Document dD5xyoBQ9qE6JGzYLZM7r5d6e

1932 TRANSACTIONS National Safety Council Incorporated TWENTY-FIRST ANNUAL SAFETY CONGRESS Washington, D. C. October 3 to October 7, 1932 The Wardman Park and Shoreham Hotels Copyright 1933, National Safety Council, Inc. "8 EXHIBIT CONTENTS PAGE Street and Highway Traffic Section,-............... ........................................... .... 3 Child Education Section........ . ..........,... *.......... ..................................... .. 47 Home Safety, - -......................................................................... ................... ........... ... 65 Index ................ ............... ................................. ................................. ....................... ... 71 hr Although the National Safety Council endeavors to eliminate from discussion at its conventions matters 'which are not per tinent to its purposes or which are contrary to its policies, the Council accepts no responsibility for the views expressed either m the papers presented or in the discussions thereon. ** NOTE; The General Sessions and the sessions of all the Industrial Sections of the National Safety Council, including the Delivery, Taxicab and Bus Section. ar> published in a separate large volume of these Transactions* 2 TWENTY-FIRST ANNUAL SAFETY COXUKESS NATIONAL SAFETY COUXC/L Street and Highway Traffic Section Officers 1931-32 Central Chairman--Currents Davis, Vice-Mayor and Commissioner of Fire and Police, Memphis, Term. Piie-Ckairmaa--E C. Lyach, Karaas City Safety Council, Kiiitwts City. M>*. Pice^Chairman--Ltwss W. McIxtymk. City Traffic Engineer. Pitt^bur^R i`a,, Secretory--Earl J. Reqs, National Safety Council. Gfitaga. 111. Uniformity Committee--Harold G. 1-toroLAX, CouHuihkmcr of Mufi*r Vehicles, Trenton, N. J. Program Committee--Lswis W. MtIVrYKZ, Traffic Kttgmeer. Pittsburgh, Pa. Statistica Committee--O W, Wnsox, Chief of Polk*, Wichita, Kmi*. Advisory Police Committee--Etxt&r W, tixonrx, Metropolitan Police IVparfincm. Washington, D. C- Membership Committee--'William C. K.noslk, Milwaukee Safety Commission. Milwaukee, Wa. " Traffic Engineering Committee--Emxvst P. Goodrich. Consulting Engineer. New York City. .Enforcement Committee--Franxux M-, Kkcsu., Evanston Police Dept, Kv&us-nm, 111 Public Education Committee--Frank C. Baaav, Minneapolis Automobile iW. Minneapolis, Mims. Rural Highway Hazards Committee--CiAugntcn P. Taylor, Mass. State Ikpt, oi Pybtk Works. Boston, Mass. MONDAY AINTERNOON SESSION October 3, 1932 Tf>e first session of the Street and Highway Traffic Section was a mcettnit with the N, S. C. Committee on the Driver and the Delivery, Taxicab ami Bus Section. Tlie general subject under discussion was `'Treating Accident Prancnct*." The session convened in the Wardmau Park Hold, with General Chairman Clifford Davis, Vice-Mayor and Commissioner of Fire and Police of Memphis, Temi., prtvkF mg. Chairman Davis requested WiUiam C. Knoelk, Milwaukee Safety Cotwmis- 5*o. to act as temporary Chairman, and the hitter assumed the gavel, iiurocJudnK the fir* speaker. 3 4 '/x.vuly-firsl Coayrrss--National Safely Council Reduction of Traffic Accidents by Engineering Methods By LEWIS W. McINTYRE Chief Engineer, Bureau of Traffic Planning, Pittsburgh, Pa, The speaker stiirl in jrart: In ptnclvcilly every [irls: of accident prevention work, *n* it has btxii tfcwwiiwtraiiMl that progress could only l*e made by determining the actual causes of the accident*. analyzing these causes iu accordance with engineering % iwioctples, ami ftitptyhu: the remedies which these engineering studies Itavc revealed "Vv as m**t likely t product* results. This method is ucxv being unfitted to traffic ac- % cklcnts. Traffic ncchk-ot rce>*rd-i *irigmatc in rejforts made by motorists or by police to liurvatK Their Mx-fnhtc** varies widely, depending wjhjhi dxr degree to whlch^S Iraflic an*itlroi are rej*irlcd. the detail of the report, and tl>c degree to which thc^^s jutaly.-d*. * the report is carried out. Just how accitifc-ut reports can be used in pmenting fmtnv accident* can lx* sJtown by tructmr. step by step. tlc elements of>[ ftccHkm analysnuuai as practiced by the Bureau of Traffic Pfetanhig m* tbc City of Pittsburgh. T*k?m? steps are as follows; U3 Acckk*M> arc shotted sm a sjH.it map of the city with colored aud numbered , 1titts. indicating the location of the varum-. type# of fatal and mm-fatal accidents. (2) Hack w*mth tbi* map is carefully studied and locations where aeckknts are occurring frcijueaili are selected fur apemt study. (3) Accwleirt records having thxu filed by loc.ukwi, the regions for points which* are to be studied are withdrawn from tlx* files, and by means of a collision diagram^ au attempt is made t> reeona-tiuit the variums ueenk'ni* reported. * H) Field study is made at tlx? locations lucJudiMtj, in many cases a cow?? of the traffic V'dttmc*. (5> KetfoimjwiwUtihwis are marie aimiug to prevent die recurrence 04 the types* ) id acdikiits ilut have already taken place. (') S-mtemm* after die recnMUifc-wblKm Ins been put into effect, the location h again studied to determine the effectiveness of the recotnroeiiilalhm. The *Uq*?- in this are matte t**m tlx- theory tlusi accidents are preventable. . Xu aceukni just hapi*x>'- -VII ary caused by vmcthintt .r other. An aesrulent is. sK- result m4 a driving fault. si Mrt-et ikrtect or sutsx? </thcr ascertainable element ^ which can ta thtferrohied proper stttedy. _ _> _ , Cy fTSie iwaiter lla-n y*rtinted a mumlx-r .* lantern slufe*. "tHustrating engineering method* *f analyvkiy avcwlvnu mid ^fattinu nut shy various stcj;i* tnketi in a iwusbvr of typical V4.M-.* m tlx- City of Ptltdmrttb.) . (Site ^1 \ ^ Psychological Factors in Highway Accidents u'*"fv By MORRIS S. VITELKS Assistant Professor of Psychology, University of Pennsylvania, and Director of Personnel Research, Philadelphia Electric Company. Tlx- speaker Said m jwrt: I'crlunts. tlx* oittstnmUng ^kveb^uru-nt hi safety during the last tin yegir U the hmlhi#* tlmt txxidimts cli m>t th<?m<f'vc* by cIuuhv. but tlat they ltix?u srctiucmly to JOSIX- men ami mfretpietnly to nilttrs as tlx- [oiiRval rc^oltic ih a c.ml>inotnm of circumstances. Some itwlividuitl* become more frinjuvndy mvulvetl in Jiccitkittsi llu\ others and such jm&rcjnibillty i$ refrrr<i.l to avekkut prurK'txss. A total of LK71 aeeiikiit rqwirts coverinK l.i9>l ilrivers employed by a group of compaitieii were nualyzctl with re^jx'ct to the aecidcm frcqiwncy tier man. This study showed that the 10 tx*r cent of employees with tiie wnrst necklent records bar! l*eeti re^imiitdlde --r 31.5S jxt cent all tltc aectdem^ sustained by these 1,29-4 -taxi- Sireft and ifighxvay Traffic Section 5 cab drivers. One third of the Uxicab driver# were responsible for 69.3 per tent of alt the accidents. Fifty per cent of die drivers lad beet* responsible for 82 84 per cent of the accidents; wliereas the rcmaitiiug SO per cent accounted foe only 17.10 per cent of all the accidents. A further analysis of the figures showed that 25J l>er cent of the employees liave been entirely free from accidents in the ixTiod covered by this report. .. .. . In addition to demonstrating that accident proneness exists, considerable work has been done in investigating the factors which uuefefUe difference* in suscejrtildHty to accidents, both in the manufacturing Industrie* and on the highway. For ex ample, to industrial groups where adequate accident records were available, it was found that the lowest 25 per cent ra a combined and weighted Iwittrry of intelligence and aesthete-kinetic tests had an accident rate 2.5 as great as the remaining 75 per cent. ^, Susceptibility to act-idem may be the end result of a combination of force# reflect ing a generally lower physiological effectiveness of the kind that causes or appear* m frequent illness. All substation operators and senior operators employ***! by Phil adelphia Electric Co., 135 in number, were reexamined by the medical department in the months of October and November, 1929. Of these, 100 operators, hired ir<or to January 1st. 1926, were included in this study. Of the 106 operator* al senior CrprtatcM-s, 57 were without physical defects; 31 had physical defects of some kind; 18 were found to be not fitted for tlteir present position*. Moreover, the average lost-thnc accidents per man ainorq; those suffering from physical detects was found to be three times as high as that of men not suffering from physical defects. The diagnosis of accxtent-pnoneness is bemg followed by specialized treatment based on tile factors wlwcli are respcmsiMe for the accident record m the case of the particular individual. Treatment takes the forru, nut ot nass edueaticu. or dtsmirsal but most frequently that of systematic iiisiruction deserted to cfiacc such {nulls- liafuts of operation as may be responsible ter tine accident record. In other cxscV, medical treatment, discijiluic, cwcouragenumt, and jv.uirvi*oo" follow-ups n^ay be employed iu rehabilstatmg the accident-prone empteyee. Thte treatmcnl recogiuaw that there arc many different causes of accidents and that they may 1w comikuied t different patlerrai in different individual*. Street railway companies in Milwaukee, Cleveland, Boston, and taxicab com panies in Phitedeljdua and New York, have made use of clinical simlics of aeddentprone drivers as an aid in the reduction cf accident*. For the Cleveland Railway Company, an analysis of causes of accidents showed that physical diificullies wete ot Itrimary importamc w* only 12 per cent of the cases, dassifkil omter 'Metectivc mion.*' "organic disease*.'* 'high blood pressure.** and "sensiiiv.** In 22 per tent an improper mental attitiulc. or "personality nialadlttstmewt'' was futmil to lie tin primary factor in accidents. The largest group of accident-prone men included those whose accidents were due primarily to operating detects, 66 per cent of the roen exhibiting failure to recognize potential hazards, faulty Judgment of sliced and distance, or improper disinflation of attention, etc. The procedure adopted in each case for preventing further accident* dcixadctl upon the analysis of tlic driver's jwirticiilar detect. In certain cases, iwcdical treat ment was undertaken, to others, with the cooperation of the supervisory force oi the operating department, a program was outlined to overcome the personality de fects, Where faulty habits of operation were the Iwtsi* of the bad accident record, reimtructkm was undcriakers. A special Instructor rode pertedicatiy with the sub ject white on duty and tactfully and carefully induced the substitution of proper habits of operation for faulty operating habits. As a result ol tbc application of psychological method* in the study and treatment of accident-prone drivers on the Cleveland system, the cosnbiocd rate of accident* on the part of motormen involved in this study dropped from Ul tier 1.000 miles in 1928 to 0-75 in 1929. equivalent to a reduction of 42.7 per cent. All but three in dividuals showed a reduction in accident rate#, and In two of these case* treatment 6 Twenty-first Congress--National Safety Council wa* suspended indefinitely because of company policy. When it is recognized that those studied are men with the worst accident records who under ordinary circum stances are simply discharged or held on without treatment because of length of service, these results are even more significant In the case of the Milwaukee Railway and Light Co., during a period of one year. 1929, the reduction of accidents on the entire system was approximately 25 per cent. Over the same period a reduction for a special group studied by psychological tneth ods was 81.5 per cent. In addition, the average accidents per man in this group was reduced from 2.8 to .51. On the Boston Elevated Railway, as a result of the application of these pro cedures, the actual net saving in the cost of injuries and damages in 1929 as compared with 1928 amounted to 53QCUS70.73. Collision accidents on bus lines and street railways have been reduced more Ilian 33 per cent since this work was started in 1927. In January. 1930. all previous records were broken, collision accident records being reduced to 1.16 per 10.000 car miles which is less than onc half erf those for the same months in 1927. The figure for 1933, as compared with 1926, shows a 58 per cent reduction m collision of service cars with trolleys, 54.5 per cent with pedestrians, 71.3 per cent with oilier surface cars, 3&$ per cent in hoarding and alighting accidents, and 23.6 per cent in all other accidents. Discussion: In substance, the discussion developed that; Age is a more im portant factor in accidents than is experience. Youihfoloess is a definite factor in accident praneam. There is an increasing susceptibility to accidents between 40 and 50 years of age. The best way to eliminate an accident prone driver Is not to drive him off the rood, but to cure him. If you am cure 10 per cent of the accidentprone drivers you have prevented 30 per cent of the accidents. Encourage them to do the kind of driving a well trained driver docs. An accklent-proiie driver may no* have had an accident but you observe him doing unsafe things. TUESDAY MORNING SESSION October 4, 1932 The session was opened by W. A. Van Deuaer, Director of Traffic, Washington, D. C., who presided. Tlw general subject under consideration was "Accident Studies and Records.1' Chairman Van Deuzer at once introduced the first speaker. High-Accident Location Clinic By ARNOLD H. VEY Traffic Engineer, State Department of Motor Vehicles, Trenton, N. J. The speaker said In part: Mr. Hawley S. Simpson, who conducted last year's accident clinic, presented an investigation which was made in four municipalities in New Jersey of more than 7,000 accidents iu a period of three years. This analysis determined that intersections which have more than five accidents per year com prised about 14 per cent of the total intersections studied. While this percentage is rather small, a further analysis showed that a larger percentage of the total acci dents took place at intersections within this group mid indicated that from 3 to 10 per cent of the Intersections tiad 35 to 60 per cent of all the accidents. Therefore, by determining the location of high accident intersections, by means of sufficient accident reports properly recorded, it is possible to reduce intersection accident* materially by concentrating upon this small group of intersections. Having thus selected the high accident intersections, detailed information must be obtained to study properly the accident experience and to determine a proper remedy. This information sitould include die following data: Street and Highway Traffic Section 7 (1) Physical characteristics such as intersection design, pavement type and width, curb radii, street grades and location of obstructions. (2) General characteristics such as type of districts, existing traffic regulations and street car and bus steps. (3) Traffic characteristics such as average and maximum daily volume of traffic by hours, turning movements and approach speeds. (4) Accident characteristics such as type of accidents, time of occurrence, direc tion of travel, degree of seriousness, weatlvcr conditions and other data determining the cause of the accident. The collision diagram is one of the best means of indicating the accident experi ence at street intersections or along a roadway m order to study their types and causes and to enable the best possible .solution. The speaker then invited the presentation of traffic problems m collision diagram form by the delegates. Many were submitted, and discussion by the delegates devel oped the proper methods to pursue in accident prevention measures What Information Should the Accident Report Give? By PETER J. 8TUPKA Accident Analysis Engineer, Philadelphia Department of Public Safety Some months ago, said the speaker, in Philadelphia they liaU occasion to change the accident report forms. A study was first made of the various state forms, keeping the good features and tin owing: out the bad ones. Finally a form was (halted and adopted which seemed to give good results. At first they had a tittle trouble with the police officers nut filling the forms out completely bait after they bed sent out instruction slteeU tlie forms were filled out with fair accuracy. There it some difference of opinion as to tl&e nature and form of a good accident report. Sane officials contend tliat many of the forms now m use arc too compli cated, while others seem to think the forms do not provide all the information necessary in traffic work. Some feci that certain, items in the form leave too much to the judgment of the reporting person, or are not easily obtained. Others hold that the form looks too difficult to the average person who may-be required to fill out the form, and therefore discourages him (torn filling out the spaces. The following is an outline of what the simplest report should'provide for: (a) Identification of drivers. (b) Identification of vehicles. (c) Identification of injured persons, (d) Identification of witnesses. (e) Location of the accident. (f) Date and time of occurrence. (g> Direction of travel: (1) Vehicles; (2) Pedestrians. (h) What the driver wauted to do. Cl> What the driver# were doing (violations). (j) What the pedestrian was doing (k) How the accident occurred: (1) description; (2) diagram; (3) manner of collision. (l) Identification of reporting person. (m) Weather conditions. (n) Light conditions: (daylight, darkness, dusk'. (o) Street surface conditions. Other itam that may be included m the report form are the following: (a) Condition of driver. (b) . Condition erf pedestrian. (c) Condition of vehicle. s Twenty-first Congress--National Safety Council (d) What visible parts ai vehicle were damaged. (c) What court disposition was made of the case: (tor police only). (f) Traffic control in operation. (g) Road conditions. (h) Street highway: (good, poor, no lights). . The following arc son* factors which affect accurate and complete reporting: (a) Arrangement of material on the card: (diagram*, descriptions). (b) A simple terminology. (c) Ample writing space (especially for police), (d) A minimum of writing: (generous use of check marks). (e) Size of the form. (C) Education in the ptoper method of filling out the forms, and a follow-up with special education a the respects hi which the reports are not filled out com pletely and accurately. Report of the Committee on Traffic Engineering By HAWLEY S. SIMPSON Secretary-Treasurer, Institute of Traffic Engineers, Hew York City The speaker reported m part: At least eighteen cities including mure tlwu 12,000,000 population now have officials whose major responsibilities are traffic engineering. Several city engineers and other officials are devoting some time to technical traffic problems. At least three cities have appointed traffic engineers since January 1, 1032. Seventeen r*r more cities without traffic engineers have had traffic surveys by outside consultant*, and some of the existing traffic engineering depart ments have been started as * result oi these surveys, Questiotmaires were sent to 35 city traffic engineer*, city engineers, and members of the committee for informa tion and opinions. Returns were received from 2$, and the conclusions and recom mendations presented Itcrc are based upon these returns and tl experience of the committee members. The returns reveal the following traffic engineering responsibilities with the number of cities reporting each: Traffic accident studies, 20; traffic counts and checks. 19: parking checks and plans, 18; traffic equipment planning. 17: inspecting and approving equipment tnmffations, 17; installing traffic equipment, 13; mam* taming traffic equipment. 10; administering special regulations, 6. The rnamser of providing the needed traffic engineering service depend* on local conditions. The employment of outside consultants is recognized as a supplement to a local traffic engineering set-up, particularly in the making of original traffic sur veys. The size of a city is one of the main factors m determining whether traffic planning shall be conducted by a full-time stall or part-time by an existing etty department. In establishing new traffic engineering facilities, chics of more than 250,000 population should provide for full-time service, while smaller chics may be adequately served pan time by a njetnber of the city engineer'* os city planning department"* staff. In the larger chics traffic enKhtcermc organizations are most commonly part* of public safety or public works dci*artments. In a smaller city the location in refalioti to other cities is important in determining how part-time traffic engineering service shall be provkkd. Outside uf a metropolitan area, the most logical source is one of the city's engineering departments. The designation of a local resident or profes sional engineer who can devote sufficient time to conduct a continuous and aggres sive program, is sometimes possible. For large urban areas of several municipali ties, a county traffic engineering department or a special district may be established. Again, two or more cities may employ the name traffic engineer simultaneously without setting up any governmental machinery in common. Street nud Highway Tragic Section 9 A successful traffic engineering program tmwl be continuous and aggressive. Whether part Or full-time, |l>c engineer should be in position to conduct a con tinuous program of identifying problems, assembling information, analyzing data, preparing recommendations, detailing specifications, and checking nistalfatiom and maintenance. The traffic engineer should maintain constant cooperation with the police, be cause of the inter dependence of traffic engineering and traffic law enforcement. An official traffic commission is often desirable for obtaining the cooperation of legis lative and administrative departments. In such a case the traffic engineer is essen tially the engineer for the commission. His contact* with other departments arc through the Commission, to which he report* his recommendations to be taken op in turn with legislative or administrative departments. Without such a commission, his contacts are directly with the various departments. This Committee warns against designating as traffic engineers men who arc not qualified hy training or experience to make observations and analyses and to con duct engineering investigations Kngmecrmg college* should provide opportunities for greater specialization in traffic by students interested m this important phase of municipal engineering. Agitation for city traffic engineering facilities may originate in any group that is interested in the improvement of traffic administration. But the pksn must he es tablished through the ustad legislative or administrative procedure. Generally this can be atc-omplislied only by showing how tle plan will aid city official* in carrying out their traffic responsibilities. The routine of setting up a traffic engineering department or bureau is practi cally the same whether the traffic engineer will he part or foil time. Adequate accident records slvotdd be installed for identifying hazardous locations. A traffic flow- map should be built tip, either by a general traffic count as soon as the im portant points can be identified, or by a series of related counts made at different times with one or more key poutis counted each time. Tiic policy of having all traffic mutters refcired to the traffic engineer for study before action is taken should be established. Checks should be made before ami after applicNtiun gr corrective measures lo determine tins effect upon traffic movement aiwi accident experience. This estab lishes a continuing program, such as ha* often substituted immediate and relatively inexpensive measures for ex|ten*ivc control device*., street widening. and other socalled traffic improvements. The coordination of traffic jwograms among cities is essential fur uniformity. Several states have provided traffic engineering departments to aid in accomplishing tins. Massachusetts and New Jersey have gone the farthest The state traffic engineer must approve mstaUaiious of traffic control equipment before they can be made. Other states, through state highway departments, are rendering such service on a somewhat more limited akr. State traffic engineering departments are most useful in securiuj; uniformity oi traffic regulations. They cannot, however, be expected to conduct the coauirtoed and detailed study of local iproblems that is necessary and is imssible through local traffic engineering departments. The following are the logical city functions for state traffic engineering officers to undertake: (a) Traffic engineering on highways m cities, built or controlled' by the state, in cooperation with city traffic engineers. (b) Approval of plans foe proposed equipment installation* as required to insure uniformity and'conformance wish state law-. (c) Advisory service on traffic engineering to municipalities and comities in line with the purpose stated in "b " fdt Publishing such pamphlet* on traffic engUiccrm^ as witl be useful to munici pal officials, and are in the interest of uniformity. 10 Twenty-first Congress--National Safety Council LUNCHEON BUSINESS MEETING October 4, 1932 The meeting convened with General Chairman Clifford Davis presiding. The reports of various standing committees were received. In the absence of Chairman Frank C. Berry. Vice-Chairman E. P. Curran. ci the Committee on Public Education, summarized a report advocating the following activities fu* conducting community education for traffic safely: (1)A Speakers* Bureau on Traffic Safety; (2) School Boy Patrols and Courses of Study m Safety Education in Schools; (3) Committee for Reporting Traffic Violations; (4) Traffic Schools to Train Vehicle Operators; (5) Inter-Fleet Safety Contests to Encourage Greater fleet Activities: (6) Publicity Through Newspapers and Radio; (7) Dis play of Posters at Oil Stations, Street Corner Locations, etc: (3) Activities of Boy Scouts and Oilier Similar Organizations; (9) Special Safety Week: (19) Safety Lanes and Gtlxtr Vehicle Inspections. Election of Officers In the absence of Burton W. Karsh, chairman of the Nominating Committee. E. J. O'Meara recommended By-Law Amendments providing for additional standing committees on a-cckfeat records, police activities, national traffic safety contest, and pedestrian problems. Tliesc were approved and on recommendation of the com mittee the following officers of the section were elected for the year 1932-33: General Chairman--Clifford Davis, Vkc-Mayor and Commissioner of Fire Sc Police. Memphis, Term. Vice-Chairman of the Section and Chairman of the Committee on Annual Con gress Program--Harold G* Hoffman. Commissioner of Motor Vehicles, Trenton, N. J. ViceChainmm of Committee--Frank C. Berry, Minneapolis Automobile Cub, Minneapolis', Mfan, J'lce-Chtfirmon of Section tnul Chairman Committee oh Traffic Engineering-- Lewis \Y. McIntyre, City Traffic Engineer, Pittsburgh, Pa. Vice-Chairman of Committee--William S. Canning. Keystone Automobile Club, Philadelphia, Pa. Vice-Chairmem of Section--Q C. Janes, Ohio State Autenobffe Association. Columbus, Ohio. Chairman Committee on Police Activities--Inspector Ernest W. Brown, Metro politan Police Department, Wasliiogton, D. C. Vice-Chairman of ComunUfe-- Inspector Charles Greenwood. Police Department* Toronto, Canada. Chairman Committee cm Untfortuity--E. B- Lefferts, Automobile Club of Southern California. Los Angeles. J'Vre-CAoirMMw of Ccnmnlttee--Capt. Laurence A. Lyon. State Department of Public Safety, Lansmg, Mich. Chairman, Committee or Enforcement--Franklin M. Kreml, Police Department, Evanston, 111, Vice-Chairman of Cuwn.yif.Vr--Judge William C. Larson, Minne apolis, Mirai. Chairman, Committee on Rural Hicjhxoay Hazards--Clarence P. Taylor, State Department of Public Works, Boston, Mass, Vice'Chairman o/ Co*wirJta?--C- W. Roberts, Carolina Motor Club, Greensboro, N. C. Chairman, Committee on Accident Records--Q. W. Wilson, Chief of Police, Wichita. Kansas, Vice-Chairman of Committee--W. W. Matthews, Bureau of State Highway Patrol and Safety, Harrisburg, Pa. Chairman, Cfornuiittee on Membership--'William C- Knoelk, Milwaukee Safety Commission, Milwaukee. Wis. Vice-Chairman of ConunUtee--J. K, Johnson, Cham ber of Commerce, Binghamton, N. Y. Chairmen, Committee o Public Education--F. C. Lynch, Kansas City Safety Council, Kansas City. Mo. Vice-Chairman of Committee--'Lewis E- Maclitayne, Massachusetts Safety Council, Boston, Mass, Chairman Commiftee on National Traffic Safety Contest--John N. Edy, City Street and Highway Traffic Seclion 11 Niaamr. Dallas, Texas. Vice-Chairman of Committee--Frank E. Bailcniyuc, AamacMe Club of Philadelphia, Philadelphia. Pa. Chairmm. Committee on Pedestrian Problems--Maxwell N. Halsey. National Partm of Casualty and Surety Underwriters, New York City. Vice-Chairman of Committee--)* W. A. Bollong, Traffic Engineer, Seattle, Washington. WEDNESDAY MORNING SESSION October 5, 1932 This session was a joint meeting with the Eastern Conference of Motor Vehicle Administrators, The meeting was called to order by Benjamin G. Eynon. Harris burg, Pa., who presided. Chairman Eyntm immediately mtrodtKcd tlie first speaker. Report of Committee on Rural Highway Hazards By CLARENCE P. TAYLOR Traffic Engiiveer, Massachusetts Department of Public Works, and Chairman, Committee on Rural Highway Hazards. The speaker said in part: Taking the country at large, SO per cent more fatal accidents occur o rural highways than on city streets. Among the different states, tills relation varies from approximately 70 per cent less to 1,800 per cent more than the urban fatalities. States which are densely populated have more fatalities in the urban areas than in the sural areas. The following data will he Illuminating: Type of Accident Rural Cities Collisions with pedestrians............ .......... 30 per cent of total 64 per cent of total Non-collision accidents .................*...........26 per cent of total 4 per cent of total With other motor vehicles............ ..22 per cent of total 19 per cent of total With fixed objects.................... ...... .11 per cent t total 5 per cent of total With railroad trains or street cars........ . 3 pet cent of total 6 per cent of total All others ........... 3 per cent of total 2 per cent of total The motor car driver Is still the leading source of the primary causes of highway accidents. Many- drivers have slack or wild driving habits or dangerous traffic com plexes and little or nothing Ij done about them. Some drivers involved in smash-ups have no sense of personal responsibility and are almost devoid of driving morals. When seme drivers get out upon the open highway they evidently exercise complete freedom of movement and speed winch constant police supervision and traffic con gestion in cities have suppressed. That such drivers express themselves by wild or inattentive driving seems to be borne out by the fact that 37 per cent of the mishaps on rural highways involve only one driver who either drives off the road, turns over, or runs into fixed objects. In urban areas, tins type of casualty ansomils to only 9 per cent of the tetaj, one-quarter as great a proportion. Too many drivers have an inadequate knowledge of driving rides and many lack ordinary driving skiff. In most states the majority of drivers learn driving rules and develop driving proficiency through experience. Their experiences, with the police, with'Other operators, in accidents and near-accidents, is the present stupid way of training them to become good operators. Unfortunately, however, there is a class of Individuals who are so constituted that they do not learn from experience. As yet almost nothing constructive, beyond enforcement of laws, is being done cither to salvage this group or remove them from the highway. Certain drivers who are unfit to be trusted with a car because of physical, mental or nervous disorders, or because of addiction to alcohol, drugs or dangerous habits, are likewise given too little or no attention. In a few states this group lias difficulty in obtaining a new driving license, but seldom in any state is any special effort 12 TitvMfv-first Cvnyrcss--National Safely Couuci! devoted toward weeding out the jtcrMM* who have become unfit to operate alter having received their license. Drivers who ate getter alb considered competent arc involved in tlw greatest bulk of the accidents. AH human being* when operating a motor car gauge time, speed and distances for stopping. passing atvd clearing imperfectly. Certain inherent liuutatiiais on human eyesight, responses and alnlily to recognize, assimilate and decide, prevent even the most capable driver front ever being absolutely sure ol himself. Tt is this failure of normal drivers to S{ipreciatc their natural limitation* that has led them into so many of the aecfclcuts which occur under perfect driving conditions. Fatigue and failure to be alert and attentive arc common causes of accidents on highways. Owners of commercial vehicles often require their drivers to remain at the wheel too long. Drivers of private cars attcmjn long trip* alone or witltout relief. All driver* arc apt to liecmne drowsy and fall asleep while driving after a licany meal, especially if the day or the car i* warm. Drivers sometimes iwvc Unrir attention diverted from Hie highway hy advertising signs at the most dangerous Highway signs arc often too small, say ton much. or are not of a design suitable ior quick reading and swift interpretation. With respect to the vehicle- rural traffic Inwards arc a continuously shifting set of problems; no one can predict what next year's cars will l>e like. Coupled with the high speeds which the modern car cun attain, new features such as frce-whccling, automatic* clutch and air-wheel* have !