactions: Use, HI. .. . Tmxim. 9. T.: Driver liewiai - Forecasts for _ Safety. 294-2M. unit la__dI1cjerr; Modwa FmjJojoa Salirtiitm Pincedar*. hod Pncasakgi. 300-399. hrUan Peculiar to tbe Transit ladytry (ArCw- seiit}, 309*310. Transit Operation Accident Aailjw. casefan. 311*325. Tbt Urban Tnatit Marfa Stake in Accident Pre vention (W&rm). 396-909. _ , ._ Transit Scdfoa: faint Sesstoft d Tnfc mCfin* ntol Vdude factions and Scbnel and Cdby Drdafan. 1<6-196. Uinta. 295-33$. Offiaca. 295. Tran. D. M.< Tbe Ian af Safety ffdncbtioo fa the Secondary ScbnoiiTiOJ-lOt. Vklnfar, H, D.: Let tbe SnUec BewasrI 7M1. Vcbiodar Safer* Program far liifaatvy Stunn. 4-19. VikUris, C. D.: Public Hrtorshoa -- Foeocan* far VfuaalJfE^d^aoStin^oNt bTbee PiniMuatiaci f Viand Aid Use~ef tOam1 and Motion Wants in Ttoffic Safety Education <D*ar). 271-275. . _ _ ^, tbe of Film and Motion P****** id Traffic Safety Education. Panel Pamion, 275-242. Tfa Use ml Visas! AMs n Pleat Attidwt bats- tsoo JCmUau}, 14-17. Virasl Safety ffi * 1 jfyUnsndrr) 74. Vocational Edocsti Trainfag. w 1TWrs*. 2, S,i Traffic Safety Copy Acceptable to Weekly Newspapers, 217-223. Wert, . Ll PtoWms'fa SafetyJEfaotooo. 153-158. Wilts, Krmh+U: Every C*34 fa the Safety Movcbbh, Wihmm, /. Li The Urfaao Tnuzsrt Mao's Stales fa Actideot Prercntfao, 296-300^ o's Acthritio; The 1 i Woman's Interest i Safety CSfavfer). 39-41. __ Fjmios a Proftam That Will Tod iWml* Joiat fension of Horae Safety nod Tmmb'i fa- wSata's Place fa a Coeopmaity S*fdy Program TrJ2!u\2? Piychologicil Aspect* of Aeodeot Prevention, 119-125. . . ___ _ PWwnd. . C. *od YtlUtS, /. Whit to Ez ra* from JJ.UT.T.. 137-142. - IP'n/fTN. F. - Ffadfag a Prctnta That Will Work, 69-70. Wjmmm, At. Af..* Tfa Poactioo of the Committees, 97. -y YeUott, /. 1. and WomdvmrJ, E. C.i What to Ex peer /rota E.5.M.W.T., 237-142. 1