>eeii ackktl. Tlictu features may l>c safe, vet they do add some confusion lo the operation of the vehicle, more especially in mountainous countries. The increased me of buses and trucks has changed highway traffic conditions. Tlic new models are heavier, larger in size, longer in length, higher in lxmcr and in most .use* faster. The drivers try to keep up with or pass the general traffic. Down ImUs ami cm level ground tbry are often able to do so. but uphill they form die usual obstruction when other drivers try to pass Ihein. When several trucks or base* follow ow.l oilier in close succession, this condition is intensified. Accidents involving llxttfe huge vehicle*, when being operated at high speeds, are tiecoming more common. Tnqirov'emems in brake* seem to be accepted as a license to drive fatter. Freewltcclmg, a* well a* tlw increased weight of the newer ear*, has increased the defec tive brake hazard. Some of the large truck companies operate trains of two nr three vehicles with only one set nf brake* on the rear two wheels of the tractor Other more modem vehicles are equipped with nr brakes on each unit. Glaring ami dim headlights create a greater hazard on rural highways than on city streets because of the general lack of artificial highway tlhmvination. On the highways the lack of a tail-light is a more serious Dunliikm titan it is on urban mads because of the greater speed with winch traffic moves. Tl size, weight and number of vehicles coupled together iH**tftit a highway hazard proWetu difficult of solution. Obviously there is more risk in passing a train of three vehicles than there is in passing a sui*le vehicle. There l>* n*k in some eases when one long trailer is used instead oi two slmrt ones. The me of several trailers also makes driving and parking difficult. Whipping trailer* are dangerous. Added safety measures, such as marker lights, sidelights, brakes on ench unit and auxiliary couplers arc needed to prevent accident*. The weight of loads lias been offset on rural accidents as a truck heavily loaded may move more slowly, yet requires a better type of brake* than one lightly loaded. The greatest single class of accidents on rural highways is that in which pede#(riant are struck by vehicle*. Feu- sidewalks bcn,,*r provided. pedestrians are force?! to walk in t!e roadway. Not many highways are illuminated at night After dark, therefore, it is difficult or impossible for an operator to see pedestrians, especially if he is faced with glaring headlights, or if the pedestrian is wearing dark clothing. Then, too. the majority of pedestrians walk on the right side of the highway and they are unable to judge whether the. driver approaching from behind sees them. Street and Highway Traffic Section U Per>ons attempting to board or leave moving vehicles, perwus working on disabled cars parked in or near the roadway, children playing in the roadwa> and petkstrians stepping out into the highway from behind obstructions to view, constitute a large jKirCion of the accidents to pedestrians. Many innlcstrians fail to appreciate the need ior looking before crossing. Certain physical features of highway design contribute to the hazard* of rural driving. These arc, curves, and hill-tops with inadequate sight distance, curves with insufficient super-elevation, compound curves, combined horizontal and vertical curves, short radius curves, intersections or obstruction* just beyond a hill-tup or curve, kxtg steep grades, blmd corners. roads and bridges less than if) feet wale, high crowns, no shoulders, dips, humps, drainage ditches, car trades, railroad grade crossings, trunk line highway grade crossings, improper or inadequate iuterxeetton designs, misleading layouts, slippery surfaces, long stretcl>cs of road without turn outs. long stretches of winding road witlioot tangent*, itnprnfier curve designs, anil obstructions Features of roadway and roadside maintenance that contribute to tlx* hazard* ol rural driving arc. dark "pockets" at night; obstructions to view caused In. tree*, shrubbery, fences aivd advertising signs; unsanded patdres of icc; unsauded wet *r slippery places on curves and grades: unfenced and unguarded danger spots; hazard# vvstlxjut advance warning*; and unprotected defects Or obstructions in tt*c roadway. The tendency of the majority nf motorists when operating under any given set of driving conditions is to drive within five miles per hour of'the average speed. The few who drive slower and these who drive faster than this general pace are the dies who cause passing ami overtaking accidents Tire large number of cars moving at normal speed are forced to overtake Ibe slow driver. The fast driver must overtake at high speed that traffic which moves at a more moderate pace. This means that he is out of line for a distance of from 000 lo 1,500 feet, delud ing on the difference m speed between his car and lire one be is overtaking. Congestion around roadside stands, places of entertainment, points wlierc a beautiful view is obtainable and places where accidents have occurred, is the source of some collijivfib. Stopping and parking on the highway contributes a large diare of the collision type of accidents. Head-on colfirimw, due to overtaking, skukimg. paasing an obstruction in the roadway, and driving on the wrong s!<fe of the road way..form anotlvcr Urge group. Cutting in and driving off the roadway comprise practically the balance. At intersections Ute accidents arc about in the Following order--left turns, cross movement, and rear-end collisions. The study of what constitutes the rural highway hazard problem leads the com mittee to believe that the rural traffic problem is great enough ami sufficient!* different iu riiaracter and required treatment to justify: ' (1) More complete reporting of rural highways accidents. <2} Tlw separate compilation of rural highway accident statistic* f3) The development of a systematic attack on the entire situation. (4) The development of sound treatments for specific conditions. Discussion of Rural Highway Hazards Committee Reports By E. K. SMITH Portland Cement Association. Chicago Tlie speaker said in part: The Committee'* investigation shows, in particular, that reports from state highway systems alone are not Sufficient. They must also be secured fiotn secondary and county roads not now included on the state systems. Very few state* secure this ini'erinatiou, even though thrir reports may be nude complete for the state highways. ' 14 Twenty-first Congress--National Safety Council A few examples illustrate the necessity of more detailed information for a proper study of the accident problem and its solution. A study based on accident reports was needed to show officials the fallacy of placing stop signs instead of warning signs indiscriminately at points where their value was not evident and they could not be enforced. The work of the American Society of Municipal Engineers during the past three years in collecting statistics of pedestrian accidents has assisted greatly in ealliug attention to the great importance of pedestrian accidents in rural areas. It undoubtedly surprised many persons to have the National Safety Council report that 30 per cent of the 1931 fatalities in rural areas were pedestrians--the highest single item reported. . I attempted to secure information a few weeks ago about the prevalence of acci dents on narrow or "single track" pavement on the secondary roads. In most cases such construction is not on the state highway system but is on roads currying purely local or rural traffic, and no attempt has previously been made to collect data to show their relative safety, even though there are over 3,000 miles of such pave ments in use in rural communities. ... . Information Has so far been received from counties in six scales, with four to eighteen years of use and including 15 per cent of the total mileage. Replies from county officials report almost entire freedom from even minor accidents. The acci dent map of the entire state of Dclawace for 1931 shows concentration along the mam highways ami not a single accident on the tw enty-six strips of single track pavement carrying local traffic. These figures show the importance of studying the character of traffic and the location of the roads in connection with their design from a safety standpoint. What the Public Wants to Know About Accidents By G. D. NEWTON Supervisor, News Buresu, The Travelers Insurance Co., Hartford, Conn. The speaker said in part: I have corae to the conclusion that the public doesn't want to know anything about automobile accidents. Before you have a chance to misunderstand me, however, let me hasten to add that there arc thousands of re sponsible persons, members of dubs, national groups, business and other organiza tions, and many others belonging to no particular group, who are deeply, interested m this problem. But they cannot be classed as comprising the American public. For one, I am inclined to lwpe, jitst as many of you do, that automobile accident prevention work Is in part responsible for the reduction in deaths for tlie current year. Vet It must be remembered that an accessory before the fact has been this period of business and social readjustment, which most certainly has had a sobering effect upon many persons who had lost sight of their personal responsibilities for their own safe conduct through life.- _ .. Suppose that we consider this problem of automobile accident prevention m a business-like way. What do we have? First, we have ample stock cm hand. Secondly, we have the product of safety. Thirdly, we have a market. And the weakest link in. this setup Involves the prob lem of distribution. Lei us take a look at this product. Intangible? Yes. In that respect unlike most products, yet not unlike some, such as insurance, for example. Since this product of ours, safety, which we desire to sell (and I use that word advisedly) to the public is so unlike most tilings which tic public is asked to buy. a problem of large pro portions is put upon salesmanship. Where there is an intangible product, something that has neither shape, size nor weight, the need for a high type of intelligent salesmanship becomes apparent, and Street and Highway Traffic Section 15 tn such cases the product, whether it be insurance, safety, or any other similar thing, has to be sold. That is a problem which faces those of us engaged in the business of automobile accident prevention. If this is a true statement of the public's general attitude, I am not sure dial we can place the blame upon the public. The product that we have to offer lias not been made attractive enough to win some of the public's attention. Our selling program must be changed as well as greatly expanded if we arc to obtain more of the market. To illustrate my thoughts, let me call your attention to a fact so often mentioned which is to the effect that courtesy on the part of drivers aod jjcdcstrkins in their use of the streets and highways would bring about a great imjirnvtmcnt in the traffic accident situation. But the word courtesy doesn't mean anything particularly to a great many individuals as they drive about in automobiles. Then we have as another illustration the fact that too much speed for time and place tends to produce accidents that are snore serious. But speed doesn't mean particularly anything to individuals as they drive cars, unless H is to go faster. Just as the desire for speed has Been stimulated by intelligent use of words and Illustrations so must the hazards of speed be presented in a newer and better way than we have usually employed. Let us take the matter of laws regulating the movement of vehicles. Who can say that any statute upon the subject has any semblance of clarity of thought or expreuloa? Is it so surprising then that lot a nun in a million knows even the slightest thing about the regulations designed for his protection? Our regulations, it seems to me, are in the same category as developments of research in the field of science that He buried in technical brochures. Tire same thing can be said with entire justice about many other announcements on the traffic problem. We have reams of figures, charts, and illustrations that even cause untold mental anguish to those that gave them birth. Is it surprising, there fore, that the public fails to show interest, fails to get any meaning out of the figures and other material? Docs the public understand much o! anything about the destructive capabilities of cars in motion and why the destructive capabilities increase either as the weight increases, or as t! speed Increases, or as the result of both? Does the public understand much of anything about the facts as to why a car cannot be stepped as quickly when the road surface is covered with ice as when dry? Does the public regard in any personal light a man of figures on the number of people Wiled and Injured when the figures remain notliing but masses of numbers? Does the public understand ranch of anything about the distance traveled per second by a car at 40 miles per hour, or how rapidly distance is annihilated by cars approaching each ether at such a speed? We have a good product. But at present It lack* sufficient appeal. If it lad appeal, the reduction in the loss of life would not be dependent upon a depression. And if any are doubtful of the possibility of changing human nature in the tise of the streets and highways. I, for one, want to say the attempt has not been made to any considerable extent. We have teen the public virtually come out doors to sleep. Wc have seen the public take to a more frequent bath, like fish to water. We have seen the coming of bobbed hair, knee skirts, long skirts. Princes* Eugenie hats, and the acceptance of most any mode which U "the thing." It can become "the thing" to u*e the streets and highways with care. By none of these remarks do I wish anyone to infer that I do not believe there is further room for engineering improvement; because I da Cars can be made safer. So can roads. But I am more interested in making people safer for themselves. And wh*t ? more, I doubt if it con be done by means of a few laws, by the police, or by more rigid enforcement, although such means and agencies can liclp. The only way to make people safer for themselves is to sell them on safety. 16 T?ci'uty-first Congress--Notional Safety Council I venture lo say there are not more than a mere handful of people, relatively speaking', who are spending all their working hours attempting to sell street and highway safety. The commissioners of motor vehicles and their assistants should not be expected to accomplish such a task without aid. for how can they alone market a commodity, it safety can be called that, when the customers number 120,000,000 people? Hence, there must be some part-time salesmen whose aid must be used as best it can. And let me add, in this connection, that the headaches in making use of part-time advocates of our product arc bound to exist for a while. It will take time to acquaint this new sales force with thr commodity. But there is not a traffic expert, not a law enforcement officer, not a commissioner of motor vehicles who will twt say that today he knows more about his job and how to do it than he did last year, or five years ago. The difficulties that will be encountered in recruiting a large sales force, so that safety may be properly presented every where m our nation, will work themselves out, jtwst as they always do as existence arid knowledge accumulate. Salesmanship during the war induced men to leave live relative safety of their Jxmies for the dangers of the hsttle front. It Induced meu and women at home to buy government securities to the amount of billions. It induced people to save on essentials that were more urgently required by the soldiers and sailors. It induced business men to forget their animosities. It instilled in nations the will to do or die. Salesmanship in the world war was in many respect* high pressure; lienee it was without a basts hi truth in many msinnee*. But this--a battle to save lives on our streets and highways--does not need to twist the truth; the plain truth i* awful enough and startling enough. The plain truth if humanised will compel men's minds to control ilieir actions--and if there are any who refuse to do this--a militant public will know how to get rwl of them as a menace. ^ Today we have more and better ways of spreading truth and ideas than the world has ever before possessed, bm all of these are of no avail if we forget the injunction given by a great leader 1900 years ago: "Go ye tltercforc, and teach all nations ^ _ . teaching them to observe all things whatsoever I have commanded you.** That is the type of salesmanship wc are In need of in this problem. Teach aH {>ecf)le to observe the things commanded of us. Let us make safety in the use of streets ami highways, "the light of the world, as a city that is set on a hill cannot be hid.* Likewise! to paraphrase, let me hope that it shall not be said of any of us engaged in this understanding, that wc were so busy mending our nets that we fished not. Horse Power and Horse Sense Education of the Adult Motorist ts> By HAROLD G. HOFFMAN rjV State Commissioner of Motor Vehicles, Trenton, N. J jjr. Hoffman, with several assistants, presented a scries of proiosed billboard derigru which are to be used hi selling .`safety to the public on highway bllffioards to be erected on New Jersey highways. In introducing this display, he cited the case of a 1-4-year-old boy on his way to a private school in New Jersey, who bad been given a 'high-powered automobile by hit parents and who was checked doing 72 mile* an hour on a New Jersey highwav. Mr. Hoffman also cited the case of a man who purchased a car for $15 which could not be stopped from 20 mile* an hour, within 175 feet and who killed a boy. The speaker then said hi part: If we want to get very far with child safety education, wc must make tlve adult feel responsible for the child. We must ensender the respect of law by enacting sane, sensible laws. Motor vehicle commis sioners in America ntnst realize tint they cannot enforce laws which are not sane. Street and Highway Traffic Section 17 sensible and justifiable to all citizens. They must be enforced equitably. In a paper recently prepared by one of my officers hr said that the imxnmt probably has just as much right to elect the laws he wishes to obey as the official has to elect the laws which he will enforce. There is a very great need to "sell" safety. There has been great development of highways and high speed automobiles, but when we look back at the toll of 34,000 persons killed last year and 1,000,000 injured, is it worthwhile? Each state has its problems. New Jersey, which is 45th in size, lias unusual traffic problems. It is the gateway for New York and Pennsylvania travel. It has a million owners, but this is small compared to Use millions of motorists from Pennsylvania and New York wlto use Jersey highway*. We are a'acrd with a tragic loss of life--1.302 lives lost last year How can we present this fact U= the public? In engineering, we are doing everything possible to construct our rood* to be safe. However, small results are possible here alone because a negligible number of accidents are caused by faulty construction. Wc have tried to justify tlic large number of accidents by die fact that there are more cars and more operators, but we must also consider an offsetting factor, that roads and cars arc being built safer. * In showing the design "Drive Carefully--This is not a Speedway."" the speaker cited the great number of accidents on the express highway. Routes 24 and 26, from Trenton to New York. Twenty per cent of motorists killed cm this Inghuav are from out of the state. When stopped for speeding, out-of-state motorists often say. "Isn't this a speed highway?" The construction uf this highwav lias been advertised as a super highway so that tl*e average motorist feels iliat there is no speed limit. Commenting on the design. "A Good Friend and Protector -- Keep Him That Way," Mr. Hoffman said that he desired adequate enforcement by judges and police officers, but that it is the police officers job to go out and personally meet violator*. He tells hrs men to use every courtesy, and tltat since motorists are paying $32,000,000 a year in New Jersey in taxes, they should not be looked upon as crim inals but should be dealt with courteously. Newspapers have helped greatly in disseminating: safety information and no other agency has given as much help. A weekly article is now used by 157 papers in the state. This is a non technical explanation of laws and general information about safe driving, the Golden Rule, and keeping the car in condition. Foreign language newspapers are also used. A questioo-atwi-answer booklet to help applicants for operators' licenses is used to great advantage. A large number of rejections on operators' license examinations led the Department to use tins book, which includes 120 questions on motor vehicle laws. Twenty questions are used as a written test. The applicant* are also tested on color blindness. other educational material used by Mr. Hoffman's deiurtmnil includes bulletins educating the public to the use of the Uniform Accident Reporting System, rcductton of child accidents, and distribution of National Safety Conned bulletins to police fudges. It is imped to enlist nalionaS advertisers in safety posters no bill boards also. ~ WEDNESDAY AFTERNOON SESSION October 5, 1932 This second Joint Session of the Street and Highway Traffic Section with Eastern Conference of Motor Vehicle Administrators was called to order bv George R Wellington, president, Eastern Conference of Motor Vehicle Administrators, Provi dence, R. I. The session was devoted to a consideration of `'Drivers' License Ad ministration." Chairman Wellington introduced the first speaker. 18 V'ricnty-first Congress--.National Safety Council Drivers' License Examinations, Present and Future By ROBBINS B. STOECKEL State Commissioner of Motor Vehicles, Hartford, Conn. The speaker said m part: At the end of 1931, eighteen state* had operator's license law* including some form of examination as to fitness. Eleven states have had, in these ten years, experience with the administration of the law. Including California. Connecticut, District of Columbia, Maryland, Massachusetts, New Hamp shire, New Jersey, New York, Pennsylvania, Rliode Ialand, and Vermont Seven ethers have adopted qualification requirements since 1929, including Delaware, Iowa, Kansas, Michigan, Oregon, South Carolina, and West Virginia. In addition to these there are some other states which have a form of licensing law without examination, apparently intended to produce .revenue. In the light of die experience in these eleven states, it seems proved that there is no better safeguard against road accidents caused by motor vehicle operators than is provided by au examination into qualifications, together with subsequent super* vision of conduct, and such discipline as may be necessary for corrective purposes. Whether the result can be claimed to be entirely traceable to the license law, it remains a fact that the automobile fatality rate in these eleven states w 31 per cent lower than the trend in the non-license states. Had it not been for some force or other, presumably the operators* licensing system, the deaths from this cause in these states would have been 45 per cent higher than it has been, as shown by com parison with the statistics in those states witich do not have a licensing system. AU operators* systems are adopted and founded on the constructive legal theory that to operate a car on the highways and streets k not'a right, but a privilege granted by a state. It moat be apparent that the whole success of a licensing system depends upon its administration, upon the correctness of the tests under which the examination shall be given, and upon securing as perfect a selection as can be had; tardier subsequent supervision which will follow through every single authorized operator concerning his operating conduct, with administration of discipline where it is tilled for, and with education and teaching where these particular activities seem to be needed. The licensed operator who is accepted on such a selective plan will then by hhnsdf establish a standard of performance which can possibly be raised higher by better education which must be attained. Unless it be attained, every departure therefrom will call for exercise of the authority of a state to disclose to the operator that his conduct has not been all that it was thought te be, and accordingly He must be deprived ot the privilege. . What, then, is a fair and efficient examination for selection? __ An applicant must be of an age whtae enough discretion and judgment for the proposed performance may fairly be expected of him. The age groups under 30 seem invariably to be those in which the causation of mischance originates- In most states the age of reasonable discretion has been determined upon as 16, it being ap parently considered that if the expressed consent of the parent or guardian can be secured, this is oM enough for young men and women to commence to gain ex perience in this important feature of modem transportation. Physical ability to operate must always be found present There are, in many instances, young* men arid women who at 16 have not grown up sufficiently to be able to handle the modern car. There arc boys of 16 not tall enough to sec through the windshield; there are girls who haven't sufficient strength to apply the brakes. But any state can determine by an inspector whether these two factors are present or absent. Physical ability to drive a car also involves use of the senses, especially evesight. The whole physical performance should be found to be sufficient for purposes of operation. Streel and Highzvay Traffic Section 19 As a general criterion, it seems that when an applicant has 20-70 of normal vision, which in common language means the ability to distinguish a child from a hydrant at 200 feet, he will see well enough to operate a car, and that is the test on which most examination systems have proceeded. The state administrator giving this test, should he find that it cannot be passed without glasses but can be passed with glasses, must limit die operator's license granted to operate with glasses. In the experience of many years in the eyesight test, all sorts of conditions have been found. Applicants have presented themselves who have no sight at all in one eye, but who see well with the other. Color blindness is commonly found to exist iu about two out of every 100 persons. It does not, apparently, have any effect on safety. It usually consists of an inability to distinguish green from rpd, hut the ordinary intelligence compensates for the omission of this particular ability by ad justment. A person who is color blind invariably learns to distinguish traffic signals from one of two manifestations: he cither learns to watch the other par ticipants and do as they do, or else he learns the position of the tights. If an applicant is to operate under the rules and laws of a state, be must have a fairly general knowledge of them. Nowadays they are so commonly alike all through tlie United States that a good working knowledge of the requirements of one state usually is sufficient to take one safely anywhere. The law test should therefore cover only the essential rotes of driving, such as ti right-of-way, the driving on the right side of the road, passing other cars oo curves, and all such general directive laws as need to be absolutely known and understood not only as to language but as to the intent and purpose which they serve Every examination on law ought particularly to cover the direct decisions which have to do with the operation itself, and not go into too many details and catch-questiona. It is necessary for an operator to be aUe to read English. Tliat doesn't mean proficiency, but a working knowledge of the appearance of lettering and of the general meaning of the words and symbols, so that he can invariably understand highway direction signs, safety markings, and all of tin: literature witich is prepared for him as a guide in his actual operations. If Ire is so ignoraj*t tliat lie says a "stop" signal means "go** he is naturally not te be passed oo tins section of the test. The road test, the most important part of every examination, includes two fea tures which need to be discussed separately. One is the operation of the car; the test of skill. In the modem examination, the test of skill starts from the moment the man seats himself in the car. He most know how to start the engine, low to put the car into gear, how to get the car going, how to feed the gas, ami how to run it and stop it. All of these things go quite naturally as a part of the skill test, and if activities are kept separate and he is marked as to proficiency in the per formance of each, any weakness iu his skill will at once stand out. The other feature is the determination of how the applicant comiiorU himself relative to the problems of others. This is a test as to his consideration or cour tesy, whether in traffic he knows and appreciates tliat while he may be as good as other drivers, they may not be as good as he, and, accordingly, whether he drives his car with that in mind, keeping it under such control that he is able to meet any emergencies which may arise through the conduct of others. Many accidents and difficulties are caused by the assumption on the part of an operator that another operator will follow some special course, whereas that other operator may have in his mind some ortter equally proper course. A common ex ample is where the operator of a car which is following another assume** that the other car is going straight ahead, and instead of that it turns into His path without a signal. This is an excuse, but If he is a good operator be will know that caution on hi* part can be exercised so that the operation of tlu: ear ahead will not affect him at all. Finally, there is a far more deep-rooted and difficult determination involved in every examination, and (fiat Is to find out how die emotions and general human 20 T*ccniy-first Congress--National Safety Council characteristic* ot an applicant affect his performance. As an illustration, if there should exist great fear of certain happenings, that in itself constitutes a danger, because the exaggeration ffut results from attempting to avoid the feared happening often makes other complications and accidents. When tlw examination is complete and the Anal marking or grade is put down, as is now the case in some of ti>c states, there is in the motor vehicle office a com* plctc record which states operative performance of every applicant in that stale. Defects and faults, if any, arc shown up and discussed at die time of examination; ami the operator's record begins with the examiner's findings. It is hardly a psy chological test, except so far as psychology is common sense, but consists of the application-of the same rules and the same lines -M thought by which Lhe employer of labor-has long selected Ms employees. It is for 6 special purpose, but m principle is the same process. This particular form of examination as conducted in Connecticut for something over a year, apparently demonstrates that a competent inspector can select operators who are apt to occasion difficulty on account of personal charactemlics, such as timidity or over-confidence, and to warn them about such cases. In the statistical studies made following the installation of this examination. It seems already dem onstrated that those persons who have been passed and who later get into accidents or are disciplined, are almost invariably found to be in the class groups to which they were allocated by the inspector. One final subject remains to be discussed. That is the "defective" who applies for a license: the nun who it deaf and dumb, whose Hearing nr eyesight is im paired, who has lost the use of a limb. tle one-armed man. the one-eyed matt, the person who hum partial paralysis, etc. Experiment and study of all such cases hate developed a method which wow shows nwe clearly than ever before that these people must not be forthwith eliminated and refused on account of a defect. Even if it were cuustitoffcnal to say that a license ourats* be granted because a man Is deaf, that would not be the proper course to take, because there seems always to exist a ciMUpensatioo for the Jos* of any sense by the sharpening effect on the in telligence of tl*c person, caused by live knowledge of his loss. Physical lcfectvcs \v!k> are operator* do not liave accidents, ate not dtsoplmed. and appear infrequently in the records of a motor vehicle office. But the utmost tare must be exercised before they arc licensed, for many of them are physically unfit for the essential mechanics. Every possible opportunity to prove the worthi ness of tins applicant must l>e granted, and when the decision is finally made, if affirmative, it must He made on tW basis of a positive determination of mtclHgcnce of sufficiently high degree: ami intelligence m this sense doesn't mean book learning, but adaptability for this purpose. If tin* intelligence is found, the applicant must I* 1kerned, always providing Ite lias sufficient physical ability to perform normally. Examination by Local Officials By CAPTAIN- LAURENCE A. LYON Deputy Supervisor. Uniform Division, State Department of Public Safety. Lansing, Mich. The speaker ;m! in part: Michigan passed her first operators* licetwing law ill 1919. Thi* law permitted hut did not require the examination ot applicants by the local officer?. It was necessary for the local sheriff or chief ol police to approve the application for operator a* license*. This law was impractical for there were h teeth in it: no practical means for the revocation or xmjx-roion of the Jccj. Finally, the 1931 Michigan Legislature passed an Operators' Licensing Law that follows the general lines of the Hoover cotie. There are three essentials in the admmistiaiiou of such a law, without which Street and Highzcay Traffic Section 21 we can get no results. First, we must require that new drivers--that is, young people becoming of age, or anyone driving a ear (or the first time--must have a rigid examination. Second, the driver liaving a license and abusing the privilege granted under it must have bis license suspended or revoked. Third, the law must be administered by* an organization with a large amount of discretionary power. The Michigan Law requires the examination of new drivers and permits the examination of any driver. Any person desiring cither an operator's or chauffeur's license must apply to the examining officer in the community in which he resides. These examining officers arc appointed by the chiefs of police in the several cities, and tlrc sheriffs in the several counties, and are taken from the ranks of the peace officers of the community. The application is cither approved or disapproved by tbe local exarromng officer and forwarded to the state commissioner of public safety. The commissioner must then approve the application before a license can be issued and no license can be issued unless he does approve it The thought of the legis lature scents to have been that the local oftker would know the people in his com munity, would know* who was physically or mentally unfit to drive. and would know the pat driving records of many of those who made application. Thus, he would be able to eliminate readily the unfit in his community. By having the approval of the state cotnmisskmer of public safety-, a check might be made of the misbehavior of a man in a community otlter than that in which he lives, for the records o( such misbehaviors are in the files of the State Department at Lansing. The law was enacted for the purpose of redocuig untimely and costly Injuries, maimrngs and deaths to our citizens, and damage to their property, (1) by the selection ol tltosc alone who were fully qualified to operate motor % chicks, as recipient* of licenses, and (2) by the etrnMOafion of all those not so qualified- The machinery for the selection of the fit and the elimination of the unfit renters iu the authorized examining officers. These examiners are named from the various police and sheriffs* departments, and it Is uj*on them that the success or failure of the law primarily rests. In tile less thickly populated section* of the state, the examiner may know personally nearly every applicant. `Ibis works to the advantage of the driving public if such an examiner it tally qualified to function and is stitccre and honest in the use of his discretion and authority. Most of the examiner* are sincere and many are well qualifier!. Tlte examiners m our larger cities arc doing an excellent job. They have had the training which Hu them to pass judgment on tle applicant- Police departments have c<x>j>cratcd with the commissioner and the results of their examination* have been very grati fying. I cannot say as much for the sheriffs as a class. Many of litem are sincere and careful in their examination, but the vast majority will approve applications without any examination. This 15 rather to be expected, since our slwrriffs are dependent upon Uie good will of the [>coplc m then* controlunity to hoW office. Tltey must be elected every two years, and consequently will not antagonize any voter in their community unnecessarily. Many of the unfit examiners that Have been found are ot the mercenary type, who obtain notary public powers and make a charge for notarizing the applications. They turn down no 00c who may apply, no matter bow decrepit, feebleminded or blind he may be. They have done barm, but due to other provisions in the law, not irreparable harm. The great majority of the ex amining officers have been efficient, interested ami ahtccrc. ami have impartially car ried on tlictr cxaminatlom. As population increases In the areas under the jurisdiction of an examiner, his routine of examining must be more strict. He knows a smaller number of the applicants, and the possibility of a dangerous driver slipping by is augmented by the pressure o! numbers. For tins reason, the examiners are named from the police of that community--men who have for years functioned in their traffic divi sions, and know the quirks of human nature that go to make up an undesirable operator. They have followed in most cases the progressive routine of oral, visual arid mental quiz that is remarkable in Its ability to weed out the unfit. 22 Tu'fniy^first Congress--National Safety Council If the undesirable driver gets a license, he may be removed from tlic highways through the revocation or suspension of his license. Any person held unfit to operate a car safely and efficiently, following an examination by an officer and an examination before a representative of the commissioner, may have his license either suspended or revolted. This action may be predicated upon a showing of mental instability, physical disability, a driving history which shows little respect for an adherence to safety rule*, or a single instance of reckless or inattentive driving which results in an accident. - If a license is suspended or revoked, the penalty may be extremely severe and seem to be an irreparable injustice. However, the adequate and impartial adminis tration of (his power has appeared to be the most important duty under the act The enormous power for good through proper administration is being constantly deroomti ated by the operators who appear at our hearings. Some results have already been obtained. During the sixteen months this law Has been in effect, 1,100,000 applications for operators' and chauffeurs' licenses have been received. Loss ^ that 2,000 applicants have been finally denied the right to drive, and these because of physical or mental mcocnpetency and occasionally be cause of a bad driving record. During this same period, over 6.000 licenses have been either suspended or revoked, mostly because of flagrant violations of the law, or carelesaness or inattention, resulting in collisions. We believe that as a result of the administration of this law' the accident sate has been reduced. Demonstration of a Typical Oral Examination and Driving Test By a d.GARMKNDIA Chi#/ Examiner, State Department of Motor Vehicles,. Baltimore, Md. The speaker gave a demonstration of a typical examination for operators' li censes, and then followed this with a driving test which took place outside cm tins driveway of the hotel. In explaining the issuance of Maryland operator's license, he said that the depart ment bad its own examiners in twenty-three counties of the state. In 1918 a law was enacted providing for the payment of fees and the issuance of licenses regard less of ability to drive, but this law has since been amended and many tests are now required- The operator must be 16 years of age, physically fit, and with good eyesight. However, under certain conditions. restricted licenses are issued to those physi cally defective. A deaf person may receive a limited license for a period of three month*, but he must be accompanied,by a person able to hear. A second licence then is issued to him but be may not drive in any other state where there are re strictions. A person with an arm off above the elbow may receive a license, hut must wear an artificial limb, and is restricted to a particular car. If he wishes to drive another car, he must be re-examined.. Color blind persons are given li censes for daytime driving only. Persons with bad vision are given licenses for daytime driving only. Persons 16 years old may obtain (cm* $1 a license good for 50 days when accom panied by a licensed operator. A person 16 years old may also obtain for $1 a motorcycle license good for an unlimited time. A person 14 years old may obtain a license (or operation of a motor-bicycle. Applicants for operatorV license in Baltimore are taken for a seven-eighths of a mile trip through a crowded part of the city where they must park, stop, make right or Left-hand turns, signal, etc. A large cardboard disk is placed over the radiator to show that the oi*erator is taking an examination. Street and Highway Traffic Section 23 In answer to a question as to what the tees are for operator's license. Mr. dcGanncndia said that instruction cards are $1, operator's license $1 for perpetual use. and chauffeur's license good for one year is $3. Duplicate cards arc issued for 50 cents, but no examination is made of the operator when he asks for a duplicate card. THURSDAY MORNING SESSION Octobftc 6, 1932 This session was the first of two devoted to the problems of pulice officials. The meeting was opened by Clifford Davis, Vice-Mayor of Memphis. Turn., who pre sided. Chairman Davis introduced the first speaker. What Can Police Do About Traffic? By COURTLANDT K. PARKER Deputy Chief Inspector, New Jersey Motor Vehicle Dept., Trenton, N. J. * The speaker said in part: There arc many things that can be done but the allimportant thing, as 1 see it, is better and more equitable enforcement. The Motor Vehicle Department of New Jersey is deeply interested in the enforcement problem. From my observation, I am of the opinion that only 10 per cent of the possible enforcement is being done and that while 70 per cent of the general motoring public are of the law-abiding type, and obey the laws without being eomimaally watched, the other 30 per cent must be forced to obey. Education lias no effect upon this latter type. It is to this type that the majority of accidents can be traced. Traffic laws are nothing more than enforced safety rules. Safety rules in large corporations, railroads, large interstate bus companies, mines, and other industrial enterprises are strictly enforced and bring fine results. Accident records are being reduced continually and it is nut ttucoromou tor one of these concerns to go long periods without a single mishap. If an employee of one of these concerns violates one of these safety roles, either wilfully or through neglect, he is penalized. I re call a case of a bus driver of one of the large interstate bus companies who was arrested and fined for driving 60 miles per hour on a straight concrete highway. When his company learned of this, the driver was instantly discharged. Now, if private companies are so very strict with the enforcement of their safety rules and regulations, why caraot the same basic principle be applied to the motoring public by the police, by enforcement officers and the judiciary? I have talked to many police officials throughout our state as to why motor vehicle laws are not given more attention, and I realize that the entire police de partment would like to see traffic laws enforced to the letter. There are many reasons, however, why we cannot wield the iron hand of strict enforcement to our liking. Of the many excuses that I have heard, perhaps the first is political pressure. In small towns the popular excuse is that it would give the town a bad name if many motorists are arrested. Others say, "It is up to the state to enforce the motor vehicle laws." There is nothing more discouraging to an officer than to make an important arrest for a major violation of the traffic laws, and upon his appearance in court, find tlvat the case has been "fixed." In some cities and towns an average of 50 per cent to 90 per cent of those sum moned to appear in court for traffic violations never appear. While parking overtime ami like violations do not constitute a direct menace to public safety, summons for major offenses are withdrawn in wholesale proportion*. Tim gives the habitual violator, the dangerous driver who may have the proper connections to have his summons withdrawn, the feeling that regardless of how he drives he can Ket away with it. 24 Twenty-first Congress--National Safety Council There arc. however several town* and cities throughout the country tliat have adapted the policy that once a summons is issued it cannot be withdrawn, no matter to whom it was issued I visited one of these towns which had recently put this rule into effect, and talked to the commissioner of public safety, and the chief of police, on the subject. They told me that over 1.000 summons had been issued prior to my visit and every one had stood trial and that there were very few sus pended sentences. It wa* claimed that the reason this system had shown such wonderful results was because it had been put into effect by the leaders of the community and so the reaction that might naturally have been expected from such stem measures failed to materialize. Another undermining influence is special privilege hi the form of courtesy cards, which are usually considered by the recipients as nothing more or less than a li cense to break the law. Special officers' badges, police department signs, and privi leges of like character should be tfone away with as much as possible. We arc besieged l*y tbouvmds of citizens for some form o special privilege that will enable tbem to got the "breaks." as they say. and litis desire of the average motorists to secure sonic form of special privilege seems to be a national^ disease. While n large number of our magistrates are of a very high type and conduct tbrir courts with efficiency and justice, there arc some who, either through ignorance of law or *ome personal complex, do much mjttjctire to motorists. 1>oth the guilty and the innocent. Usually the magistrate is elected or appointed to office and some of these magistrates ha\e no training or experience in the law. I am of the opiukm that if newly elected or appointed magistrates were required by law eillwu to pos sess certain qualifications or pass an examination, more justice and respect for law as it is administered in the lower courts would result. In all fairness it must be remembered that motorists have probably as much right to elect just what laws they intend to obey as officials to elect what law's they in tend to enforce. There i* a crying need today for motor Saws that are tempered with humanity ami sanity, ami which will he respected and may he enforced equitably. Again. there does not seem to be enough uniformity in (he penalties that are imposed by mujii*trates. In mir experience, the fines assessed for similar violations throughout the state may run from $2 to $100. according Ui the magistrate.^ The fact that the magistrate is given a wide range of discretion in the imposition of perahte* i <** reason for this wide variation. The average fine imposed upon a reckless driver by thousands of magistrates who hear the cases is very low. con sidering the terrible menace this type of driver is to public safety. t think it would be a very good thing for the police to conduct equipment inspec tion campaigns within their various communities, because many very serious acci dent* nrc traceable to the mediaidca! condition of vehicle*. Brakes, lights, horns. mirrors, etc. can be inspected by them at intervals. The moral effort of these inspections would products repairs to vehicles which, without swell a reminder, would be left unnoticed. State authorities conduce these inspections in many ^ states, but the territory covered by them is so vast that they cannot cover a eU-en city or town as thoroughly or as frequently as they might like 'to do. Tlte final feature of this session wa* a demonstration of a training school session, bv representatives of the Metropolitan PoBce Department of Washington, to illustrate the `Organization and Training * Traffic Force." Inspector Ernest W. Brown first announced that all tlte men of the Metropolitan Police Department are requested to attend this course of training for a* period of three months, and that the school t conducted by Captain B. A. Lamb. Captain Lamb then described the various subjects taught in die school, giving spe cial emphasis to Signals. Traffic Laws. Geography, Code of Laws on Crime, Investi gations, Nature of Crimes. Crime Identifications, Taking of Confessions, Extracts of Crimes. Homocides. Pistol Care and Practice, Court Procedure, Fire Prevention, Enforcement of tl*e Narcotic Act, etc. Street and Highway Traffic Section 25 THURSDAY AFTERNOON SESSION October 6, 1932 The second session for the consideration of problems of police officials comvncd with General Charles D. Gaither, Commissioner of Police, Baltimore, presiding. Problems of Public Relations By DR. F. R. GOMILA - <"A Commissioner of Public Safety, New Orleans The speaker said in part: Tims problem of keeping public siiiqiort as one ot the most delicate and perplexing problems associated with traffic control today. 'I he desired support can be secured best by a continued and diplomatically sustained process of education. The press, almost without exception, may be relied upon to advocate the general policies of safety. It is unfortunate, however, that sortie few papers fall into tlte error of launching criticism against some particular phase of safety regulations without taking pains to learn the why* and wlscrcforc which have justified the measure. In a few instance*, responsible editors have been led into taking sides with critics who agitate against such regulations because of their own selfish business interests. It should, however, at ak times be lxrnc in mind that properly devised safety regulations arc intended for protection of the general public even though, in some limited instances, these regulations may appear to hrar down upon the privilege, real or imaginary, ot the few. It i* equally vital that, before regulations are put into effect, various rii.se or ganizations which are concerned with the business and social progress of the community should be consulted, so that no unfair regulation* may be imposed ujion any Large part of the citizenry without opportunity for discuudon. Having prepares! the mtncfc of the public Sot regulations covering safety, St is necessary to con stantly appeal to the public by persuasive explanation so tliat each citizen may be aroused to a keen degree of safety consciousness. This can best Ik.* accomplished by discus&uig safety matters before groups of citizens in all walks of life, and in this program the radio can be very mqiortaiU. No educalkmal cam]ai};n of this kind can be successful without a high degree of cooperation between all civic orjrani'zalions, the press and a tlioroughly trained and efficient police traffic derarfesvent. In this cooperation, a most important part can be taken by the local safety council. Another serious problem is found in meeting public demands. These demands today, as you know, are numerous; however. the general trend is toward a safe and expeditious movement of traffic, reasonable parking ILmtlatkms ami a courteous well trained police traffic department, capable of following a course of instruction rather than the customary raw tactics of enforcement. Whh this in mind, the motorized public should be induced by allowing a higher rate of s^ccd t* use boulevards and tl>orougbfares whkh have a right of way over all intersecting streets. Special efforts should also be made to handle the parking problem and provide, il necessary, adequate space* wlierc vehicles may be left for lengthy periods, if the parking rules require that they be kept off of mam thoroughfares. The streets of tire city of New Orleans are unusually narrow and while *c fully realize it is necessary to the proper operation of business tliat lurking be permitted, we have carefully studied the facilities available and recently clanged our parking regulations- We now permit 30-minutc parking in the more congested areas, one hour in the less congested, and two hours in the territory bordering the entire commercial district. In addition; daring morning aivj evening peak hours, parking is prohibited from both sides of the narrow streets and on one side of those with even greater widths. 26 Tivcniy-first Congress--National Safety Council Another important public demand is that of courtesy and efficiency on the part of traffic officers. The police assigned to the refutation of street traffic should be of a high caliber and thoroughly trained for their special work with the public. Recently we have installed in New Orleans a special course for those officers at tached to traffic, and it is hoped that through this medium we will better meet the demands of the public by a more efficient handling of the problems that (tally con front the police department. The ftfobtem f handling the traffic taw violator Is still a peculiar one. In former years and before the introduction of motor vehicles in our everyday life, the great proportion of the public rarely, if ever, came in contact with the enforcement agencies of the Government; those who did were usually habitual offenders and of an undesirable type. Today there arc Sew that can say they have never violated some traffic regulation and are not subject to arrest and to some form of punish ment. With the great mass of offenders against our traffic laws, therefore, it ts most important that a campaign of education be carried on to secure their ultimate aid and cooperation in law enforcement. On the other hand, where serious violations of the law seem to have been inten tional. where motorists have flagrantly committed major violations, such aa exces sive speeding, reckless driving, disregarding automatic traffic signals and through stop signs, endangering the passengers from stationary street cars, or driviug -white intoxicated, these should be sternly dealt with by arrest and trial before a competent court wlwre fitting punishment may be inflicted. However, in all our dealings with the violator, regardless of the character of his offense, a spirit of education m traffic rules should have an important place in the enforcing department's methods. The modern motorist must be taught a deeper sense of responsi&Kcy for the welfare of others on the streets and highways and we must all help him to come to a fuller realization that regulations are primarily intended to promote the safety of himself and everyone else in tlve community. Discussion: The belief was strongly expressed that courtesy by the police de partment is being overworked m some cities, and some minor offenses are causing as serious accidents as Ihc drunken driver. The use of courtesy cards for visitors should be discouraged, as they come into the cities and often do as they please, feeling they wilt not be penalized Enforcement and Accidents By FRANKLIN M. KREML Director, Accident Prevention Bureau. Evanston Police Department, Evanston, Illinois. Mr. Kreml reported exi the results of the National Traffic T-av Enforcement Demonstration. He said that his report was preliminary because there had not yet been time for compiling and studying completely the results of tlie demon stration. The participating cities were asked to engage jit a program of "selective and vigorous" traffic taw enforcement, with emphasis on the violations that were most comtnceJy involved in accidents and the locations where these most commonly oc curred. At the end of September, these cities were asked to report the number of arrests and convictions by important violations, and to report persona! injury and properly damage accident* hy months for the first nine months of 1931 and 1932. The anticipated number of arrests, convictions, and accidents for September 1932 was computed for each of the cities and the actual experience during the month in each case was compared with these anticipated figures winch had been based upon the experience for the first nine months of 1931 and the first eight months of 1932 Street and Highivay Traffic Section 27 Of the 56 cities enrolled in the demonstration, 30 reported in a manner that permitted them to be tabulated and studied. Some of the others were unable to report certain parts of the information required, and still others were unable to report at ail on a basis that would permit ot tabulation with the group of citirs that had been able actually to engage in the demonstration. THURSDAY AFTERNOON SESSION October 6, 1932 This session was a joint meeting with the Institute of Traffic Engineers. Hurton W. Marsh, Traffic Engineer of the city of Philadelphia, acted as chairman, intro ducing the first speaker. Traffic Accident Indexes By CHESTER C. FISK A3313tint City Engineer, Berkeley, California The speaker said in part: One of the basic factors in any study of accident condition's is a quantitative determination of the hazards which exist at any given point, or within any given area. Hence, before a comprehensive study of the acci dent hazard to automobile traffic can be conducted, there must be available certain bask units to serve as measuring sticks for the amount of hazard in each given case. Such a unit may be termed the "accident iiazard index'' for that print or area. Some of the uses of a definite and dependable accident Itazard index arc as follows: (1) It will replace guesswork by an analysis of condition*. (2) It will iodkate the degree of hazard existing within any given area. (3) It will facilitate the comparison of conditions affecting accident lazards at various points. (4) It will serve as a valuable guide in installation or removal of traffic signals. (5) It will furnish the essential data for public information and for a public safety campaign. A joint study Is now being conducted by the city of Berkeley and the University of California to determine the various accident hazard indexes now in use. Data were obtained by means of questionnaires mailed to each member of the Institute of Traffic Engineers, ami the police chiefs of two or more of the principal cities of each state inquiring as to methods of accident hazard measurements which have proved desirable and practicable. Some plan of grouping the various types of accident indexes is essential.. A classification may be made on the basis of the area within which the hazard is to be measured. Foe example, the ir.rinc may apply to O) a street intersection. (21 a street or portion thereof, (3) a city or district within a city. (4) a slate or other political subdivision larger than a city. Unfortunately, an accident hazard index which properly applies to one of the above classes does not usually apply with equal accuracy to others. This is due largely to the many variable factors which contribute to accident hazards, and to the shifting of the importance of these factors between areas ot different sizes. It U also true that certain types of inionrutton are available for an area of one size, and not for those of other sizes. The first group of accident indexes has to do with accident hazard measurement at street intersections. Six such units will be discussed briefly in the following paragraphs. (1) 5>ri Mop &r Pin Map- A spot map which indicates the location of traffic 28 7\?puty-first Congress--National Safety Council accidents by dots or pins is usually maintained by the police department of each city. The different types of accidents are often designated by the use of different colored pins o<r spots and the number of pins or sjxits which appear on the map at any given intersection is a measure of rite 1wizards existing at that point. This measure does not consider any of the factors which influence accidents hut it indicates at a glaocc the mim1cr ami type of accidents which have occurred at any point within the city. __ (2> Curd index of Accidetits. A card index system of accident records is main tained by most cities. The card ordinarily contains all available information con cerning each individual accident and is an integral part of an accident record system. (3) Intersection Accounting by Insurance Cfatms Evaluated. It has been sug gested that a method of intersection accident accounting be used to measure the actual hazards at any given street intersection. Under this plan, insurance claims would be evaluated and the amount of loss would indicate the amount of hazards. Some arbitrary system would Have to be established for fatal accidents. A record card would be kept for each intersection and colored tabs showing the amount of damage would reveal at a glance those street intersections at which the heaviest kisses were occurring. _ _ (4) Accidents per Thousand Vehicles Intersecting the Line of 1,000 Pedestrians. The amount of accident hazard at any street intersection cannot be measured in its entirety unless consideration is given to the volumes of both vehicular and pedes trian traffic. Accordingly, an index has been developed which expresses the acci dent IHazard in 'terms of accidents per thousand vehicles intersecting a stream of 1,000 pedestrians. (5) Approach Speeds. The greater the speed at which a vehicle approaches an intersection, the greater will be the potential accident hazard, particularly when tire visibility Is limited. Under this method, the safe approach speed for any given intersection is determined after consideration of its various physical characteristics. Sign* indicating the safe awtroaeb sp<eu are posted at various mterseetioa ap proaches and an educational campaign is conducted to inform the public arS en courage obedience to the signs. (6) Accidents per Million Vehicles per Year. Tine volume of traffic must be considered in determining the accident hazard at any given point. At intersection **AW 1,000 vehicles pass per day, whereas, at intersection *`B" 10,000 vehicles pats. A spot map indicates that during die past year 10 accidents have occurred at cat* intersection and tltc inference tint both intersections are equally hazardous. Hew* ever, mterscctloc MA" has an accident rate of 1 per 100, while Intersection "B has a rate of 1 per 3,000. These figures indicate that the hazard at intersection "A" is at tiroes as great as that at intersection "B." An index figure has been developed which relates the number of accidents at any intersection to vehicular traffic vol ume, expressed as the number of accidents per million vehicles per year. Tlte above indexes measure the amount of hazard which actually exists at any given street intersection, but they do not indicate the amount of exposure to hazard* which may exist. An index which will consider the volume of both vehicular and pedestrian traffic, the width of streets, conflicting- traffic nsovemenU within inter section. and the composite speed of the vehicular traffic, is being developed by the city of Berkeley. The second group of accident indexes measures the accident hazard along streets or portions of .streets. The unit of this type that has been found measures the number of accidents which occur per million vehicles per mile of street per year. The traffic volume is determined by averaging the traffic flow on tlie street as measured by traffic counts made at intervals along tlw street. The next group of accident index units consists of those which are applicable to a city as a whole. _ (l) Deaths per 100,000 Population. Tins unit establishes a ratio between auto Street and Highway Traffic Section 29 cides and the population of the city. Only those accidents involving fatalities are considered. It is used by the U. S. Census Bureau, insurance companies, the National Safety Council, and others. (2) Deaths per 100000 Registered Vehicles. This method relates accident fa talities to the automobile registration. It has been used frequently for special studies and investigations in localities where the information was available. Both this unit and unit number I above are influenced in some cases by residential suburbs adjacent to the city under consideration. (3) Accidents per 100000 Population. This unit relates total accidents to population. One advantage of this unit lies in the comideratkfti given to all acci dents rather than to the limited number involving fatalities. This index will have a somewhat limited scope, as many cities record only accidents involving injuries. . (4) Accidents per 100000 Registered Vehicles. This index relates total acci dents to registered vehicles. In comparison with Number 2 above, it i>o*<es*cs the advantage of considering all accidents, but would be applicable only where records of all accidents are kept. (5) Accidents per Million Population per Registered J"chicle. This index re lates the number of accidents between the population ami registered vehicle*. , (6) Location of Accidents by Zones. Under this system. tl*c total ntmdier of accidents in each zone serves as the index figure. This iwctltod of measurement may be applied to a portion of the city as well as to tlic whole. (7) The Community C<x jjjiticnt. This coefficient Is developed by weighting a series of factors which may contribute to accidents, such as general climatic con ditions, traffic control facilities, the character, maintenance, and width of streets, and the illumination of streets at night. This plan permits rniutdrralkm of most of the pertinent factors, such as a difference of opinion as to what the pertinent factors are. the metlxul rtf evaluating them, and the complicated procedure, necessary to develop such a wait properly in each community. (8} Ratio of Accidents to Registered Vehicles. Street Use and Population. Tins index establishes by arithmetical means the ratio between the above mentioned factors. An advantage is the consideration of several of the prime factors con tributing to accidents. (9) Insurance Claims Rr*stlmtted. In this metliod the amount of damage claims paid bv insurance companies foe personal injury and property damage is determined for each accident. The total dating paid in anv city arc added awl the cost per capita of this accident loss serves us a measure of tlic existing hazards. It is necessary to place an arbitrary figure on the value of human life in fatalities. O0) Population Density. The accident rate commonly is proportional to the population density. This type of measurement is of satue m comparing owe city with another. City planning and motor vehicle legislation have destroyed the Uaf ante between accident rates and population density. (11) Accidents per 1000 Population, per 1.0th Automobiles, per Mile of Street. An index number may be computed by giving a weight of 33 1/3 per cent to cadi of these factors: (a) accidents per 1.000 population; fb) per 1.000 automobiles; and (c) per mile cf streets. The index number for the "standard city/* repre senting average conditions, is taken as 100. The fourth group of accident hazard indexes consists of tltose whidi are applies bte to states and large political >bd.\ ijfons made up of the follow mg: (1) Deaths per 200000 Population. This index I* the umc a* Number 1 dis cussed above for cities. It seems particularly adapted to comparison of large po litical areas. (2) Deaths per 10000 Registered Vehicles. This unit Is the same as Number 2 for cities. is equally valuable for measuring accident hazards in states or other large political subdivisions. (3) Accidents per 10000000 Gallant of Gasoline Consumed. Relating the acci dents to the gasoline consumption gives some measure of the actual use of streets 30 Twenty-first Congress--National Safety Council and highways by motor vehicles. There is some variation in the gasoline consump tion of various types and ages of automobiles and trucks, but it U believed tlt these variations will be practically the same for different large political subdivisions. This would not be true, however, in comparing figure* year by year. (4) In addition, indexes numbered 3, 4, 5, and. 9 mentioned tinder Group 3, "Acddeot Hazard Indexes for City or Districts Within a City," can be applied to state and other large political areas. A Suggested Method of Comparing Accident Statistics By T. T. McGROSKEY Planning Director, Yonkers* N. Y. The speaker said in part: It has been customary to compare tlic traffic accident hazards of different municipalities or states by the number of accidents per 2,000 population, per 1,000 cars, per mile of public streets, or per square mile of area. As local conditions vary greatly, no one of these methods is entirely satisfactory if used alone, and the use of several indexes independently U apt to he confusing. _ The writer believes that the traffic engineering isrofcssion and tlic general public need a more satisfactory yardstick for comparing accident records. To meet this need, a composite index is proposed based on accidents per thousand population, per 1,000 cars, and per mile of streets, giving all these factors equal weight. Acci dents per square mile of area have uut been included because it is seldom a reliable index. The proposed index is obtained in the following manner. Assume a standard city" having the following accident record: Accidents per thousand population, 10; accidents per thousand cars, 100; accidents per mite of streets, 10. Each ol these three factors is given a weight of 33-3 per cent. The composite index number for the "standard city" is, then, 100, obtained by the summation of ( X + (loo xfg) + (10 X *) - .00 In general terms, the composite index may be expressed as shown in the table given below: T *= Number of traffic accidents P e= Population R = Motor Vehicle Registration S=Miles of street paalQQOT (Accident* per 1000 population) "P rsa IQOOT (Accidents i>er 1000 registration) R d*T (Accidents per mile, of street) S' p, = Value of p for standard city r=Value of r for standard city Value of s for standard city IComposite Index 1 (pX333) + (rX33J3) + (sX33.3) p, ri s* The "standard city" values for accidents per 1.000 population, accidents per 1,000 registrations, and accidents per mile of streets wete selected as representative of tvpical conditions better than the prevailing average of a few years ago. Several tests showed that these constants may be altered within reasonable limits, without Street and Highway Traffic Section 31 substantially affecting the ratios of the resulting index numbers for two or more normal cities. For fatal accidents, the "standard city" has been given the following record: fatal accidents per 100,000 population--10; fatal accidents per 100,000 registrations--190; fatal accidents per 100 miles of streets--10. . Each term is one one-hundredth of the corresponding term assumed for analyzing the record of all accidents. Reliable figures for street and highway mileage are not always readily obtainable, particularly in the case of large areas. The composite index method may still be applied by reducing it to a two-fold basis, index number* being calculated from Accidents and Accidents , .. ,, . ., . sPco--pula--ti:o--n -R--eg:-i-s-t-r-a--t-i-o--n--only, giving each factor the weight ot 50 p1er cent, instead of 333 per cent. Comparison of large areas with small areas and dense areas with sparse areas is always apt to lead to erroneous conclusions. In the composite index, the attempt has been made to eliminate tins enor as far as possible, by including the principal variables that produce it Diacusaicus ' The chairman requested discussion of the. last two papers by Messrs. Maxwell N. Halsey, Traffic Engineer, National Bureau of Casualty & Surety Underwriters, New York City and Earl J. Reeder, Traffic Engineer, National Safety Council, Chicago. Maxwell N. Halsey spoke in part as follows: It is eny feeling that this subject will have to be finally confined to states awd counties; first, because in many cities it will be next to impossible to get the number of registered automobiles, and secondly, there w no division between the number of people who live in cities and those who live just outside in the suburbs. The whole subject of traffic accident indexes and costs is most important and should be pushed* but it is my feeling tliat insurance company costs are a poor measure of actual hazards. We should also consider the serviceability of the methods, because tf the index is too complicated it will discourage the collection of Burts. Ear! J. Reeder said in part: 1 cannot quite share the enthusiasm and optimism that the author has shown for the success of this type of system for rating accidents in different cities. Consider primarily the sources of the data which he intends to use. Information gathered by the Committee on Enforcement of the Street and Highway Section of the National Safely Council from 30 cities shows a great variety of reporting, which would seem to have a bearing? on this discussion. Mr. McCroskey's process depends upon the reporting of all kinds of accidents upon a similar basis; upon cities reporting to a similar degree the persona! injury, property damage and fetal accidents, if all are to be used. Schenectady, New York, and Berkeley have laws making the reporting of personal injury accidents compulsory, while no property damage reports are required for these two cities. Grand Rapid* on the other hand, reports ail accidents, showing seven property damage accidents to mse personal mjory; Evanston shows four to one: and Baltimore two to one. In Elizabeth, reports of accidents with a loss above $25 are required while in Erie, the limit k $50; yet they have almost exactly the same ratio between property damage and personal injury accidents. There is not now, and never has been, any uniformity in reporting accidents. It was said that the suggested plan would encourage the reporting of accidents uni formly in all parts of the country. Grand Rapids, for example, would then show a lower ratio. I cannot see how, if we were to attempt to use the total number of accidents in the formulation of a rating system for cities, we could encourage Grand Rapid* to do any better reporting, particularly if it were to be discovered that some other cities were reporting fewer property damage accidents. This method seems to penalize good reporting, rather than stimulate it. One difficulty in the application of this rating system is the getting together of 32 Twenty-first Congress--National Safety Council iniunuition on the number of motor vehicles in any community. Relatively few c>tiv can tell lie actual registrations of motor vehicles within the city. Few states divide their registrations among cities. Ptnluips it cottld he obtained if we could get the assistance of state departments. What We May Expect As the Future of Traffic Accidents By SIDNEY J. WILLIAMS Director. Public Safety Division, National Safety Council The speaker said in part: The future of traffic accidents, wifi depend entirely on how hard we try to prevent them. If the present indifference of millions of drivers amt the present htcrlia of thousands of public officials are to contame, our annual death toll will reach 50,000 within a few years. If, on the other hand, we are able to achieve even moderate progress in adopting: remedies of proven value, we can make tlie 33,000 mark of 1931 an all time "high." The motor vehicle death rate per 100,000 population has steadily increased with the increasing number and use of motor vehicles, up to this year. The same death rate in terms of vehicle registration showed a steady decrease to 1936 and an increase since then. There ts a remarkable coincidence between this recent rise in the vehicle fle&lh rate and the constant increase during the same period in the sjceds arid power of these vchklcs, especially private passenger cars. - These figures indicate that with normal business activity and especially with any further increase in number and me of motor vehicles, tlie number of deaths will continue to increase indefinitely. If something is not done about it But these national totals give us no clear picture of what is going ou in all the various slates ami cities of tlx country. Oulsklc of two or three states, there were no data for any real analysis of traffic accklenls before 1927 when the National Safety Council began to receive a sufficient volume of state and city reports based on its standard system. Since tlien, liowever, a growing volum-c of such reports enables us to compute the distribution of different type* of accidents, and the year to year trends for identical areas. In these four years there has been only a 5 per cent increase in the pedestrian deaths, and no increase in collisions with steam or electric trains oe cars. There was, however, a 59 ier cent increase in collisions whh other motor vehicles, or with fixed objects, and non-col!iskm accidents such as running off the road and overturning. The conclusion is plain, that pedestrians are learning to keep out of the way; that the campaign against grade crossing accidents has impressed upon drivers the futility of arguing with a locomotive; but that the same driver* have not learned to avend collisions on the highway. Again, it is significant that this latter type of accidents s often associated with high speed. At lower speeds many of these accidents might have taken place but would not have resulted fatally. If these conditions continue, we may expect a relative and possibly att absolute decline in the pedestrian aud grade crossing deaths, and a further increase in vehicle collisions ami uoo-collision accidents. The same data may be broken down as to the age of the victim. The pee-school children, under five years, showed a small decrease; the school children, five to fourteen, showed a 20 per cent decrease * the group above fifteen showed a 34 per cent increase. It is clear that the children have learned their safety lesson much better than the rest of us have. If -this condition continues, we may expect a further divergence between the child and adult death rates. -Another striking contrast is found in comparing commercial and private drivers. In four years there was actually a decrease of 12 per cent in the number of trucks, bus and taxicab drivers involved m fatal accidents, against an increase of 50 per cent in the number erf private drivers so involved. The best of the commercial fleets must Street and Highway Traffic Section 33 have dooc a great deal better than this average, hi order to balance tlie increase that undoubtedly occurred *****{? the smaller fleets where there was no particular effort Again, we may expect this trend to continue under the same conditions. These figures show clearly that the upward trend in traffic deaths has not been homogeneous but that it consists of several conflicting parts. The parts represented by child pedestrians and by commercial drivers has shown an actual decrease in recent years, but these reductions have been overshadowed by a tremendous increase-- at least 50 per cent in four years--of private drivers running into other private drivers, or into adult pedestrians, or running off the roadway. These divergent trends may be expected to continue as long as present conditions continue, by which I mean a continuance of the prescut serious effort to reduce and control children and commer cial drivers, compared with the weaker and very limited efforts to educate and control adult drivers and pedestrians. Let us lode a little further at the adult driver who seems to be the chief offender. Does he represent a homogeneous group with a uniform record? By no means. First, consider the drivers involved in Injury accidents m one year in California, Massachusetts, and Connecticut. The drivers under 20 had twice tlx accident fre quency of those over 40, and tlie drivers between 20 and 30 were nearly as bad. To complete this general picture, I will mention three other distinct trends. The states *wrth standard drivers' license laws are making a much better showing than tlie others; tlx latest revision of our analysis,, including the 1930 and 1931 figures, shows a. differential of 31 per cent. Next, the cities generally have shown a smaller increase than have the rural sec tions; it is difficult to say whether this is due to increased traxd in U*e country, increased speed on rural highways, or better traffic cnguicerinK in tire cities. Finally, we find belter records in those cities that are conducting an organized safety prottram, including thow places that have a well organized local safety council, those entered in the National Traffic Safety Contest, and those where safety is definitely recognised as an essential activity of the city tulmtm&raliou. The motor vehicle fatality list of 3935 or 1940 will depend, Uwm. on many factors; but most of all It will depend ujkmi wlial we do to educate. *ujcrvute and control the driver, especially the young driver, the incompetent driver, and the driver with a bad accident record. The noti-fatal injury and property damage accidents will follow about the same course as the Calais. Improvement wilt come not through any one panacea but through a combination of all the remedies outlined in the Council's "Balanced Program For Reducing Traffic Accidents/* Among the first in importance will be teaching the art of driving to every high school student ami every beginning driver: universal adoption of drivers' license laws and constant improvement of their administration; investigation of all accidents and prosecution of violators; and a proper traffic set-up in every state, county and city to insure die intelligent use of traffic control eqmpmetrt, the englnvcring study of each hazardous location and the application of the proper physical and other remedies. Even the gradual adoption of such a program may easily bring a reduction of 1,000 deaths per year. The Legal Rights of Pedestrians <**-< By ARTHUR H. BLANCHARD Highway Traffic Control Consultant, Providence, R. I. The speaker iawl part: Outside of definite statutory laws, the motorist and pedestrian sitotdd give maximum attention to what is commonly designated in court procedure as contributory negligence. A decided factor in some cases is what is termed "last clear chance," which renders a defendant liable even though contributory negligence is proved against the plaintiff. As, for instance: "Where automobilist, in 34 Twenty-first Congress--National Safety Council exercise of proper care, could have seen pedestrian negligently attempting to cross highway from behind bus after alighting therefrom, last clear chance doctrine was applicable, rendering automobitist liable, notwithstanding pedestrian's contributory negligence.'* The British House of Lords in 1931 re-stated the law on this point as follows: "If, although the plaintiff was negligent, the defendant could have avoided the collision by the exercise of reasonable care, then it is the defendant's failure to take that reasonable care through which the resulting damage was due, and the plaintiff is entitled to recover.** During 1931, 200 persons were killed and 10^20 were injured while crossing at intersections with the "go" signal; while 820 were killed and 38,530 were Injured in crossing contrary to the "stop" signal. The following sentences are taken from the records of various accident cases: "The accident happened at a crossing where pedestrians had a right to be. The sevnipbore was up to stop traffic and in obedience a number of can did stop. It was the doty of the driver of the automobile to stop, but it was also the duty of tl>e man crossing to observe, use his eyesight, and if he could see that the defendant was sot going to stop, be was not warranted in stepping in front of the moving car. The jury must determine whether or not it was negligence in him to assume the auto mobile would stop, if rt did not stop." The circumstance often arises where a pedestrian starts to cross a street on the "go" signal and continues to cross on the "stop" signal. In such a case--"A pedestrian has right of way over vehicles at intersection, where, after he has started to cross, traffic signal is turned against htra." 'A motorist proceeding according to traffic signal Is not justified in continuing without permitting pedestrians already on roadway to complete crossing." "At controlled crossings, pedestrians have the right of way along with other traffic moving m observance with the traffic signals. Plain tiffs entered the crossing while the green signal light was displayed, and having com mitted themselves to the crossing, they had the right of way until they could reach tle opposite curb." On the other hand, sometimes the pedestrian starts to cross against the "stop" signal. "Where a motorist enters an intersection on a proper signal, such as a green or go signal, be has a right to assume that the signals are understood and will be observed, and lie is not required to anticipate that pedestrians will violate the traffic rules and enter tlic crossing on the wrong signal." During 1931, 1.810 persons were killed and 47,260 were injured while crossing at uncontrolled intersections. "The rights of pedestrians and vehicles at public crossings are equal; each must exercise care according to the circumstances. True, more care is required of pedestrians between crossings, and of automobile* at crossings: yet each must observe ordinary care at all times. Where, however, a pedestrian without negligence on hi* part, has committed himself to the crossing, be has the superior right of way a* against a vehicle thereafter approaching. While a chauffeur at public crossings must have his car under such control as to be able to stop on the shortest possible notice, lie is not required to drive so he can stop instantly." "Mere failure of a pedestrian to look and listen for approaching vehicles as he passes over a cross walk at the junction of two streets, is not necessarily negligence on hu part, if he Is run over." In 1931, 3,920 persons were killed and 7,260 were injured while crossing roadways of streets between the intersections. "The Pennsylvania Court holds a pedestrian starting to cross the street has no duty to atop but he must look and listen to ascertain if vehicles are coming. He must further be on his guard after he starts across the street and must continue on the alert while crossing the entire roadway." "The plaintiff is negligent in stepping kwo the street looking straight ahead, but he may recover if the defendant had an opportunity in the exercise of due care to avoid him and did not do so." During 1931. 1.630 persons were killed and 35,330 were injured while commg from !>ehiml parked vehicles. "One of the terrors of the careful driver is the optimistic Street and Highway Traffic Section 35 wayfarer who suddenly bobs out in the middle of the travelled way from behind some other vehicle. However, the decisions are almost uniform that such a thoughtless person has the right to go to the jury, but the jury is more apt to find for the defendant In this than in roost case* of accidents to pedestrians, and the more recent cases tn the Appellate Court have showed a disposition to recognize the difficulty of the autoesobfikt in this class of cases. A pedestrian who goes between two vehicles and emerges m the line of traffic where his presence could not be seen or anticipated is Dcgltgaaz.'* "One alighting from a street car and walking rapidly across in from of it is not necessarily careless ta not looking to the left as Ite is not bound to anticipate a vehicle corning up on the left side of the street-" During 1931. 1,550 children under the age of five years were killed and 27,970 were injured in traffic accidents. "ChSWren of very tender years, such as in law are con sidered nan-sui Juris, (not m hts own right) are not chargeable with contributory negligence by reason of their own conduct." "While children of tender years are incapable of contributory negligence, the negligence of their parents or Oliver legal custodians m pcrrorttrng; them to go at large unattended may be imputed to them, and so defeat an action for their injury or death." "However, Ihc mere fact that a ,six year old child was playing m the street is not fier sc negligence <m the part of his parents, but a question for the jury is presented" "Negligence has been charged against a parent permitting- a child of tender years to cross the street unaccompanied." During 1931. 1,710 children were kill' and 49,140 were injured while playing on roadways. "It is a well known fact that children often use tlwi streets, to a certain extent, for purposes of play. A motorist who approaches them thus engaged must exercise care commensurate with the danger involved. He must be on the alert to keep hts car tinder control. It will not do to drive on the assumption that a child will exercise the care to be expected of a person of mature judgment and experience. It ts belter to proceed on the theory that you can never tell which way a hoy will jump." "It has been held that a pedestrian injured by an automobile which is being driven on the left or wrong side of the public highway ts entitled to recover damages." "Where the undisputed facts were tltal in clear daylight and with nothing to obstruct his view, the defendant collided with an elderly woman in the middle of a prominent highway, carried Iter body for 40 feet, ran over her and then proceeded 25 feet farther before stopping his car, the case was for the jury and judgment for plaintiff was sustained." "A motorist who. in the night-time, overtakes and runs down a pedestrian, travel ing, so far as the evidence showed, ia the regular course on the right side of the road, without veering to one ride or the ether, may be found to be negligent." "Where there is no sidewalk, pedestrian's rights upon the paved roadway arc equal to those of vehicle*." Tbc question of proper lights on vehicles is an important one. "A regulation relative to lights may be deemed to be for the protection of pedestrians as well as for vehicles, so that a pedestrian injured by an automobile may ground Ins action on the failure of the driver to have the vnabhine properly equipped with lights." "It appearing that defendant's automobile had in front (wo dash-tights, enabling the driver to see 10 or 15 feet ahead of the car, and a spot light cnabiing him to see 23 feet ahead on the right side only, a finding of negligence on account of inadequate lights was held to be justified." "A public street intersection differs materially from a private crossing such as the passageway over a sidewalk to private premises A pedestrian is not required to anticipate that a vehicle will attempt to pass over such a crossing without some warning of the attempt, and the failure of the motorist to take precaution*, tor the pedestrian's safety may constitute negligence." "When it is shown that one traveling upon the portion of the street set apart for 36 Twenty-first Congress---National Safety Council ti<e of vehicles, suddenly and without warning diverts his course and comes upon the sidewalk upon which people are standing, he violates that duty which He owes to those rightfully on tle sidewalk, and thus, prima jade, becomes mvdfted to negligence. It is not going too far to say that such an act not only involves negligence, bet h would have a tendency to show a reckless and wanton disregard to the rights of those upon the sidewalk, and a violation of a palpable doty, which the law enjoins upon every man to so exercise his own rights that he may not, unreasonably or unnecessarily. Imperil the safety of others in the exercise of their riglils." Closely analogous to the legal rights of pedestrians are thrir justifiable rights. In fact, they are almost always interrelated. A recognition of the justifiable rights of pedestrians h highway engineering practice, in the drafting of state motor vehicle laws and municipal traffic ordinances, and in highway traffic control factors, will have numerous beneficial effects, the most important of which is the reduction of the annual toll of pedestrian fatalities and injuries due to traffic accidents. .Although traffic control signal practice has developed rapidly during tile past five years, it is found, in retrospect, that tlx: pedestrian has been given scant consideration. He has been confronted in many instances with long intervals of waiting, right and left turns by motorists, and practically instantaneous changes from green to red with the waiting vehicular traffic starting immediately across his path. However, the son is breaking through the pedestrian's clouds cf despair. The cities of Philadelphia and Pittsburgh are wow operating `'pedestrian clearance intervals" which have been de scribed as follows: ,, "Pedestrians should be given a definite and adequate clearance interval of appro priate length following the last second at which a pedestrian should start to cross the roadway, so that the pedestrian will be able, by walking at a reasonable rate, to reach--or to come within three or four feet of ?caching--the opposite curb before cross traffic starts. The method now in use in Pittsburgh ami Philadelphia provides that, at the mslant after which a pedestrian should not start to -cross the roadway, there appears with the green liglit an amber light, so that a combination of green and amber shows (during the pedestrian clearance interval)." Another worthwhile development in the field of signal operation is the "pedestrian actuated" signal, which permits a wdeslrian to stop vehicular traffic when He wishes to cross the roadway, by pressing a button, thus bringing into action in a brief interval the red light against all vehicular traffic. It is evident that, in view of the justifiable and legal rights of pedestrians and because of the current attitude of the average motorist toward the pedestrian, signals of this type should be Installed at many loca tion* In both urban and rural districts." Attcntfou is also called to the just claims of pedestrians and of the iutelltRcnlsia among motorists that sidewalks should be constructed on sccticxii of rural highways where tcdcstrian utilize the road and walking on the roadway its hazardous. The opinion is expressed advisedly that legislators and traffic and Highway officials and engineers, should adopt and have in mind live justifiable rights of pedestrians on rural highways as well as die demands of the motoring public. Do pedestrian accidents happen on rural Highways, and bow? ^ It has been estimated that, while walking on and along rural highways throughout* the United States, 2*230 persons were killed and 11.800 Injured by motorists during 1931 It is interesting, from the point of view of the pedestrian, to note the record in this respect, for example, of the state of Rhode Island. In 1929 three fatalities and 72 Injuries occurred: in 1930 four fatalities and 58 injuries occurred; and in 1931 ten fatalities and 29 injuries occurred. But in not a single one'of the year's nechlcnts was the pedestrian held to be legally negligent. To the traffic analyst, who is endeavoring to promote highway safety, the present relationship between the motorist and the pedestrian is cliaotic, uncivil and unqties- tionablv unreasonable. When will the grave results of this controversy be mitigated? It is a' problem of many angles. Whereas its ideal solution may be found only in Utopia, human endeavor can and has performed miracles. Street and Iftglnaty Traffic Section 37 Education, through respected channels of Influence, usually results in marked im provement among the intelligentsia. The achievements of the National Safety Council, through its public safety division, are especially noteworthy. Many American agencies accomplishing notable results might be listed if space allowed. As a further illustra tion may be cited the admirable advkc disseminated by the British Ministry of Transport in 1931 through the medium of its Highway Code issued m accordance With the provisions of the Road Traffic Act, 1930 "To the drivers of motor vehicles: respect the rights of pedestrians; take special care not to endanger children; remember that you must be prepared to meet pedes trians on your side of the road: when passing or overtaking pedestrians give tfjem plenty of room. And to pedestrians: Before crossing the road look right and left suid satisfy yourself that it is safe to cross; look one for approaching traffic and take its speed into account: take special care if you have to step out from behind or in front of vehicles or other obstructions which prevent a clear view of traffic; the use of subways, islands and special crossing places will help you to avoid danger and assist in easy flow of traffic." t The Place of the Street Car in Traffic By K. M. HOOVER Superintendent of Traffic, Brooklyn & Queens Transit Corp. and Brooklyn Bus Corp., Brooklyn The speaker said in part: The street car. as a factor in traffic, frequently offers some very vexing problems to the traffic planocr. The very mature of the vehicle makes its movement diametrically opposed to tliat of the private automobile. While the motor car is designed for flexible. Cast, and continuous movement, the street car operates at relatively low spectR makes frequent stops to serve patrons and is con fined to a fixed path. Naturally, the greatest traffic problems occur in areas where the congestion is greatest. The real problem in such areas is tltat o? obtaining the most efficient me of street space. The place of the street car in such areas may be illustrated by the following picture of traffic conditions along Livingston Street in Brooklyn: During an 18-hour period in a section of street approximately 0.6 miles In length, 2.136 trolley cars served 37,000 passengers, 23,000 of wliom boarded or alighted within the area; 2,476 taxicabs carried 314 passengers, and 821 automobiles winch parked or unloaded at the curb served 1.117 persons, including the drivers. In other words, measured by passengers served per vehicle, the efficiency of the trolley car was approximately 133 times that of live taxicab and 13 times that of live parked auto mobiles. Perhaps the greatest loss of tin>c in street car operation is due to synchronous signal systems and to frequent tong cycle isolated signals. Tlve retarding effect cf these signals, because of thrir inability to compensate for diangtog conditions at different intersections, the enormous time tost to cross traffic, their tendency to encourage speeding, and other detrimental effects, are well blown to traffic engineers. Thrir effect upon street car operation is particularly serious. Street car Sires operat ing on close headways, across a series of streets so controlled, cannot possibly maintom proper sjmetog. In tnauy cases where synchronous signal systems have been totalled, scheduled speeds have been reduced from 15 to 20 per cent and have actually become less titan the speeds maintained by the horse cars on the same street 40 or 50 years ago. Short cycle progressive systems carefully timed, together with the installation of traffic by-passes at the heavier loading points, result to the elimination of unnecessary delays, a reduction in accident hazards, continuous movement of free wheel traffic, and a far belter average speed for street ears. In congested areas progressive signals 38 Twenty-first Congress--National Safety Council have been found to result m a 30 per oent decrease in the time consumed by cars during peak periods. The progressive system, moreover, due to its valving effect, acts as a sparing control for street cars. The roost aggravating delays and the greatest irregularity to car service are caused by parking and taxi cruising in congested shopping areas. These delays not only interfere with regularity of car operation but are reflected in delays to other traffic. The Fulton street situation in Brooklyn is illustrative of whkt may be accomplished through proper control of parking and cruising. Prior to the establishment of the present regulations in 1930, this street was literally jammed throughout the day with a mate of street cars, cruising taxicabs, automobiles and trucks, all attempting to thread their way through parked or parking cars. The new regulations, restricting alt parking from 7 a. m. to 6 p. m. aml prohibiting all taxicab cruising, lave been firmly enforced. Street car loading areas protected by markers are located at street inter sections at distances of approximately 600 feet. All congestion has 'disappeared fom the street and the time necessary for street cars to travel through the section has been reduced from 30 minutes to 6 minmes. Other traffic moves with no delay other than that caused by the synchronous traffic light system and pedestrian safety has been improved. The importance of the street car entitles it to consideratloo only to the extent of its unavoidable limitations. Its Importance does not justify unavoidable irregular movements which cause interference with other streams of traffic. Such movements have been rife in strive car operation and have not only unnecessarily increased the accident liaxards and reduced the efficiency of roadway use for other traffic, but have caused delays to trolley service itself. The use of cross-overs in heavy traffic streets, operation through the center of traffic circles and on the wrong ride of the street, are practices which should be discontinued at the earliest opportunity. In tbc congested sections of large cities, the demands for street space often exceed the supply during certain periods of the day. It may be said that in such areas the number of street cars per hour passing a given point is determined by the passenger carrying requirements of the different lines. Ordinarily, the substitution of the largest type of single deck bus will require the addition of 20 per cent more transportation units. It is doubtful, m the average ease, that 20 per cent more units as large as the present type of large bus, could be maneuvered through a heavily congested street in the same period of time. Tlvc street car, in its distinct lane, will negotiate turns with close dearness at intersections, which would not be attempted with a free f wheel traffic of comparable size. .... The Selection of Pavement Types for Highway Surfaces By LEROY E. PEABODY Member, Institute of Traffic Engineers, Alexandria, Va. The speaker said in part: There are two clearly defined points of view to be considered in connection with the problem of selecting pavement types: first, the point of view of the user of the highway, who realizes as savings (1) the differen tial in operating costs between high- type pavements and those of lower type, plus (2) the differential in highway construction and maintenance costs when a type has been selected which will produce least total cost (of amortized construction and maiutenance) over a series of years. Second, one point of view of the adminis trator faced with almost universal demand for high type pavement and with funds insufficient to meet such demands, who realizes that with limited funds the greater extension of the budget may be made by considering: the second factor alone. _ With the restriction to this second point of view, the problem may be succinctly stated as follows: What are the traffic limits within which each type of service can be both with the least total expense--annual maintenance plus construction costs amortized aver the life of the surface? . " Street and Highway Traffic Section 39 Costs of maintaining a highway which vary with the volume of traffic are nearly all confined to the surface. Age and weather Itave a part in wearing out the surface but, except under unusual conditions, much of the exiense of maintenance and replacement of the surface results from the pounding of traffic. Other costs given the accounting classification of maintenance, such as tree planting, sodding, signs, guardrail and other structures, do not vary appreciably with the amount of `traffic upon the highway and have little relation to it. In the following discussion, designed to set op a method for answering the questions stated above, surface maintenance costs only have been considered. An exhaustive study covering US projects, and more than 400 miles of highway over m period of from four to ten years, was distributed among surface types as shown in the tabulation below. Bituminous macadam, ISO miles, 49 samples., Portland cement concrete, 119 miles, 34 samples. Reinforced concrete, 115 miles, 35 samples. All samples were taken from highways 16 feet in width, and t every instance accurate traffic data upon as annual basis was available. " The first comparison of costs between types was made by securing average main tenance expenditures per mule for sections with traffic above 1,000 motor vehicles per day and for sections with traffic of less than 1,000 motor vehicles per day with the following results: Traffic Under 1,000 Motor Vehicles Type Miles Bituminous macadam ................... ....------ 96 Portland cement concrete............ .............. 46 Reinforced concrete....................... ............. 67 Average surface Average traffic maintenance per mile per year per mile per day $282J$J 112.00 97.00 664 600 322 Traffic Over 1,000 Motor Vehicles Bituminous macadam.................. Portland cement concrete..........- - ............. 73 Reinforced concrete................. ,,. ............. 48 $564.00 147.00 112.00 1,684 1.637 1.918 There are certain general conclusions of significant which may be drawn from this tabulation: (1) Bituminous macadam costs are considerably higher than concrete costs in both traffic groups. (2) The differential between bituminous macadam and concrete increases very sharply in the higher traffic groups. (3) Costs per mile for all three types are higher in the higlvcr traffic grou;**The distribution of mileage between types m each of the traffic groups is good ---about equal for bituminous macadam; greater mileage in the higher traffic group for plain concrete; greater mileage m the lower traffic group for reinforced concrete. FRIDAY MORNING SESSION October 7, 1932 This session was a joint meeting held in cooperation with the Executive Commit tee of the National Conference un Street and Highway Safety. Colored A. B. Barber, Director, National Conference on Street and Highway Safety, presided as chairman. The general subject under discussion was "Uniform Traffic Laws.** Chairman Barber discussed briefly the progress made to date in the adoption of uniform vehicle codes. 40 Twenty-first Congress--National Safety Council He stated that as a. means of visualizing the progress lie had considered the adoption of any one of the four acts of the Uniform Vehicle Code, or the revision of existing taws into substantial harmony with such acts, as a unit of progress- In view of the fact that when the Uniform Vehicle Code was first developed nine states and the District of Columbia already had in effect a drivers' licence law with examination, and fifteen states had a certificate of title law. lie assumed as a starting point 25 units hi a possible total of 190. Beginning in 1926, when the state of Virginia virtually adopted the rough draft of Act. IV--the Uniform Act Regulating Traffic on Highwavs--before it was completed, the records show one unit of progress in 1926, 21 in 1927. A in 1928, 15 in 1929. 2 in 1930, 13 in 1931. and 2 in 1932, making a total erf 58 since U adoption of the Uniform Code and 83 now In effect "Tims." stated Colonel Barber, "it is seen that Ue country is 42 per cent on the way toward complete uniformity as fo state motor vehicle laws. "There are two particularly pleasing characteristics of the action in 1931," he continued, "the last year in which roost of the legislatures met. One of these rs that the drivers' license with examination has broken into several states in the middle west, Iowa. Kansas. Nebraska ami Colorado, where heretofore all such proposed legislation had failed. The other Is that the laws based on the Code passed during the past two years have followed the language of the Code much more closely than the earlier years. We look upon tins as an indication that the Code is standing the test of experience and that the groups sponsoring it in the various states are. coming to realize this fact. > "Oi>e other noteworthy development is the shift of predominant interest. Prior to 1930. Act TV. the Uniform Act Regulating Traffic on Highways, figured most prom- ioently in the hills before the legislatures During the past three years, however* the drivers* license law has coroe more prominently to the front. At the same time, the accident records are rolling up more and more convincing proof that a standard drivers' license law with mandatory examination of new drivers materially improves the accident situation as compared with that of the country a* a whole." Colonel Barber then directed attention to the explanatory pamphlet recently de veloped at the lieadquarters of the Conference to meet the frequent demand for such a pamphlet for the use of tiiose sponsoring uniform legislation. He called particular attention to the mat* showing the progress to date in the adoption of Uhj various acts He also stressed the importance of the fact that the Code had been approved by the National Conference *? Commissioners on Uniform State Laws and the American Bar Association. Discussion A. R. McConnell. Manager, Auto Club, and Secretary of the Public Safety Council, Canton. Ohio, stated that the situation in Ohio had been difficult during several legislative sessions. The automobile clubs had sponsored various bills, but they were defeated by the rural districts. The 16-ycar age limit had proved a particular obstacle. l*ahor had also objected to the highway patrol provisions. Mr. McConnell expressed a belief that there was a better chance, however, for the passage of the (kerne law at the next session of the legislature. Colonel M. J. McCombs. Manager. Engineering Department. Rmployers* Casualty Companv, Dallas, Texas, stated that continuous effort had been made to secure a Drivers'" Licence Law in Texas during the past eight years. One-of the chief obstacles was the objection in rural districts to the age limit, the farmers Insisting that their children should be permitted to drive motor vehicles on errands while the adults were looking after the more arduous farm work. Whenever bills were introduced m the legislature based on the uniform code, they had been so modified by riders and amendments as to destroy tlieir effectiveness. Colonel McCombs asked Commissioner Frazier whether, in his judgment, a compulsory insurance or financial responsibility lull was preferable. Street and Highway Traffic Section 41 Commisiior.er Frazier explained that Virginia has a safety responsibility law uuder which the licenses and vehicle registrations of persons against whom judg ments for accidents have been obtained, are suspended for 12 months, after which they may be restored If the offender satisfies the vehicle commissioner that he has made every reasonable effort to pay the judgment and if be takes out insurance or files a bond. With reference to the obstacle of the age limit,, Chairman Uarl>er invited attention to the second paragraph on page 26 of the explanatory painjrfdct previously referred to. This paragtwph reads as follows: "From rural sections has come the objection that the minimum age limit of 16 years in the standard law would impose a hardship rm children in those sections by depriving them of the right to drive to and from the local school or village- "Phis objection is met by lower age limits or day-time junior licenses good only in limited areas. Applicants for these junior licenses would be re quired to pass the examination provided for all new drivers and the Standard Act requires further that such application must be signed by the parent, guarchan or employer.1' Sidney J. Williams. Director,, Public Safety Division, National Safety Council. Chicago, expressed a belief that the age limit adopted in any state i< relatively unampcrtajtt. He pointed out that it !it always possible to raise the limit if the accident record indicates it to be desirable. Colonel McCombs thought the chief difficulty was not in determining the safe ace at which minors might be licensed to operate motor vehicles, but in apprehend* inr juvenile offenders. He jKmted out tloi such offenders are not ordinarily taken into the regular courts but are taken to the juvenile courts where much lighter pen alties are imposed. The same difficulty is noted hi Michigan where the age limit is 14: the Juvenile courts do not accomplish the desired results in keeping tUeac dan gerous youngsters from the wheels of automobiles. Commissioner Frazier pointed out that as a further precaution (he Virginia law, with an age limit of 14, went into effect and adult drivers of sufficient experience, no physical defects and no bad accident records, were automatically granted licenses. The taw provided that alt candidates under sixteen must be examined whatever tlieir previous history. Chairman Barber and Mr, Williams both expressed a belief that a strong cen tralized motor vehicle administration and proper enforcement machinery will go a tong way hi protecting the public against these difficulties. Report of the Committee on Uniformity By HAROLD G. HOFFMAN Commissioner, of Motor Vehicles of New Jersey, Trenton The status of state motor vehicle laws, as of May 25. 1932, may best be comprised by a listing of tlie states under various general classification heads. First, under states whose motor vehicle laws are substantially in harmony with the Uniform Vehicle Code, the following may be listed: (a) Uniform registration acts: Arizona, 1927; Colorado. 1931; Delaware, 1929; Idaho, 1927: Louisiana, 1928; New Mexico. 1929; North Carolina, 1927; North Dakota. 1927; Pennsylvania, 1927; Virginia, 1926. (b) Uniform certificate of title and anti-theft act: Arizona, 1927; Delaware, 1929; District of Columbia, 1932; Idaho, 1927: Nevada, 1929; New Mexico, 1929; North Dakota. 1927; Pennsylvania, 1927: Virginia, 1928. (e) Uniform operators and chauffeurs license act: Arizona, 1927; Colorado, 1931: Delaware. 1929: Iowa, 1931; Kansas, 1931; Michigan. 1931; Nebraska, 1929; 42 Twenty-first Congress--National Safety Council Oregon, 1931; Pennsylvania, 1927; South Carolina, 1930; Virginia, 1932; West Virginia, 1930. (d) Uniform act regulating operation of vehicles on highways; Arizona, 1927; California, 1931; Colorado, 1931; Delaware, 1929; Idaho, 1927; Louisiana, 1928; Michigan, 1927; Minnesota, 1927; Nebraska, 1931; New Mexico, 1929; North Caro lina, 1927; North Dakota. 1927; Oregon, 1931; Pennsylvania, 1927; South Dakota, 1929; Utah. 1931; Virginia. 1926; Wisconsin, 1929. (e) Model ordinance rules included la state laws: New Jersey, 1928; Wis consin, 1929. Second, states which have made some changes in their laws toward conformity with the uniform vehicle code are as follows: (a) Uniform registration act; Nevada, 1931; Oregon, 1929. (b) Uniform certificates of title and anti-iheft act: Oregon, 1929. (c) Uniform operators and chauffeurs license act: Indiana, 1929; Nevada, 1931; Wisconsin, 1927. (d) Uniform act regulating operations of vehicles on highways; Maine, 19*9; New Hampshire, 1927; New Jersey, 1928; Washington, 1927. (c) Model ordinance rules Included m state laws: Connecticut, 1929; New York, 1929. Third, states which previously had laws providing for certificate of title or own ership and or operator's license with mandatory explanation, are as follows: (a) AH states have some form of registration laws. (b) Uniform certificates of title and anti-theft act: ` Colorado, California, Florida, Georgia, Indiana, Maryland, Michigan. Missouri, Montana* North Carolina, Okla homa. South Dakota, Utah, West Virginia, Wisconsin. (c) Uniform operators and chauffeurs license act: California, Connecticut, District of Colombia, Maryland, Massachusetts, New Hampshire, New Jersey, New York, Rhode Island, Vermont. (d) AU states have some form of rules of the road and equipment requirement laws. How the Model Traffic Ordinance Has Stood the Test bt gkohge vruggink Secretary, American Commonwealth Power Corporation, Grand Rapids, Mich. The 5j>cakcr said in part; Tire model traffic ordinance promulgated by the National Conference on Street and Highway Safety had its inception in 1923. It was adopted by the city of Grand Rapids, Michigan, in August, 1928, iHissing the city cona- mission without a dissenting vote. In order to remove the ordinance as a political football, a commission was* formed" to be known as the Traffic Commission of the city o Grand Rapids, the personnel of this committee being the chief of police, city manager, one city commissioner, and three citizens who served without compensa tion. This commission has the power to call upon all departments, such as the city attorney's office to pass upon legislative matters, and the engineering dcjiartmem to pass on engineering problems. Through this commission, traffic matters are judged on their merit and arc free from political interference. * The model traffic ordinance has now been in force more tiian four years. It has stood the test. It has received the cooperation of the law enforcing bodies which Have carried out their part in relation to law enforcement to the fullest extent. It has also received the cooperation of the newspapers, which, from time to time, have given the ordinance publicity by comparing it with ordinances in effect m other cities which have not adopted the. model ordinance. The general public has made an effort to obey the ordinance, through the educational program carried on by the Grand Rapids Safety Council. Street and Highway Traffic Section 43 One major and a few minor changes have been made in the ordinance to adapt it to my city: for example, the right-of-way at intersections rule, as specified in the model ordinance, that an operator of a vehicle approaching an intersection sliall yield the right-of-way to a vehicle which has entered the intersection, and when two vehicles enter an intersection at the same time the operator of the vehicle on the left shall yield the right-of-way to the vehicle on the right. This particular section had caused considerable controversy in our traffic investigation department, as it was difficult to place the responsibility on the erring driver. We, Usereforc, went a step farther and defined the right-of-way ride In order to place the blame in case of an accident on the guilty party which is as follow*: "The driver of a vehicle approaching Utc intersection shall have his car under control and shall keep a lookout for oilier vehicles which may !>e then and there proceeding on the intersecting highway. When two or more vehicles approach an intersection, as defined in this ordinance, other than at a stop comer, neither vehicle sliall be presumed to have the right-of-way, except as follows; If, wlien the vehicle on the left reaches the Intersection the vehicle on the right is at or less than an equal distance from a point within tlw intersection where the normal paths of tlx: two vehicles intersect, the vehicle on the right shall be , given the right to proceed across the intersection ahead of the vehicle cu the left; provided, however, that nothing herein contained shall relieve the driver .of the vehicle on the light from using due care and caution to avoid striking another vehicle which may have proceeded into the intersection from his left hand, and provided further that the driver of the vehicle on the right shall forfeit the privilege granted him by this ordinance if he is exceeding die speed limit, or is driving on the 'eft side of the street, or is violating any ether ordi nance of this committee or any law of the state of Michigan" There are two reasons why we have adopted this model traffic ordinance. One Is to provide greater safety and the other Is to make possible business-like use of the streets in my city. The Work of the Joint Committee on Traffic Sign and Signal Codes By E. W. JAMBS U. S. Bureau of Public Roads, and Chairman, The Joint Committee on Signs The report in part was as follows: A joint committee consisting of eight mem bers representing the National Conference on Street and Highway Safety and seven members representing the American Association of State Highway officials, was created and the first meeting was held in Washington on March 24, 1932. The joint commit* was authorized to (1) make such revisions as may seem necessary to barroom . combine the two codes: (2) make such additions as will produce a single and complete code for both rural and municipal use and to com plete in cooperation with the Bureau of Public Rood*? and the United States Bureau of Standards the investigation recently inaugurated covering the u*c of reflecting elements; and (3) Introduce into the series of standard signs such other signals as may be indicated by the results of the investigation. Five sub-committees were ap pointed, namely, signs, signals, marking, safety zones, and form and arrangements There arc but three Hems in cither code which appear to have been seriously questioned, vizthe color code, night signs, and the use of reduced sizes of signs in municipalities. This repoit deals with the first of tliese items. At a conference at the U. S. Bureau of Standards on March 4, 1932. arrangements were made for cooperative investigation by which it was hoped to develop some interesting data by which we could definitely establish the merits and demerits of background and design colors from an observer's point of view. 44 Twenty-first Congress--National Safety Council It first became necessary to design an apparatus by which the time intervals could be accurately and definitely controlled. A tachistcscope, apparently meeting all requirements, was finally designed at the Bureau of Standards. It consists of two major units: Ch) a screened eye-piece with two shutters moving in parallel vertical planes; and <b) an "A" frame or easel supporting a pendulum by which the time interval is regulated and cootrolled- The screened eye-piece or observer's window is set on an ordinary tripod with adjustable legs and carries the two shutters in front of an eye shade. The shutters are held in place by magnets. In choosing the field lor the operation, great care was taken in selecting' a section of roadway which would present Use average background encountered on the aver age highway. The main driveway at the Bureau of Standards in a large measure met this consideration. The roadway was of concrete in the far distance and near the sign, and of asphalt in the observer** immediate foreground. Observations were taken at 200, 300, 350. 400 and 500 feet. In advetmx the observers, an attempt was made to obtain a complete cross section of actual and potential drivers. The majority of them held drivers permits but care was taken to select a due proportion of non-drivers. Approximately 28 per cent were female and 72 per cent male. Ages ranged from 17 to 70 years. Three observers claimed to be color blind but were not excluded on that account. The signs used were of three shapes with standard dimensions 24-inch diameters: octagon, square, and square with diagonals vertical (diamond). The ground colors were standard federal yellow, black and white. Blqck letters were used on yellow and white backgrounds and white letters on the black backgrounds. All letters were standard height and stroke. Except for border lines called for m standard designs, the signs were blank. In making up the various legends, separate letters were pointed on heavy bristel board and attached to the signs as needed. Tills permitted tl>e use of different sue letters on the same sign or the transposition of the same letters to check the accuracy of the previous reading. The observer, seated comfortably behind the observing apparatus which in turn was enclosed in a large folded screen shutting off all surrounding view, operated a [tu$h button which released the pendulum. Before actual observations began, the shutters were moved up and down several times so that the element of surprise or any distraction time to the noise of operation would he minimised. The recorder would then imEcalc to the observer that the sign was in place and the observer then pressed the push button which released the shutters. The observer was then required to inform the recorder whether or not a sign had been observed during the interval of free sight, and if so. it* shap-c, color and legend. The sign or its legend was then changed. The clonge might consist of a display of an entirely different sign or transposition o-f letter^ on tl>e previous sign. This transposition of letters and legends was particularly interesting m that it h apparent that if an observer could not read a 6-mch letter at a 0.50 second interval at a distance of 300 feet, it might le posable ami frequently was so, to read an 8-inch tetter in the same interval and at the same difference. The tests so far made cover daylight visibility only but the data arc so conclusive and the results so encouraging that we feel further investigation involving night values of the trail! umitiated as well as reflecting signs should be undertaken. We used in all 70 observers who made a total of 4,563 observations at the various distances of from 200 to 500 feet. The time interval* for legibility of the legend ranged from. 1.0 to 06 second. This apparently was the shortest interval in which the legends could he distinctly read, the readability diminishing of course, with the distance. . Reading* of the black on white combination were 57 per cent correct; of the black on yellow combination, 66 per cent correct, and of the white on black combination 59 per cent correct. Breaking this down for the various distances but still including the complete range of time intervals, the averages are as follows: Street and Highway Traffic Section 45 At 200 feet: black on white, 85 per.cent correct: black on \cllow, 91 per cent correct; white on black, 93 per cent correct. At 300 feet: black on white, 62 per cent correct: black on yellow. ?! jcr cent correct; white on black, 60 per cant correct. , At 350 feet: black on white, 62 per cent correct; black on yellow, 72 per cent correct i white on black, 67 per cent correct. At 400 feet: black on white, 38 per cent correct; black on yellow, 48 per cent correct: white on black, 38 per cent correct At 500 feet: black on white, 3S per cent correct; black on yellow, 48 per cent correct: white on black, 36 per cent correct In analyzing this tabulation, it is interesting to note that at 200 feet, white on black (white letters on black background) was a distinct advantage over black on white, and slight superiority over black on yellow. At 300 feet the superiority is to a small extent reversed with respect to the black and white combinations, bring 2 per cent in favor of live black on white, blit at 350 f<n?t it is again 5 per cent the other wav. The contention of sign manufacturers that the hatkftrouwls should all I*c made of the darker color when two colors are used is in this incident net a conclusive explanation for the superiority of white on black, iiecausc when we outsider black 'on yellow we find that the superiority of a dark background obtains only at 200 feet. My explanation of the apparent difficulty in reading black on white is that stm glare on the high gloss of the while background obscures tlie black letters and this is apparently verified when we note that the percentages of differences decrease as the distance is increased. At 400 feet both black and white combmattons arc equal and at 500 feet there is but ooc per cent in favor nf the white on black. At all distance*, except 200 feet, however, black on yellow had the advantage of from 5 per cent to 12 ier cent over either of the other combination*. Invcutgatinn* have referred to the high pcrripicncy of women. Let * sec what they 4 ttaotMih the tachistoscopc and compare it with male c?servers. The six female* marie 297 observations at the 300-foot station with the following results: i*i white. 47 per cent correct; Mack on yellow, 64 per cent correct, and white on Mack. 5J per cent correct. Compere this with 480 observations made by eleven au3r* whack ssve us: black on white, 76 per cent correct: Mack on yellow. 79 per cent ecrei: ami white on black. 77 per cent correct. Apparently Uw relatively low fmlr averasr can be attributed to the fact that of tl*: six observers, three were ttondrfrr aad. therefore, unfamiliar with the signs. On the contrary, all of the eleven men WW driving permits. 5o --tor legibility. Now let us see wliat can be deduced from data liaviug tu As with the recognition of the sign by Us sltape. enlor and legends at intervals of 030. 040. and 0.30 seconds, and at distances of from 200 to 500 feet.. As hi the prcrkxH data, the observer was required to state whether or not a sign was seen, if -> *r .tate the color and legend. Hut two signs were used at these intervals, the sign with an 8-inch letter and the "stop1* sign with a 6 inch letter. At these short time intervals, 600 observations were made in all by 50 observers with the following general averages. As to shape, block on white 59 per cent; on yellow. 64 per cent; and while on black, 49 per cent correct. Here the sqmlficant fact that black on while t* superior to white on black, possibly berrnwr the element of glare did not affect the recognition of the shape, but as in previous instance* black on yellow maintained Us superiority. As to color the percentage* in the same order were 64, 79 and 61. respectively, 'flic superiority of Mac}; on white over white on black U again Indicated. As to legends, we have black on white. 35 per cent; black on yellow, 43 per cent; and white on black, 41 per cent. So much for the general average. Now let us look at the mid-distance record of 3GJ feet on these short intervals. As to shape, black on white. 51 per cent; black on yellow. 55 per cent: and white on black 42 per cent Here, as in the 46 Twenty-first Congress--National Safety Council general average* we again demonstrated the superiority of the white over the Mack background but the lead of the yellow is maintained. As to color, black on white. 56 per cent; black on yellow, 73 per cent; and white on black, 64 per cent. Thi* reverse* the black and white order as shown by the previous percentages. As to legend, we have black on white* 37 per cent; black on yellow, 50 per cent;, and white on black, 42 per cent: again confirming the general averages. At the minimum distance and for the same time intervals we have at 200 feet for shape, black on white, 55 per cent; black on yellow, 81 per cent; and white on black, 85 per cent. As to color, black on white, 65 per cent; black on ydlow, 89 per cent; and white on black. 85 per cent. As to legend, we have black on white, 58 per cent; black on yellow. 77 per cent; and white on black, 87 par cent. At this short range I cannot hazard even a guess as to why die white on black sign should be so dis tinctly superior to the black cm white, ranging as it does from 20 to 30 per cent, it is also superior to the black on yellow by 10 per cent for legend and 4 per cent for shape. For color, however, the black cm yellow is still superior. At the maximum distance of 500 fetrt we have quite a reversal of conditions from those obtained at the minimum distance of 200 feet, as between the Mack and white combination as the following will show* For shape* black on white, 65 per cent; black on yellow. 65 per cent; and white on Mack. 23 per cent For color, black on white* 65 per cent; black on yellow, Si per cent; and white on Mack, 43 per cent. For legend. Mack on white 17 per cent; Mack on yellow, 14 per cent; and while on Mack. 10 per cent. For all three characteristics. Made on white is su perior to white on black by from 7 per cent for legend to 42 per cent for shape. Yellow still leads. Especially significant is the high percentage of correct color reading. Here we had 81 per cent for black on yellow as against 65 per cent and 43 per cent for the Mack and white combination. With the varied background of foliage and artificial culture, it waa not difficult to recognize the yellow even though the time interval was reduced to 030 seconds, a mere flash. You will observe also that the white sign contrasted distinctly with the natural background. I feel that these investigations have been sufficiently exhaustive to definitely deter* mine the superiority of the black legend on the yellow background and that this combination is fundamentally correct. The yellow color used conforms to the colorimetric requirement of Roto 53 of Sub-Committee on Color Code of the Amer ican Engineering Standards Committee. MISCELLANEOUS EVENTS A bus tour for traffic delegates was conducted on Tuesday afternoon. Lecturers on the buses called attention to interesting traffic features and items of general in terest. Three stops were made for demonstration of unusual traffic, conditions and remedies. The tour tosted two and a half hows. On Monday and Thursday afternoons demonstrations for the traffic delegates were given m the Exhibition Hall. On Monday H. H. Allen demonstrated the effect of the distribution of braking effort on motor vehicle skidding with the use of toy vehicle*. On Thursday the Washington police department and the American Red Cross demonstrated first-aid rfiethods for police. On Wednesday afternoon two outside demonstrations were given, the first by the department of motor vehicles of Maryland, showing how a driving test in a drivers* license examination is given, and the second by the Washington police department demonstrating the investigation of an accident, which was staged by two vehicles colliding during the demonstration. On Tuesday evening the complimentary dinner for police delegates was given by the police department of Washington. On Thursday a complimentary luncheon was given to police delegates by the department. Special programs of speakers were presented. ADJOURNMENT c&j^- o.-w-fe^ * r r-' TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Child Education Section Officers 1931-1932 Chairman--Da. Thomas W. Gosling, Superintendent of Schools. Akron, O. Secretary--Idabk.lk Stswksgw, National Safety Council, New York City. Chairman--Da. Taoc. W Gosukc, Superintendent of Schools. Akron, Ohio. Secretary--Miffs InAatuus Stevenson, Education Div, N. S, C, New York City. Secondary School Committee--D* Hiabett T. Stack, National Bureau ol Casualty & Surety Underwriters, New York City. Vocational School Committee--Gonbott Graham, Detroit Board of Education, De troit, Mich. Elementary School Committee--Miss Emma A, Scvtad, Baltimore Public ScIkkjIs. Baltimore. Wd Program Committee-- Miss Makv G. Porr&KGB*, Elementary Education. Springfield, Mas*. _ Membership1 Committee--K. M. Sherzakd, Associate Supt* of Schools. Pittsburgh, Fla* WEDNESDAY AFTERNOON SESSION October 5, 1932 The first session of the Child Education Section was called to order m tlie Shorehani Hotel by the Chairman, Dr. Thomas W. Gosling, Superintendent of Schools. Akron, Ohio. The session was devoted to the reports of the several working committees. Report of the Committee on Elementary Education By EMMA A. SC.HAD, Chairman Principal, Mcrdec&i Gist School, Baltimore, Md. The speaker said m part: Our committee devoted its first year's work to the col lection of lesson plans from various educational systems in the country* Outlines or lesson plan* are generally conceded to help a teacher in judging the relative value of ber units of activity. Some examples of these plans may be given to illustrate the outcome of the good safety teaching represented. In Plan 1, the learning takes place in the nature period where oxygen as a fire maker is studied m its relation to safety. The technique is experimental. This laboratory method is indispensable m giving reality and meaning to the pupil's contact with terms and relationships. The attitude developed here was one of teal responsibility for extinguishing a blaze rather than screaming and running away. The second plan takes place in die reading period. The teacher prepares her chil dren for work with the index and dictionary by teaching them how to find in the 47 48 Twenty-first Congress---National Safety Council telephone book the names of the Are department, police department, and others needed in emergency cases. This is quite an ingenious example of (tow closely safety can be stressed in the three capital "R** branches of school work. To know what agency to call for help in the event of an emergency was a definite attitude developed. The learning situation in the third plan takes place both in the discussion period, the reading lesson, wud finally in die art class. The clufcktn arc helped to acquire skill in hardline sharp tools. The desire to use tools safely was the definite attitude developed. Most of the real learning reported in the fourth plan takes place m an extra-mural situation. The foreign born children living In the business district are confronted with problems of city life that are made more complex by inability to speak English. English is taught by the direct method. The children are also suited in the habit of observing traffic rules, etc. Habits of safe conduct oa the street and playgrounds and habits of watching out for the safety of others were also started. Lessons on home safety are included in the fifth plan. Learning took place during English periods devoted exclusively to talking and writing on home safety. The series of lessons was initiated by having the children find out for themselves in what particular place a large percentage of accidents was occurring. The problem set up for study was. "What must be known in order to prevent home accidents ?" A plan which I might suggest for your consideration is one that I have already started in my school, in which every grade can participate. The sixth grade children may be asked to watch Uie newspapers for accounts erf accidents that have occurred in the homes. The dippings should be brought ter class, A record of any lioine accident that occurred to one of its own school children should also be reported to the class for study. This record is to be obtained from the student accident rejjcrting card. During the first five minutes of the daily English period there should be a discussion of the reported accident, as to how it occurred, what might have prevented it. and what precaution can be taken to prevent a similar occurrence. A complete record should be kept of these discussions. In the grades below the sixth, records can be kept of just the accidents occurring to the pupils of each grade, and an account of what tliey have done to improve the conditions in their homes. For example, such information could easily be reported daily on two charts that would be continually in front of the class The first would show the type of home accident that occurred, what caused the accident, what pre caution was taken by family or child to prevent a similar accident. The second chart might be devoted entirely to the positive side of safety education. Such a chart would show what individual pupils had done in their respective homes toward im proving die conditions for safer living. The value of these genuine life situations is obvious. Caution should be exercised, however, that the precautionary and preventive measures arc stressed and not the gruesome details of the accident. Report of the Committee on Secondary Education By HERBERT J. STACK Supervisor Child Safely Activities, Conservation Division, National Bureau of Casualty A Surety Underwriters, New York City The speaker said in part: It has been difficult to interest the high schools in safety activities, although the elementary schools have taken to the subject very readily. We recognize that many of the things with which we have been successful in the elementary schools could not be adapted to the high schools. The School Boy Patrol, for example, while it has been very successful in the elementary schools and m Junior High Schools, has made little headway in senior high schools. _ One reason for the slowness whh which high schools have taken up safety is be cause high scltool teachers as a group follow the text books rather closely. Uirfor- Child Education Section 49 tunately, while there are many opportunities for stressing safety in high school sub jects, such as physics, chemistry, biology, general science and physics, much l the subject matter in the text books is old and inadequate. The committee believes, there fore, that one subject of approach is through providing materials and >ubject matter for authors who are building text books, and for a force of study committees who are revising curricula. The Education Division, a year ago, prepared a pamphlet "A Program for Or ganizing a High School Motor Traffic Club.** This was distributed generally in high schools; although progress hi establishing the work in high schools has been stow, some progress has been made. Providence, Rhode Island, with the to-operation of the State Board of Public Ronds, has had noteworthy success in promoting dubs in junior high schools. Traffic discussion groups have been organized in Delaware and Pennsylvania; digests of the Safety Code have been made and are used for subject matter. The work in the High School at Evanston, Illinois, was very successful last year, enrolling several hundred students. Louisville. Kentucky lias been doing some good work In its girl's high schools in the State Driver** Club Grand Rapids, Mich igan, and Kansas City, Missouri have also been doing some interesting work. At least 35 of these clubs have actually been organized in Kansas City.. Pittsburgh. Altoona, Providence, and other cities Also, many auto-mechanic* classes in high schools have introduced safety instructions. Report of the Committee on Membership By K. M. SHERRARD Associate Superintendent of Schools, Pittsburgh, Fa. The National Safety Council lias three types of membership designed to meet Uie varying need* in school fields. The $10 School Executive Membership Is for Uie school administrator or executive who has charge of planning and executing the school safety program. This membership was offered first in August, 1931. A result of a mail solicitation has netted 23 additional members during the year. The $5X0 school membership was developed In 1926 in order to meet adequately the apparent need for materials with which to carry out the safely program in the school itself The materials are selected wills the principal and teadwr in mind and are supplied in sufficient quantity to care for the teacher*. The $2.00 classroom membership was offered in the spring of 1930, partly because there had been some objection to the cost of the school membership and partly be cause it was thought worth while to affiliate the children a* a class grouj*--the smallest social unit in the school--with Ihe safety movement. THURSDAY MORNING SESSION October 6, 1932 Progress in Safety Education By HON. WM. JOHN COOPER United States Commissioner of Education, Washington, D. C. The speaker said in part: Among the new responsibilities which the public schools are assuming is that of training pupils in accident prevention. The assumption that safety education is a function of Uie public schools is a result of one changing con ceptions of our responsibilities; it is hi line with the modern theory of a curriculum centered in children's needs and interests. There always have been activities in life which involve hazards tor tire individual's safety but the nature of these hazards has changed from age to age in accordance with changes occurring in organized society and in environmental conditions. There 50 Twenty-first Congress-National Safety Council always has been some kind of formal or informal training provided, either in con nection with the performance of hazardous life occupations or as a separate function, for the purpose of protecting the individual against such hazards. However, with the increase in the number of life activities in which an element of danger is involved, more definite plans for safeguarding the life and person of the individual need to be formulated. With the development of a popular system of education, more or less universal, it is perfectly natural to look to the public schools as an agency of organized society that should be utilized for preparing the members of the social group against the common dangers met in everyday fife. Education for safety in the performance of tlicsc very common everyday activities wm no longer be left wholly to chance or to opportunities foe informally learning how to act safely. Neither an informal training agency, such as tine home, nor training gained from experience is a sufficient guarantee for the safety of the child; sufficient opportunities for training do not exist in the home and experience, though a good teacher, may come too late. It has become necessary for the public schools to assume a responsibility, either separately or co-ordinately with other agencies, for providing some formal educational training in safety as it relates to transportation. The task is too tag for any one agency alone. In order, therefore, to provide for children, training through controlled experiences which will be most efficacious for their safety hi connection with street and transpor tation hazards, the schools are organizing boy patrols, formulating curriculum units and materials for instruction, and co-operating with the home and the police forces. More and more the schools are including op|>ortunitlc Cor pupils to acquire necessary information and behavior habits that will serve for their protection m traffic. What has been said of hazards connected with transportation activities is just as true for many of the other life activities. An analysis of the hazards found in home activities, leisure-lime and play activities, fire liaxards, occupational hazards, and hazards connected with such specific activities as the use of sliarp and pointed tools and instruments, will show the same safety conditions over a period of years, a similar Increase in the number of accidents, and the same need for the schools to provide some form of training for their prevention. There are. therefore, as inferences from the foregomg. two very specific and con vincing reasons why training for personal safety is at least a practical and co operative responsibility of the public schools, coming under* the generally accepted educational turns and objectives. (1) The Increasing number of hazards in many life situations, constituting a major problem in modem life and one for which special training is necessary in order that accidents may mot result from it. (2) Changing conditions in social and Institutional life, especially m the homes to nuke it impossible for any single agency to provide in an effective and economical way all the training that should be given the pupil in order to equip him with knowl edge and behavior habits that will protect him, so far as possible, from personal physical hazards in life activities. - Recent statistical reports indicate that the appeal to the scliools to provide home safety education m their program of training has not been in vain, as there has lately been a substantial decrease in child fatalities due to accidents, in faro of the fact that for population as a whole fatalities from accidental causes have increased. In 1922. 20 per cent of those killed by automobiles were children under IS years of age. In 1928. less titan 20 per cent of automobile victims were children. As Mr. Whitney says: "Behind tills decreasing rate lies an interesting story of the adjust ment of education to life as if must be lived by modern children. This decrease in automobile accidents did not just happen. It may be traced directly to intelligent and constructive programs m safety education which have been conducted in our schools with the co-operation of police departments. Chambers of Commerce, Automobile Clubs, and insurance and industrial groups." Child Education Section 51 Effectiveness of Visual Instruction in Teaching Safety By RITA HOCHHEIMER Assistant Director of Visual Instruction, New York City Schools The speaker said in part: Through the Bureau of Visual Instruction of the Board of Education of the City of New York, visual aids in safety education were circu lated last year in 63 schools, reaching approximately 31,275 children. The visual aids consisted of a motion picture. lantern slides, and posters. With the film we dis tributed lantern slides accompanied by "story descriptions." These were specially prepared slides showing typical New York experiences, which fitted definitely into our safety instruction. In addition to tite film and lantern slides, Use posters oC tlte National Child Welfare Association, "The Simple Family," were distributed and a copy of the current number of Safety Educatiw magazine with its enclosed chart. Accompanying the materials in the visual instruction unit on safety, we found It necessary and helpful to prepare definite aids for tlie teachers' use. These suggested points to be stressed in tlte film and a check list of questions both on the film and ou the slides. In addition, the principals were given mimeographed sheets describing approved pedagogical methods in the use of lantern slides and films in teaching. The techtisc of method was discussed with them in some detail. We find in general in our work that this is (he crux of the success of visual instruction. It is important that the school people not only have material hut that they utilize it as a teaching device, not merely as a show. In addition to the material itself, oor plan of organization has proved m general to be sound and of benefit to our school system in the matter of visual instruction. Schools which did not previously come in dose contact with the Bureau of Visual Instruction became acquainted with our work and the use of other visual aids in these schools was carried on more intensively. Difficulties were encountered and were not entirely overcome: first and foremost, we lack the proper darkening facilities In some of our schools and lack of projection equipment. Also, it is true that the schools have complained in some instances that material is not left with them long enough. The results in general have been most gratifying. This is due in large measure to the wholehearted interest In safety education which bad already been aroused. It is also due to the readiness with which our school people of all types--district sujiermtcndcnls, principals, teachers--cooperated with the bureau. The real underlying purpose was to inculcate habits of safety. As with all means to habit formation, we cannot really tell bow for we have accomplished what we set out to da We believe that the teachers have been led to think more about safety problems. It seems fairly certain that they have acquired certain knowledge with regard to safety. How for any of this carries over into action on the part of the children--how much more it does so became of the visual presentation--we have no really scientific means of evaluating. On the other hand, the consensus of opinion of the teachers and principals is that there has beat a carry over. An Evaluation of Techniques Used in Teaching Safety By DR. FLORENCE BAMBERGER Johns Hopkins University, Baltimore, Md. The speaker said in part: It is obvious; that safety education belongs in the social seknec group, and to suppose further that tlte techniques used in that group are also of value in safety education. The great problem of safety education is more or less identical, therefore, with other branches of the social science group--namely to dis cover and to apply adequate scientific methods to the social sciences. A brief survey 52 . Ticrnty-first Congress--National Safety Council of some of the outstanding methods used in social science research will, therefore, be applicable. The first is the case method. Since the case method implies a comprehensive and intensive study of the subject, one of the first requisites is thoroughness. Facts must be ascertained and interpreted. Case study also presumes a well defined plan. Any adequate case study of a family would include ease studies of each member of the family in his relation to every other member of the family, and the entire picture would be Uie case study of that family. Again, a case study of a community might include tlic case study of a number of prominent men and women--leaders in that awnrounity--as well as case studies of some of its prominent institutions. But in every problem the unit roust be carefully defined and selected, and the study should be n>ore than a cross-section picture. We find the case study method quite prominent in safety. Too often, however, it ts carelessly, rather than scientifically, carried on. The home accident report card of the school is an illustration of this technique. However, this technique, to be really scientific, needs to furnish us with more adequate information than has been attempted up to the present; for example, we should know such things as the fol lowing abom these cases: What is their attitude toward safety? Obviously, if they are indifferent or antagonistic to it, no amount of knowledge or even habitual practice of safety rules will l>e of avail. Objective tests to discover these attitudes are still virgin fields for the safety research worker. The second widely used technique in social research is the survey'.. As the survey is the first step in scientific procedure, it must be able to stand the test of scientific melltods, for if the foundation u not laid properly then the entire structure will fail. It is an inductive roetltod, that ts, it builds up from tl particular to the general. The survey should have certain definite aims. It should take into consideration the community as a whole, various groupings tbit have social significance--neighborhoods, racial, cultural, fraternal, occupational--institutions and agencies present m die community, certain topical elements with particular significance such as health, education, religion, schools, recreation, industry and trade; and finally, the individual. Or. it may include afl aspects of community life, or it may he limited to one or more divisions of the life of the community. Even though only a partial survey of a com munity is made, it should at least cover all phases of the activity which is being investigated, and the details should be properly grouped and made to fit into the genera! scheme of a comprehensive survey. Much of the safety research employs the survey technique and it probably needs no more emphasis here, and ret I have the temerity to suggest that you study a few survey studies tltat >iv>uld prove of value if they were made with scientific pre cision. (1) Accidents in the Jdiwlergartea--kind--mental--informed on safety needs versus rtoat-kiformed children--foreign versus native born, and the like. (2) What apparatus or tools yields greatest ier cent of accidents and to what age child. (3) Does apartment life cut down live accident rate? (4) What is the lowest I. Q. safe for automobile drivers? The third method employed by the*social sciences is Use direct experimental method. The direct method involves setting up parallel groups, subjecting each group to the identical procedure with the exception of the experimental factor to which only the rxiwrimental group is exposed, and by the deft use of the correct statistical tools evaluating the effect of this experimental factor. In this direct experimental attack the burden of the proof for all deductions, interpretations, and valid conclusions to be drawn rests upon the investigator. Safety education oilers a wide field for the direct method of experimentation. Many assumptions are made as to the effect of certain class room procedures in developing safety mindedness winch might well be put to tlx: acid test of experimentation, as for example: Does a period of a, day over a period of 10 months given to the reading Child Education Section 53 and discussion of stories emphasizing safety cut down accidents more than when safety aspects are emphasized whenever die subject matter lends itself to such treat ment assigning any stated period of the day? The fourth method which ts available for research iu the social sciences is the per sonal interview. This necessarily must vary with the nature of the individual and c< the knowledge desired. This procedure dearly parallels the case method technique. THURSDAY AFTERNOON SESSION October 6, 1932 Preceding this aiteruoon session, a demonstration of tire work of the Washington School Boy Patrol was given at the street intersection near the Shorcham Hotel. This was tmder the direction of Sdden M. Ely, District Superintendent m diarge of Safety, Washington, D. C. Following the demonstration the patrols, lire ixdkrc officers who arc responsible for patrol work in the Washington Schools, and the delegates assembled in the Shore-ham Hotel for the session. Doctor Frank M. Ballou, Superintendent of Schools, Washington, D- C. presided. Parents and Teachers Cooperate for Child Safety By MRS. HUGH BRADFORD President, National Congress of Parents and Teachers, Sacramento, California The speaker said in part: There is a growing conviction that all agencies and individuals who arc responsible for the education and protection of children must make greater efforts to integrate their possible service 5or chiluliood. To bring n conviction of the fundamental need of such a co-operative plan ; safety, it is only necessary that the appalling facts concerning accident and mortality records of recent times as they affect children in the home, school and community .be known. A large percentage of the people arc entirely unaware of these conditions. Our problem in this field would then seem* to be to so present these facts to both groups that then significance may be borne in upon these adults who are directly responsible for safety education. For this purpose parents and teachers alike are now looking tn safety councils. Xaikmal and local, for data concernuag the common type* of accidents in the homes, playgrounds, schools and on the highways; and for advice as to preventive measures. In many instances these facts have been presented by lay people through leaflet service from specialists and by bulletin service, with attendant good results: at assemblies of parents and teachers local and state traffic laws liave been presented b>- traffic officers, parents have asked numerous questions and later conferences have been field. > In order to have the individual partners realize tlieir contribution toward this co operative plan, data and advice must be given for each in this particular field. What ever court decisions may seem to indicate, there a feeling that parents and teachers arc both responsible for the child on his way to and from school. Too frequently the parent may be forgotten while school programs are being set op. This is most un fortunate; for example, tlic parents may nullify the school program by not encourag ing the child in obedience to traffic regulations, or by themselves treating them with disdain and defiance. The patrol leader of the school crossing has been almost run down by the parents driving children to school. Recent developments in school buy patrols have aliown that in general parents are cooperating and not only appre ciative of this service, but are growing dependent upon it. Again, schools have jit times had an opportunity to reinforce home instructions a* to firearms, matches, and fireworks. Schools also have sought to deinonstralc that patriotism may not need to be accompanied by loud and dangerous reports from fireworks. Together the 54 Twenty-first Congress--National Safety Council parents and teachers have served as public officials tack of the fire chiefs efforts to prevent the sale of them. We then come to some of the fundamentals of a co-operative program. As one sees it, it would seem that there must, first, be a realization of the need to teach safety attitudes. As a work of the home, the beginning should be in pre-school years and serve as a preparation for school- The school must continue trying to secure proper attitudes on the part of the children toward safety in lioroes, school and also in the community. Since the attitudes and hazards vary at different ages, the process must be continuous as well as co-operative. The time is not far di&taut when parents will cease to wonder why Johnny is "always getting hurt," why Bill is constantly wrecking the car, why mother's hands and anus arc always displaying burns. Already teacv rrs are studying the altitude of boys toward safety and their ability to assume ref orrsthdify, when selections of leaders for boy patrols are being made. The parents, if observing, should also see more clearly that some children, irresponsible and careless, should be restrained from using die family automobile until the attitude is corrected. This proneness to accident is a challenging study and we wilt soon be able to treat it as we should treat a susceptibility to colds; the preventive measures developed will then become part of home ami school training. . As another fundamental in co-operation we must recognize that the adult attitude toward safety is one of the major factors m influencing children. It will require the good example and wise adrice of parents and teachers, individually and collec tively. to establish firmly in young minds procedures and reasons for them. A third phase of a joint program would be that of creating a community feeling which would result m devices for safety, in laws for pedestrians, m traffic regulations, with personal pride in their observance. A joint program would assist in creating a community spirit of civic pride in the saving of life and injuries to its people, and in the need for a permanency of a safety program. The following safety program lias been evolved as part of the program of the National.Congress of Parents and Teachers and is, we believe, a good demonstration of this type of co-operation. It has for its objectives, (1) to teach parents how to avoid accidents; (2) to aid parents in giving the maximum protection to children at home ami ca the streets; (3) to aid teachers in giving die maximum protection to children while on school property; (4) to aid both parents and teachers in the development of safety skills and attitude among children that will make possible active and adventuresome lives; (5) to develop in the community a seme of respoosioility for child and adult safety. As some of Hs activities and projects, it recommends the study of home hazards, it sponsors school boy patrols and to assist in securing their equipment, to sponsor safety activities in high schools, to secure safety legis lation both state and local as it relates to traffic, school buses, firearms, etc.; to encourage the teaching of swimming; and co-operate with community safety organiza tion*. How to Follow Through on Recommendations of the White House Conference on Child Health and Protection By GKORGE A. HASTINGS Extension ^Director, White House Conference on Child Health and Protection, * Washington, D. C. The speaker said in part: Local application is the keynote of putting the White House Conference facts and findings to work. The recommendations have been widely disseminated, and now states, cities, counties and smaller communities are studying and applying them. One of the most useful reports of the Conference dealt with "safety education in Child Education Section 55 schools." It was a report of a nib-committee on safety education in schools, of which Albert W. Whitney, Vice-President in Charge of Education, National Safety Coun cil, was chairman. The report found that "education in safety proves to Ire in prac tice what all education should be, a process of helping children to educate them selves." It stressed as the aim of the safety movement among children to prevent accidents to themselves and others, and also iodkated that the attitude and practices of safety are excellent discipline for all children. We are confronted with the challenge not only of doing everything possible to prevent children being needlessly handicapped by accidents or otherwise, but are making sure that everything possible is done to iirevent those who already are crippled from being thrown on the scrap heap. In the interests of your co-operation m attain ing tlte aims of the White House Conference, let roe mention some of the specific objectives of the follow-up conferences in the various states. (1) To make known to the people of the state the concrete findings of the National White House Conference. (2) To determine the specific point at which tine child welfare work ia the state falls below standards set up by the White House Conference. (3) To meet the needs of children m the state, so far as may be justified under local conditions, according to the recommendations of the Wlnte House Conference, by a well co-ordinated program m which all groups interested in child protection, health and training may take part. (4) To organize the available resources of the slate in order to raise the general level of child health and protection to the minimum standards agreed upon by tire White House Conference. To slate, 25 state conferences have been held, seven city and regional meetmg% and more than 50 county conferences. Plan* are under way for conferences in other states. Many states have initiated or planned legislative and administrative dumges, increased the appropriations for children's work, or opposed indiscriminate economy In public budgets for child curing services. Yet it is not wholly understood through out the country that the White House Conference was something more than a meeting held two years ago. May I offer the following suggestions as to how dubs and organizations interested may help to follow through on the recommendations of the conference? (1) The roost important essential is that they become familiar with the White House Conference publications dealing*\vhh the aspects of child care and protection in which they are especially interested. Many organizations are obtaining loan libraries of these books from tire publiilrets. Tire books are available also in many public libraries. _ (2) It is desirable that interested groups may contact with tire officials of State White House Conferences, which have already held follow-up conferences, and with the individuals and groups who are planning conferences in other states Some of tile continuation committees set up after the state conferences are developing very definite plans of legislation, improved administrations and educational campaigns. They need and welcome tire help of grouf* like yours. Often by co-opetiaing with them you can best achieve your own particular objective. In case no White House Conference has been held in your state and none is in immediate prospect, the Washington headquarters of the White House Conference will be. glad to be of assistance. - (3) The Conference has available for distribution to key people a limited number of "White House Conference 1930,** the key volume to tire other books, and a mimeo graphed report on follow-up conferences in the various states. It issues a monthly publication, White House Conference Happenings, winch is sent to persons interested. (4) Co-operate with the agencies, local and national, which have undertaken prac tical measure* to protect children. Every parent and citizen in these difficult days should help to safeguard children 56 Tzvcnty-first Congress--National Safety Cottneil by supporting their local relief, safety, health, and character building agencies. So great is the indicated need during the coming winter that a national organization has been formed to aid local community chests and councils and other social agencies to help interpret the need and raise the funds to care for the victims of unemploy ment. The organization is the National Citizens Committee, which will carry on a nation-wide welfare and relief mobilization. The protection, nutrition, shelter, health and education of thousands of children arc at stake in the emergency. We consider support of cite national and local mobilization as a primary giving to the children. A State-Wide Safety Program By dr. ALLEN G. IRELAND Director oI Health and Physical Education. State Department, Trenton, N. J. The tqieakcr aakl in part: In New Jersey the public schools ire obligated by law to place safety education in the common curriculum and to discharge certain duties relative to safety in the school organization. The responsibility for general promotion and supervision and for the preparation of programs, standards, and courses of study is voted in lltc state department of public instruction. For wo years the usual pro- mothmal routine was carried out by means of propaganda, meetings, visitation of idtools, and administrative conferences. Rut the job was too large for routine pro cedure*, the need too urgent, and the requests for Iselp too numerous. Obviously, a larger vision and a larger program were needed. Thus this plan hod its inception. The first major move was to list all factors involved. This took time but it seemed to lie (he logical starting point. We felt the necessity of becoming familiar with all the possible facts before attempting to build. We kept a special folder for the purpose and as each one came to light a note was entered therein. Although the survey will probably never end, it revealed in time a long list of items from which a beginning could he mack. In effect, these factors present a picture of the total situation. Having this itemized picture of tbc factors in the situation, it is possible to do three thing*: (1) Set about finding the answers to the questions; (3) To initiate projects belonging wholly within the scope of the department; (3) To commence laying the lasis of a iwogram. ' The-42 three activities arc now under way. The first is going forward by means m interviews, analysis of the law, school visitation and observation, study of school rciMwt*. questionnaires, personal reports and surveys. Tltt* second activity--"initiating projects*'--means that anything for which this department is directly rcsitonsible that does not involve expense, expensive investiga tion. or outside agencies, could be started at once. In other words, while developing the major co-ordinating program, we undertook to launch those parts which seemed to lie immediately possible of accomplisfmiem. They were as follows: 111 The enactment of new laws: One on safety education in the schools, thereby rei>calmi three poorly worded statutes of years standing; the second permitting the to organize and conduct safety patrols. ii> The establishment of standards governing sclwsot bus equipment, maintenance, operation, inspection, selection of drivers, and conduct of pupil passengers. This was accomplished through a committee of county superintendents. (3) The perfecting trf a cooperating working plan with the department of state p-oUcc which was and is making an outstanding contribution in organizing and super vising school safety patrols, (41 Tie publication of standards governing school safety organizations such as councils, committees, clubs, courts and patrols. (5) The publication of standards concerning the development of local programs and courses of study in safety education. These have beat combined for economy with standards for health education. Child Education Section 57 (6) The expansion of teacher training program in safety education. An effective start was made through tbc service of a curriculum-revision committee. In addition we began giving safety education a more prominent place on the program of our institute, teachers* meetings, and administrative conferences, Ouc state education btiMcttn and all our regular news letters have regularly carried articles and brief items on safety. (7) We gave endorsement to the lesson plans and posters issued by the American Automobile Association through tlve several automobile clubs in the state. More recently we have approved the course of study for high schools distributed by the Pennsylvania Indemnity Corporation. (8) In addition to this work in tbc regular public schools, the division of voca tional education is carrying on am intensive safety program in the state and county vocational sclwxds under its supervision. These projects are under way and the list of factors is being investigated. 'Phis investigation. Inmcvcr. is a stow ami exacting process: so. rattier than wait upon the acewnuiatton of data, we decided to proceed with plaits for laying the basis of a State program. The underlying principle of this program is coordination. The promotion of safety i our common purpose, the thing wc*re ail doing, hut to get together for mutual interest appears to be our great need The first move was made at an invitatlbo conference called by the State Department of Public Instruction. The meeting was attended by representatives of a dozen interested organizations, and the principle purpose of the conference, namely, to initiate a plan of coordination, brought a most encouraging response. The request of the speaker for an advisory council to work with the state department was granted. Plans for this year's work are nearly com pleted and a meeting of the Council will be called at an early date. Obviously, since this plan is only just born, it is impossible to predict ultimate success. But it does seem that we should seek to accomplish the following: CD To agree on objectives. (2) To formulate a basic plan program for child safety education. (3) Beyond that basic program, to evaluate fast ami to th.cn allocate activities to the several agencies participating. (4) To forestall duplication of efforts, (5) To reciprocate in the exchange of materials, programs, ideas, etc (ti) To cooperate m formulating am! promoting a suitable program on publicity and propaganda. (7) To unite in seeking new legislation* or, should it ever he necessary, to join forces in demanding reform. (g> To advise in the preparation of standards, programs, and courses of study for the schools. (9) To assist each member group in determining the work of any new activity or project. * The School Boy Patrol By SELDKN M. ELY District Superintendent In Charge of Safety, Public Schools. District of Columbia, Washington. D. C. The speaker said iti part: Washington is concerned with .safety problems similar to every other city. With an enrollment of 82,000 pupils in the public and many thousands more in the private schools a-d with an average oi two motor vehicles to every child, there is a safety problem that must lie solved. The safety program entered on sut important phase in the fall of 1926 when the American Automobile Association approached the District of Columbia scIkxjI autliorities and offered to finance and aid the organization of school boy safety patrol* in cooperation with the school and po'tee authorities. 58 Txvnity-first Congress-National Safely Council In September 1929 undoubtedly the most outstanding forward movement in con nection with the patrols was the order of Major Henry G. Pratt, then superintendent of police, to the captain of each police precinct to select the officer best adapted to coordinate ibe work of the patrols with the police, the motorists and the schools. The order of Major Pratt was Issued with the cooperation of die officials of the A. A. A. This forward movement of the association and the police department found the representatives of the schools, traffic department and the motorists to bonds of mutual interest. The policemen assigned to coordinate the patrols soon realized that instead of reporting accidents happening to children they were now preventing Injuries. Since 1926, when the patrol* were organized, no child has been killed or seriously injured within the palroled areas around any of our public or private schools. Last year for the first time there were three minor accidents to children near schools and two patrol boys slightly injured. The patrol boys, however, with the consent and desire of their parents, soon returned to duty. These facts of safety around our schools are very significant for we know that during the calendar year of 1931, in areas away from the school buildings and outside of school hours, 13 children under the age of 1$ years were killed and 672 under 15 years were injured. Nine of the child deaths and 695 of the injuries occurred because of contacts with motor vehicles and pedestrian children. Only 6 of the 872 accidents resulted from street car injuries. The freedom from accidents around schools can be accounted for in no other way than by the effectiveness of the patrols and other safety instruction afforded. The patrol boys arc on dirty four times a day. However, they arc afforded several types of reward for their loss of time from |day. The parent teacher associations quite generally give them special luncheons and sometimes souvenirs, such as useful pencils anti pens. It Is no secret that the police coordinators also enjoy these luncheons. If a patrol boy renders satisfactory service for a stated period lie is presented a merit award certificate. A boy from each patrol voted the mo*t con sistently efficient tor a school semester or year is given a merit award medal. Fur ther, a boy may be specially cited for quick thinking and qaick action in preventing an accident. Such a boy is also given a merit award or medal. The teacher sapervising at the school is presented with a merit award certificate also. These certifi cates are treasured by the teacher mod may affect in some degree later promotions. Each fall the patrol hoys accompanied by their teachers and police officers are given the privilege of viewing a selected picture at a downtown theatre. THURSDAY AFTERNOON SESSION October 6, 1932 Tlii* was devoted to tlw special problems of vocational schools. The session was nfiened by J,, C Wright, Director. Federal Board of Vocational Education. Washington, D. C., who presided as chairman, * . V 01 va - ^ u ^ Reducing Auto Accidents Through the School Shop By LKVI GILBERT Principal. Altoona Senior High School, Altoona, Pcnna. , The said in part: The Altoona High School Is located in the heart of the city and the main outlet highways skirt the building on the west side. Many of clir students drive to school: many members of our faculty have cars at school; and we have an auto shop keeping busy about 108 boys per day. For several years we had already luid a small traffic club, so when the idea arose to organize a Motor Safety Child Education Section 59 Club, the object of which was to reduce accidents, the appeal was made to this group of boys and to their sponsors. Tbc objectives have been pretty well worked out by the boys themselves. The National Safety Council has offered suggestions and in addition, local speakers including ilte mayor, leading traffic officers, members of our faculty, have presented suggestions. We consider that it is the job of the Motor Safety Club to sell the idea of safety to all the students and especially to those who drive cars* The club gets the idea of safety before the school and the community through utilizing the home room; the general assembly; the school bulletin boards; the school publications. Including the school paper, the handbook, and the school annual; the local newspapers; meetings of the dub; the use of questionnaires; letters to all homes; the work of the traffic squad whkh directs traffic and supervises parkin#; and t!e instruction squad. The boys go at this work with so much enthusiasm tliat a woithwhile task Is accomplished every week. Committees are appointed for cadi tyir of work and the selection of these Individuals is a very essential task. In our school, the hoove room is our unit of organization, our Hide democracy, where we have weekly programs. The theme of the program is usually some timely school problem. Naturally, "safety in use of motor vehicles" is a popular subject. Iniocmalion that will induce thinking along the lines of better driving is presented, as well as salient facts on auto accidents and blu of advice for motorists and pedes trians. The room bulletin boards offer a good place for peelers and dippings. About three times each year an assembly program is inrt oti with the subject of auto safety predominant. Wc have tried different types of programs. We have liad several outside speakers including representatives of casualty companies. This year we are planning a little one act play with safety as the theme- The best results are dnamed where tihe boy* do llic work themselves. Throughout the building there are a dozen or more large bulletin boards. On these bulletin boards are put safety posters, clippings and data, emphasizing the im portance. of care m the use of motor vehicles. The posters are sometimes made by fttwfftrts, some are sent to t from casualty companies* Safety Councils and railroad companies. We have encouraged the boys to obtain pictures of local wrecks and post them. Newspaper dippings portray the cause and suggest the wisdom of care in many cases. The editors of the school publications are always eager to obtain short snappy articles. This has offered our club a source of exjiression. Not much room is given to each organization, but slogans and facts do not require much sfcc. A committee ha* been appointed to meet with the local reporter and obtain space for a good article at regular intervals. In order to learn how much the students know and what they have done, questionnaires have been used. Once each year a letter is sent to cadi home represented in the club, to encourage the interest of parents and to improve their driving and walking. The traffic squad of the club protects our students from the commercial and pleas ure driver. This work gives tlic club members an opportunity to teach traffic ethics. Last year we had wo accidents or violations of the law where high school boys were in charge of traffic. The squad also takes charge of the {lurking at acliool. The last function, and by no means the least, is the instruction given to the students and teachers who want to know more about the auto. They are taught such things as the principle of die motor or how to adjust the carburetor by tbc best mechanics la the dttb, six in number, who meet in the shop during the activity period two nr three times each week. Students who want to learn to drive come to tbc club to study problems of law and of automobile operation. Accident repeaters in the school are brought m and an effort made to iron out the kinks in their driving. Some of the factors essential in the success of a motor safety club are as follows: (1) the principal must be interested and work with the boys; (2) the sponsors must be on their toes, success or failure depending: ott the sponsors; (3) some good leaders 60 Twenty-first Congress--National Safety Council must be at the head of tlie club; (4) a good room must he obtained for a meeting place: (5) organization must be the keynote of the dub; (6) definite objectives must be set up and procedures outlined. Social and Economic Significance of Vocational Rehabilitation as a Service of Government By JOHN A. KRATZ Chief, Vocational Rehabilitation, Federal Board of Vocational Education, Washington, D. C. The speaker said in part; The world of people is divided into three groups, those who carry forward, those who carry on, and Ihoe who must be carried. Even in normal times our welfare agencies are overwhelmed with the problem of meeting the needs of those who are unable to carry thru- own social and economic weight. Among the fraternalistic activities tliat have beat put into effect by local and central governmeats all over live world during the last twenty years, are old age pension laws, workmen's compensation, mother's relief, public health, and vocational rehabilitation for (be physically handicapped. These enterprises have developed out of the recogni tion of the fact that want and misery among a considerable group of society's mem bers create a pathological social condition which is inimical to the welfare of tire whole group- Society cannot long afford to permit the existence of large groups which not only do not produce but which consume the productive efforts of others. Society must either work for its social and economic misfits or make it possible for these misfit* to work for society. It is a matter of social efficiency and individual welfare that every person must carry bis own social and economic weight to tlie extent to which ltc is capable. To achieve this ideal, the government must take the initiative. Vocational rehabilitation is one of these programs. It is a program of helping those individuals who, tlwougli accident, disease, or congenital causes, become physically handicapped to the extent that they arc unable to adjust Bl>emelve to employment- It is a human engineering service. The object is to assist these persons, through vocational guidance, physical restoration, courses of vocational trammg, and finally thrmijrh placement m employment. t* he self-supporting,. self respecting citizens. The social and economic significance of t!>e service can best be comprehended by a study of accidents, health, and birth statistics and by an analysis of what happens to the individual, the family, and the community when physical (Usability overtakes an individual. Each year more than .10.000 persons are injured in industry' to the extent that they are unable to adjust or readjust themselves to employment. Public acci dent* account for another 20.000. Disease and congenital causes add another 20,000. Thu* wc see each year an army of 70,000 persons added to the list. They cease to produce and they must be given medical care. fed. clothed, and sheltered. Since the cost of maintaining 70.000 disabled jx-raons rs approximately* $3,000,000 a year, accu mulative figure* over a period of years is an astounding amount. Moreover, tliei-e is an average of 1.2 persons dependent upon tlie physically handicapped person applying uir aid. Thus the cost 1* more than $6,000,000 amwnlly. The social consequence of disability' is even greater than the economic. Disability frequently results in the necessity of tl>c wife and mother leaving her home to find employment. Children arc taken front school and put to work or left unattended in the cnmnuuiity to be exposed to hazards of life and limb and of hemming wards of the juvenile court. Anti social attitude* develop and often the whole family becomes a problem to tlie welfare agency'. Tlie devastating effects of physical disability' are even more important in the case of young person*. Realizing their plight hnd the tremendous struggle necessary to l>rspare themselves in work in a world created for normal people, they withdraw into themselves and become social as wdl ns economic problems. There are in this Child Education Section 61 country between 500.0CHJ and 700,000 physically handicapped children. The vocational adjustment of these children is not only a good Investment in loyalty to the country but also an investment in insurance against poverty, misery, frustration, ]Kr.i[tcri*in, for a considerable group of future citizens. Rehabilitation restores physically handi capped persons to a condition of self support and maintains their morale. During die twelve years in which this service has been m operation, more than 50.000 disabled persons have been restored to useful employment. 27.000 are now receiving services which will enable them tn become independent Use average earn ing capacity of a disabled person is, before rehabilitation, approximately $15 per week; after rehabilitation it is $25 per week These financial returns from the money invested are not so important a* the social and humanitarian returns. Vocational rehabilitation should need no justification. It is a legitimate function of the govern ment to promote the conservation of natural resources, and we are coo-dug to recognize the fact that the conservation of human resources may be even more important for the social solidarity of a nation. Safety Education in Vocational Schools Bv DR. CHARLES W SYLVESTER Director, Division of Vocational Education, Baltimore Schools The speaker said in part: Since the purpose of vocational education is to fit an individual to pursue effectively profitable employment, one recognizes immediately tliat safety should be part of tlie training. Our school s-liop*. whether they he industrial art, trade or home economic* laboratories, should take the lead in safety, because young people entering industry must be fully acquainted with the various hazards which they* will encounter. Any serious accident is a blot on the good mime of the vocational school. The schools stkHitd he models in safety- for Industrial concerns tc emulate. Safely has a direct relation to the school plant and equipment . In the assignment of sliops and in making of alterations lilt* must be kept in mind. Rooms must be of suifictent size, with ample floor sjiare, in accordance with the demand of the processes to be carried on. Light is most essentia! and buildings rtf the sawtooth xkylliqhl construction arc superior. Artificial lighting should he according to scientific prin ciples. Mooring should be smootlt, dry. substantial, nml a* noiseless as possible. Machine and hand tool* should be of standard quality. AH machine*; should be guarded and the false economy of contmumg unserviceable. broken, or obsolete tool* should not be practiced. Students ntu&t be uught thoroughly the necessary rules m regard to the safe use of equipment- One pupil only should lie at one machine at a time. Other* must remain at a safe distance and refrain from conversation with the operator. The instructor should set an example for tlie proper use of machinery. For him to teach the safe way of doing something and tlicn not to follow his own precepts is no hi struction at all. AU equijimcnt should be regularly inspected and all hazards of practices thoroughly explained The following is * sample of general safety rules: (1) A warning label should be posted in a particular place on each of the ma chines, the use of which involves the slightest element of danger, (2) The pupil must obtain permission to use any power machines. (3) Never should more than one pupil operate a machine at one time. (4) The pupil must call the instructor immediately if a machine is out of order. (5) A pupil should never be petmiUcd to operate a machine except under the direct supervision of the instructor. (6) All machines must be stopped before attempting to oil. adjust, or set up work. (7) Machines not in use should be locked or cut off the circuit. (8) Alt guards should be hi position at all times. 62 Twenty-first Congress--National Safety Council Eyesight is most important to safety. Defective vision should be corrected. Eye strain caused by inadequate lighting- should never be condoned. One study disclosed the fact that 25 per cent of school accidents are due to poor lighting. Shops need to be kept dean, dry, and free from dust, fumes, and objectionable odors. Dust collect* mg systems shook! be installed in the woodworking shop and ventilating hoods for gas stoves and chemistry laboratory tables. The importance of proper housekeeping in the sltop cannot be over emphasized Orderliness slvould be live rule aud horseplay never tolerated. Sleeves should be tightly rolled up or oft when using power machinery. Neckties are not part of the apparel of the properly dressed shop man. To prevent accidents in a slx>p is the first duty of the instructor. This subject should be considered ami dealt with in every lesson and in every shop procedure. The instructor should study correct examples and tcxch and enforce safely regu lations. He should familiarize himself with various governmental bulletins dealing with safety and the publication of leading organizations such as the National Safety Council, Industrial Accident Comadssion, etc. Faculty meetings, scliool bulletins, and conferences slvould be field on this subject. The teacher should make a frequent inspection of his shop. After school work, such as is carried on by dubs, should be under the supervision of a responsible person. These arc dangerous hours of the day and even closer supervision is necessary than at regular classes. Rules and regulations arc not enough to develop proper attitude toward safety in the students. Tests m safety should be as important for graduates as tests in skill and knowledge of tlie trade. Safety education must be closely correlated with shop activities. There are many important methods mod in the safety program. The poster service of the National Safety Council is worth while. Bulletins, charts, pictures, and graphs of scliool accidents are effective. In our teaching we must always emphasize that the correct way Is the safe way. Visits to local industries to observe how involved and sometimes inherently dan gerous processes are carried on without accidents are very impressive and instructive to students. Trade advisory committees frequently can help in outlining methods of safety education in the schools. Designating one boy in each class as safety en gineer to check equipment and enforce rules is an effective method of organization. Exhibits of protective equipment, tools, and also lectures and motion pictures are valuable in putting tle safety message across. First Aid Demonstration By DR. EUGENE E. WILLISON American Red Cross, Washington, D. C. Accompanying the demonstration, Doctor Willison spoke in part as follows: The two chief aim* of first aid training are to prevent accidents and to care for the injured person Itctwecn tlie time of the accident and arrival of the doctor. The person who understands first aid realizes the pain to himself and to hi* pockethook that an accident is liable to enst. and knows what to do m an emergenpy. In the voca tional school the instructor is responsible for instruction m safety and for the first aid administration in case of accident. The conditions existing in many schools are fully as hazardous as m commercial plants, and In some places conditions exist that would not be tolerated by a competent safety supervisor. Having had four years of training in engineering schools and having taught woodworking for a coujde of years. I fed scroegly on this point. Last summer I taught a coarse in first aid to men who had been teaching in vocational schools for several years. Some of the information they had about what to do or what net to do in case of accident was appalling. Much more training in Child Education Section 63 first aid practices should be given these men before they are put in charge of students. This applies q*Uy well to students They arc being trained for industrial work, and one of the important things that they need is instruction in safe practices. Usually the student receives no further formal schooling after he graduates. He should learn his lesson in school. The safe habits we stow in the student will not only help liim to keep free from accidents in industry, but will aid him to assume the responsibility lor tlie safety of himself ami his family on Uic street and at home. If lie is given sound training in first aid in school, be will remember the fundamentals of it ami this will be of value to him during his entire life. c , , y- tW a- tr Report of the Special Committee to Investigate Safety Education in Training of Teachers By H. G. NOYES Coordinator. Adult Education in Trade* and Industry, Wisconsin - Vocational Schools At the 1931 Safely Congress held in Chicago, the vocational school scssioo de cided to make a survey of the teacher training institutions In the United Stales, for the purpose of ascertaining the e'etent to which safety instruction is included in the curricula of each. This was to be undertaken by a special subcommittee of school, shop and laboratory committees. A questionnaire was, therefore, submitted to the trade and industrial teachers trainers in the several states. Forty-nine of these questionnaires were returned j the questions asked aud the information re ceived are as follows: . Question #1. "Is safety included in your teacher traiuhig?"* Yes--45; No--3. Qoestkm #2. **H so, -what methods arc employed?*' (a) "With what courses is safety correlated?* Answer--Woodworking, 36; machine shop, 33; auto me chanics, 25; electricity, 7; printing, 7; shop management course*. 6; first awl and hygiene, 4; sheet metal, 3; observation and practice of teaching, 3; welding. 3: home nursing, 2; stove industry, 1; pattern making, l; battery works, 1teaching occupational subjects, 1; foreman's training, 1; personnel management, l: paper making, 1; textiles, 1; plumbing, l; airplane mechanics. 1; electric arc welding, 1; building trades, 1; general metal, l; toucher training vocational education, 1; me chanical drawing, 1; school shop equipment., 1; painting,. 1; accident prevention, 1; industrial relations, 1; carpentry, 1. Question #2. (b) "Taught as separate subjects?" Answer--Yes, 7; No, 33. Question #2. Cc) "Discussed in conference?" Answer--Yes, 40 , No, 2. Question #2. "Do you think vocational teachers ought to have dear Irkas nf importance of accident prevention and bow to teach salcty?" Answer--Yes, 49; No, 0. It seems, therefore, that there is no concerto! movement on the part of teacher training institutions for a uniform course of safety instruction. It may be within the scope of tlie School Shop and Laboratory Committee to make sjecific recommenda tions concerning a procedure which may be followed in order to assure such a curriculum. Apparently there is some interest in the prevention of accidents to embryo teacher stodents while in the shops, but the philosophy of training them to teach others to avoid accidents through safe practices lias not yet been adopted. ADJOURNMENT. TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL home Safety FRIDAY MORNING SESSION October 7, 1932 The Home Safety Session convened in the Wardman Park Hotel with Chairman Dr. R. M. Little, Director of Rehabilitation, New York Department of Education, Albany, N. Y. presiding. Dr. Little spoke briefly u the purposes of the session, and then introduced the first speaker. What Is Home Safety? By ALICE L. EDWARDS Executive Secretary, American Home Economics Association, Washington, D. C. The speaker said in part: There has been a tendency to confine our safety instruc tions about home equipment and appliances tc- arbitrary rules with little explanation of the reason for them. May it not be true that m the long run mtr Isome folks would be safer if they were told more about the fundamental farts to be considered iti handling such service as fire, ga*, electricity, steam, and water, irrespective of a particular appliance with which they are used? There is something to learn about each new appliance, but if the "why" of the rule is understood, it will be tel lowed most intelligently and usually more faithfully. Emphasis is frequently placed on a few specific home tasks when discussing home safety because of the number or seriousness of accident* which liave occurred to person* who are engaged in them. It is well to center attention on certain of these, for those fraught with grave hazards should be made the subject of future research for safer methods, materials, or substitutes. Consider, for example, the danger accompanying dry cleaning in the home. However, past recommendations concerning dry cleaning have not come as a result of a thoughtful study of the home problem and have left the homemaker in a sad dilemma. Some have advised, "never use gasoline, use carbon tetrachloride": and the aspirant for safety has gasj>ed over the cost. He next hears, "don't do dry cleaning in the home: such work should be sent to the dry cleaning plant*': and lacking sufficient money to pay for such services, he wonders what tie is to do. What solution shall we recommend? Perhaps we are justified in hoping for a partial answer from Pennsylvania, where the pro prietor of a dry cleaning establishment, at the urgent request and cooperation of certain agencies, 5 trying out what we might cal! a "rough dry" service. He is dry cleaning garments and returning them to the homemakers to press and finish. It is generally conceded that safety is largely an educational problem, and this * durably true with reference to home safety. The household has a peculiar respon sibility in the safety movement. It should be concerned not alone with keeping its member* *afe while they are within the home. hut it should prepare them so that 65 66 Twenty-first Congress--National Safety Council they will he reasonably qualified to cope with the dangers they may meet when away from h, and so that they will not endanger the safety of others through care lessness, ignorance, or lack of self control. If we accept this interpretation of home safety, our conception must be enlarged to include a consideration of more Than material things. It must take into account the physical and mental welfare of the individuals making up the family group. Positive safety education in the home should recognize the importance of persons being kept physically fit, with keen eyes, steady nerves and strong muscles. These call for the understanding and observance of good habits--regular sleep, wholesome food, proper clothing, adequate fresh ah and exercise. They require protection from excessive exhaustion and disease. But safety requires more than physical fitness. It requires that a person be menially fit, that he develop good judgment, that be have poise and self control, and that be be personally well adjusted to his environ ment. From the standpoint of safety, the nervous, self destructful and unadjusted individual Is a liability. Safety education in tire home should begin with the infant wlvo lias everything to learn. If he is given a square deal, be receives sympathetic, kindly guidance in this worthy process. He is encouraged and shown how to do things safely, instead of beme shielded from everything in which there might *>c risk. The reaction developed by tins sort of education was nicely demonstrated by a child one year old. Standing on a chair beside the kitchen table, and curious about a pail which was almost out of reach, he caught the rim of the pail and pulled himself up to peep over the edge. Chair and pall tipped and three gallons of iqe cold water dashed over him as he fell to the Soot. As soon as he was warm and dressed in dry clothes, be slipped from his mother's lap, toddled over to the chair, pulled it directly hi front of the table and climbed up. Taking care to keep his balance in the middle of the chair and not to pull on the eilge of the pail. Ik* peered cautiously over the brim. It is perhaps fitting to report that the mother did nothing to hinder this second investigation and the incident was given no further consideration; but the child had learned a lesson in safety. Matches, knives, and scissors are classical examples of things which children seem possessed to play with. If a child is taught how to use them in the proper place and is permitted to do so, he will be less liable to try to [day surreptitiously with such dangerous appliances. If forbidden, they seem to lutve a fatal attraction. The wise mother, discovering her child is fascinated by such articles, plans to leach him how to use them and arranges for them to be used when she is about. A child should learn to be cautious about broken glass, hot water, electrical equipment, and innumerable other tilings. But lie should learn how to handle them safely, just as lie should learn to walk and to chmb in bed and go up and downstairs. No one has an Q})urlunity tor thrills equal to that of a child with wise parents who give Imn a fair chance to get acquainted with t!w wonders in his own home. * Some children seem to be doomed to trouble and accidents. Parents of such children should not rent content until they have discovered the reason for this. Is Mary always hurting herself? Why? Does Johnny frequently hurt the children with whom he plays? Why? Dn. Mary and Johnny continually injure aod break toys and furniture and tear tlveir clothes? Why? Causes of these maladjustments mar be easy to remove or may be difficult; but whatever they arer they should be ferreted out, whether physical or mental, and corrected. Only in this way may tiie child be properly related to his environment. It may be well in this connection to bear in mind that one quite as frequently finds the difficulty lodged in one's self, some other individual, or surrounding conditions as in the child , Modern education of parents is urging that the over-worked "dont's" be changed to "do," which in the end will bring a generous reward in producing individuals who can care for themselves, cope safely with their surroundings, and be qualified to do their share of the weald's work. Home Safety 67 Home Safety for Children By MISS GRACE ABBOTT Chif, CbildHnV Butmu, U. 8. Department of Labor, Washington, D. C. The speaker said in part: One hears much of the dangers which the mechanization of the home has brought, but I remember the dangers attending the me of the kerosene lamp and the oil stove and I realize there have been great advances in the safety of borne equipment. It sceius clear that the solution of the problem of home safety is m the main the responsibility of parents. An educational program for home safety must therefore begin with parents and particularly nuttlters. Children are in school only six hours out of the twenty-four, only five days of the week and nine months of the year. The opportunity offered the teacher for training the child in habits of safety is therefore very much less titan the opportunity of the jarcnls. The training of children In habits of safety must be appropriate for tlieir years. The training program must be given to the mother when the child is young. She knows bow helpless the baby is and how much care he requires. Nevertheless, site often needs to be told tliat tlie physical safety of tlie baby k> the responsibility of his patents. The baby and the very young child must be kept away from fires, from poison, and from dangerous positions. Because he is too young to be taught how to take care of himself, he cannot be allowed to use any dangerous equipment. He must be ke(>t away from the stove and a!! tlie other hazards of the Ikhic. Toys and other things which a child is given to play with should, of course, fie safe. Many of tliem are not. Painted toys given to children often expose them to the danger of lead poisoning if they put the toys in their mouths. When the child become* a little older It is safe for him to use many things tlnat were kept out of his reach earlier. He can learn to wsc hammer and nails, for example.. The nursery school has demonstrated that children can do man)' things safely which parents have been unwilling to allow them to attempt. A too efficient mother frequently does not train her child m habits of safety because she counts on protecting him. This is unfair to the child and results in his own inefficiencyand inadequacy as occasions arise when he must act for htmsdf. Children can only karo things by doing things safely. 1 am enough of a heretic m regard to housekeeping to say that some Ikmiks are too orderly. The objective should be homentaking rather than housekeeping, and when there is conflict between the two the housekeeping standards mast be sacrificed. Disorder frequently means only that the house is used--that people actually enjoy living there. On the other hand, for safety there must he a basic order even though it is not always apparent on the surface. For safety it is much more important that the cellar stairs have a substantial handrail and be well lighted than to have them scrubbed often, Tsie standards by which the mother feds she i* judged are the standards of her neighbors and friends. And in the past she has been judged loo often by housekeeping standards only and not encouraged to put family values first. We shall have to free women from die old servitude to curtains, expensive furniture and clothes which aie entiiely inappropriate for young children, if they arc to have time and interest to devote to their children. The agency which has been found moat useful in teaching parents bow to train their young children in good health habits is the Child Health Conference. Here mother, doctor and nurse discuss what is good, general health procedure as well as the special needs of Johnnie or Susie. Instruction of parents of tlicse young children in training children in habits of safety could also be. included in the program of these centers. After the child readies school age the school must undertake tlie major educational jobs, but the parent must continue to supplement tlic safety teaching of the school. Too many times parents unconsciously or consciously undo the work of the schools unless they understand the program of the school. School officers and 68 Twenty-first Congress--National Safety Council teachers realize this cooperation between home and school is fundamental for the success of (lie wltole school program, but it requires time and patience and skill which the teacher docs not always have. V The Physician-Mother Looks at Home Safety . By MARJORIE D. BATCHELOR r J> P ytf ^hc- speaker said m parte On the hasis^of 100,000 population, then# were hi amen# childreli p to 4 years of age, JOt deaths from pneumonia, 0o from intestinal disorders, and 58- from accidents. My own feeling is that death resulting from ill nesses. which might have been avoided if more intelligence or care had been shown in the home, belong under the heading of accidental deaths. This pneumonia death rale is very high. Tltc home does not generally recognize the potential danger in the ordinary cold and does not cope with it intelligently. The high death rate from intestinal disorders also needs an educational campaign. Accidents among the very young show* that burns arc most common. Adults are often to blame ly misplacing containers of hot Hquids. leaving fires unguarded ami placing matches within reach of baby* fingers. Falls among tl>e very young are also often attributable to adult negligence--the roll from tire bed or table, the runaway carriage, the miguardvd stairway, life abominable higlidtair. _ \b (jT - For children ranging i age romr 5 to 9. reckoning on the stfrnc/basis of 100.000 population, accidents banc killed 4 iilipfailw IlfKJ'ainil pneumonia *6/ Accidents mm- are due in large pan to die child's own activities rather than to the indiscretion of adults, except in mi far as these adults have failed to give proper instruction to the chUdren. Children have an instinctive fire worship. In tlte light of our own race developmxnt it seems natural that ft shuuhl be so. but why can't wt* make greater effort* to educate children to use fire more carefully? Falls also have a high acci dental rate during these years. But here again, why don't we do mure to teach children liow to climb safely? farther shoes are a real hindrance ini climbing. Vet how many lorow^ >Ugc*t thin nddna sneakers fur their climlmig sons? There might be fewer accident* imni falling it childten were taught % hit more about the art rtf climbing. Kvcry case of diphtheria in a community is a disgrace. No matter how low the number may he. any nc case is one too many. It is an entirely preventable disease and should be wijctl ntt. It is up to progressive individuals tn each community to arouse public sentiment to tile point vvlvcrc protection is made available for every child aiid every family is made willing to cooperate. Among children between the ages of 10 to 14. accidental deaths lead in the mor tality lists, hot fatalities from heart disease already have a showing that is high-- iii*re than one-third as many deaths as from accidents. When a person with heart disease get* into thv liaiul* ctf a jdiysician. it :s a common finding that he Has already bod the trouble for a long time, often from childhood. Heart disease m many cases begin* with an infection--often it begins after heavy colds, influenza, diphttteria, rheumatism, chorea, scarlet fever, etc- P<o{4c think they are merely liavtng a slow convalescence when in realky they arc beginning a heart infection. T want to make a plea to give sclwxd children a chance to recover completely from tlicir minor illncsmr* before we rash them back to the heavy schedule of school work Too often we get them back before they are altogether fit and they drag along for days or weeks, feeling under the weather. It is out of such insignificant beginnings that tfuuty cases of heart disease develop. Between the ages of 10 to 14, many of the deaths from heart disease are due to congenital defects which make it impossible for the Iieart to keep up with the demands of the fast growing body; but some are also Home Safety v> due to infectious which might liave been prevented ly proper cutitr.d ,,i tSt* sHtn;**cs of childhood. During the year* between 15 and 19, tuhwoulosfa head* tfc li-1 uf death reports, The high incidence of Hus disease during these years is probably influenced by , several factors. First, the. strenuous physical and emotional life uf tl*c-e jean. winch \ tends to sap even a vigorous body and is often fatal to one ill with infection. Second, * the disregard to convalescence diown by youog people Tlnry Rive thctmctvc* no chance to recover fully before they dash Imck lulu U*vu ir<iio>i.s living, Third,, the poor eating hygiene shown by adolescents, csa*eciall> those win- endeavor tok if to keep thin or to reduce. The high incidence of tubcrculo>i< ic immd cmutpicuoml} N5 among the young of families in cocafur table circumstance* radio titan among the poorer families, so that bad economic conditions do i>ot scent to be a iaclor.^f^/fy/h ' vFalls rank first m the list of accidents to old people. Sercnt-vMmrTTcr cent kil alA accidents to people over *j5 is shown to be falls. From the economic as well as the humanitarian point of view, libs is tippnlliu.cr. The bones oi eld jwx>pk break easily and mend slowly.. It often mean-, h-ntr kcKpita'luatinn with expense and. unfortunately, often great (lisccmtcul. For old people. waxed floor* should l avoided, run-down hods quickly repaiied. small rues well aocEwtrsd. a a-uv mo-.rug at the top of the stairs assured. Hand rsuiim** for stairs well placed and good lighting * given to aid tlwnv failing vision. Protection at Home Through Safety and First Aid By DR. OTIS MARSHALL Field Representative First Aid. American Red Cross, Washington, D_ C. Dr. Marsliall gave w praciival demonstration before the delegates ms the npidicn- ti'on of first aid- During this demonstration he said in part: Safety in tlie home., as elsewhere, is inseparable mn first aid. The best agency for producing this is our public school*. T**ki\ the modem liters ,>eiWh train* ts Students to meet effectively life's jirohlems. Such a cnoceigu*) demands training in safety usk! first aid. especially in the rural schools, a-f ntavy .f Sisvvr tuikills expect to remain iu tlior communities where the httowUvItn- i*< h.d!y iurcivl 3'irt! awl helps in their vocational cUiciciicv and as citizens. Cuts and scratches arc so common that it become* >uti*<3iy fur Uie parent to prevent tlwm a* far as |cs$ihlc ami to know what to <!* wlwti tlwy occur m> as to prexent infection. All tools, especially diarp edged one*. %lw*utd 3e *ut <ii reach of the small child and olikrt one* tant'Ut Ik>v, U> jin^icrU u*c tlwm. Children like to imitate larger stuicturcs b;. [luiWnti; in miniature. Sec that Uwy arc taujiht in huikl with Uurd$ witlKKtl nails <n splintcretl cwk. `i lw*e entering iln- h>>dy. make puncture rounds, soi-etimcs causing J'Xkjaw. Tliesc sliould tveeixe tir.st akl treat ment immediately by pulling duectly mto the cut scwnetlimg lhai will destroy any entering germs and yet not disturb our own tissue along ltc edge oi tl*e cat. There arc mam disinfectants on the market. However, the Amtrk-an Uctl Cross teaches the use of iodine, one-lialf snength, because it is effective, may Ik.- made by any reputable chemical laboratory, and is easily oluaincd. Wltencvcr the area around a scratch or cut becomes inflamed it should at once receive atumtiuw Du nut delay, for delay may mean blood pohonitig. ^ Caution chihhcu against standing on insecure ofjjects. window sills anti tlie like, as a fall through broken ijlass may result in a cut artery or other serious Injury. When an artery is cut we should ki>o\v how to control bleeding u i*h the me of our intnds and nothing el*c ; it is \*ry im^rlaut that we learn tluough first aid training the five main points of pressure in order to stop bleeding. Orderliness ami not allowing ihmgs to be scattered about may prevent many falls. WIjcii h broken hone results from n fall, straighten the limb affected and f**rir 70 Twenty-jirst Congress*--National Safety Council keep it in a comfortable lying position, well covered and warm, so as not to prevent shock. If it becomes necessary to move the patient, always support the fractured part by splints and move in a horizontal position, keeping the head low. Shock is a condition brought about by an injury, seeing an injury, or even hearing bad news. The one who is shocked is pale, cold, clammy, mentally sluggish and has a fast, weak pulse, sometimes difficult to find. This case should always be put in a prone position, covered up warmly and if obtainable hot water bottles applied. A warm drink acts as a stimulant. Prevent fires by keeping house free of rubbish. Train the child not to play with matches and to handle lamps carefully. Never pour kerosene or gasoline into a stove. Little blares are easy to put out if we keep cool and use extinguisher* or wafer, a little at a time. You may beat out a flame with a broom or a coat. If clothing catches on fire, wrap up in a blanket and roll over. If none is available, beat out the flames wHh your lands. For bums use a soda solution or epeotn salts solatium and cover with gauze. If a first aid kit is available, use a picric arid gauge found there. ADJOURNMENT INDEX Abbott, G - Home Safety foe Children, 47-41. Accident-Prone Driver: See Personal Factor*. Accident Sutittiec INsoosmoa qt Rural Hsrti- iy Hazard* Committee Ktjwrti (Smith), 13*14. . High-Accident Location CHnie (Vey), 6-7 Psychological -Factois In Highway Accidents (Vitek*), 4*6. ,, Report of Committee on Rural Highway Haz ard* (Taylor), 11*13, A Swmthd Method of Comparing Accident Statistics (McCroefcey), 30*32. Traffic Accident Indexes (Fisk), 27*30 What Information Should the Accident Re port Giv*J (Stubka), 7-1 Wbtl the Pubik Wants to Know Abort* AcJ* fasti (Hewton), 14*16. What We May Expect as the Future of Traffic Accidents (Williams), 32*33. AutotnobUe Driving: Committee on the Driver, Joint Session with Stroct and Highway Traffic Saclion and D*Bvny, Taxicab and Dus Section, 3*6. Demonstration ol A Typical Ora) Exarauva- imm awl Driving Test (FJeCarmesdml, 22-23. . * Drivers* License Examinations. I'tcscni amd Future (Stoockei), 18-20. Examination by Local Officials (Lyon). 20 22 Horse Power a*td Horse Seti&t Education or the Adult Motorist iHcKnua). IS 17. Psychological Factor* in Hlrhwfiv Accidents (Vitefes), 4*4. Reducing Auto* Accidents Through the (Gilbert), 55-60. B Bamberger, Dr. F.: Au Evaluation of Tech* ttkjues Used in Teaching Safety, 51 S3. Batchelor, M- D. The Phyafeian-Mutber Looks at Home Safety, 68-0& Blanchard, A. H.: The Legal Rights of Podea* trianx, 33*37. Bradford. Mrs. H.: Parents tad Teachers Co* tivr OitU Svfof, JU-St, c Child Education Section: Minutes, 47 61. Report of Committee on Elementary Educa tion (Schad), 47-4*. Report of Committee on Membership (Shr nrf), 49. Report of Couwuiffiee cm Secondary Education (Slack;-, 4* 49. Committee on the. Driver:. Joint Sasinon with Street and Highway Traffic Section and Dthvery, Taxicab and Bus Section, 3*6 Copper, Hon. VV. J.-. Progran* m Safety Edu cation, 49*50. D Ikdimendii, C.: DensonotraJiim of a Typical Oral Examination and Driving Test, 2Z*2J. Delivery, Taxicab and Bu Section; Joint S- Mon with R, S. C- Committee on the Driver and Street and Highway Traffic Section, Drivers' License*: See Automobile Driving. Education: An Evaluatfeii of Techniques Used in Teaching Stfetv fBamberger). SI -,y. Effectiveness ol Visual Instructkm iu Teach ing Safety (Hachhnmei), 51. Hew to Follow Through on Kreommendarintt* of the White House Confercoco on Child Health and Preteetkm (Hastings), 54-56. I'areAts and Teachers Cooperate for Chiht Safety (Bradford). 53-54. Progress in Safety Education (Cooper), 49-50. Report of Committee on Fktnettianr Educa tion (Schad). 47-4*. Report id Coawnitief om Secondary Education (Stack), 48-49. Report of Special Committee to Investigate Safety Education in Traotun* ci Teachers (Noyes). 43A State-Wide Safety Program (freUnd). See also Vocational Education. Edwards, A, L-; What is Home Safeoy? 65.66. Electric Railway*? The Place ol the Street Car in Traffic (W6oer)( J7 SK Ely. S. M.: The School By Patrol. 52-58. V First Aid: First AmI DemMutralat* (WiMi* sent 62*63. l'*f etten at Hume Through Safety ansi t st Aid (Marshall). 69*70. Fisk, C- C : Traffic Accident Index**, 32 30 G (nlberi. L,: Reducing Auto Akutt Tlirciutfi the Shops, 58-60. (festife, Dr. F, U,t Problem* ol Public Rela tions, 25-36, H Hastings. (I A.: How to Follow Through chi Rocemri-etwUtfon* rsf the White Houee Conifrmee on OiiU Health and f'ralwtiwi, 54*56. High School,; Sn &tuBifAfi: Vucnlutul >hication. Hochbefaner, R-: Effcctiveacsa o( Visual in* Mruction in Teaching Safety, 51. Hoffman, H. <V- ilorve Power a:sd Horse Sense Education of the Adult MM-ina Report of Committee <m Uniformity, 41*42, Home Safety: Home Safety for Children (Abbott). 67-68. The Physodafl-Mother Looks a Home Safely (Batchelor), 68*69. Protection at limn* Through Safety and First Aid (Marshall). 69 7U. What it Horn* Safety? (Edwards). 05-66 Hume Safety .Seniow &5-70 HooivoerT, raKf.ficM, .3;7-T3*h. e Place rf the Street Car I Institute of Traffic Engineer*: Joint Session with Street and Highway Traffic Section, Ireland, I>r,, A. 0.; A State-Wide Safety Pro* gram. 56-57. Ej Eastern Conference of Motor Vehicle Admlnis- James. K. \V ; Tlw* Work of the Joint Com Irators: Joint Session with Street *d mitlCc on Traffic S*gu and Signal Codes, Highway Traffic Section, 11-2L 43*46. 71 72 r city-first Congress--National Safety Cetittsi! K Krais. ,1 owl K`*huiic caw* *i V'.iis*l UeliabiltiatMin <> a Service ! O^crnHierti, U) 61. Krem*>~l.Z7.F- M : Kn/..*rce*MMt an*! Accident-. L I.4u- Eufercc-oeiii: See Traffic l-iirI.Cain I... A.;: I^LimitaiiuH oiociaF. 3i-2 l,,.<ai M .\3( i>>fcfccv. T. T.r A Snui|t>ii Accident Si*umh. *0 \j. ilclmyrc, I., W.: K>hKtiu 4 traffic .Wet< tents he Kittfitteerm*: Mcthx'K, 4. I)r i> - I'mtevtNiM m Home Tbr-onrf! Safely am! Sam .\t4, </?-)& N .Valiouat O-ofeieitce h Street ;*u4 JfiiKl-aa*- Sufclys J*iiit Se-i>t veil Sirees and Hvckn'ay TratBe Secthm, NaiiuMl TralHc Safety- C mol i 24-J7. Xtwton, i. Si.; What ibe I'uUie Want* to .Vfenii jVcrtiitw^ H'K. If <*.{ Ke^ani the St<*.*af C->un(t tee t* litrtSuaie Safety jii.m iti TYamfust s Teacher*. <J. P Parker. C. K,,: \\ hat ton (Mice 4-j About Tr*ft*c? 23-24. Patrols: LtemoiKtratirm, Tire ScJmrt! Boj; [`air<4 iKlrl, Pavement*: Tfee Select * .4 J*i.tetiem T.v;es Un Hirhaj Nnrtace* Ci*eubcIyX. S&-L Vcabodjr, I* K: The Selection 4 Pavem-nt Type* fee IliRlttray Surface*. AS-JO. Pedemriau*- The Klein* IVte^tnan* (ttlamhard). 33-37 l'rrtflil Fjwtors I'yvihrVuitaf Jacteiri ;u llsRlmay A<cittern* (Vitete*). 16 JV4arse:as.Frobleta* of Public Reteiu.*i* sG.-.nffteK What Cat* J'.tlne *k Alonii TrafEe? (E'atker), 2J-2-* r?yctwS<-jry ; See rernutal Fartiwt P. KeUatuKlati'-.M atl (u`etii<te SejtHiff raitfe 4 VxainuaS Kr)uh!Kiaiv<n :t* a Service ! Iec-Mtiicui <KraifV. Staefc. IT f.r Rci*t ct Committee m Stx-ttnJ- . ary EJueatimt. -tit 49. Sintcltt R. ft.; fJriver** Licen-e Ewnmii _ lv\ Pie>cnt atkl Fuiorc. JX-JOi Street aW Highway Traffic Scctwm: Trent Sent**! with Eastern O-afercnee el 31<rt'?i \ehhlc .44ntin!>uaitif*. II 31. Joint Fes<ti unh h;*tnure *4 Traffic EayH* Kers 27-39. .Mat Se*W. with Xali-ttai <-*UerciKC on Street a*I Highway Safety. .*V*4fc J`4t*t Sc*k*m with &.. S C. l-uitnittcc the I Inver at>4 the Ikliwn. T<jb am! Hu* Section, 3-4. Mineue*. J--*6 \tHiuj|iiw Cnwmltire JtMJ. OfScer-. UMI. Kc|rt -A Cmmnittee <*; PuKhc Education,, 1A. Kei>at *i Committee .i Kura! liurkway Igje- ardt (1'aylor), tl-Ji. Kel-ort ef Cummitlrt mi Uiiti<*fiuity (H..Aman). 4 S-tJ. S;ig4*a, 1` }.: What lMfc^Hiati >4l SiKndkl the AccMent rtejMct Csv*? 7.jt.. Sylvester. Jr. C. W. Safety EJwcatiwrt iw VM.nthHiat Sch<i, St-62. t*. JV Hetwvt e4 Gnmumee o-i Kora! Ilienuay IJacArdx, 2t-U. i $af!tr- m Kuril HJiituva) ilarardt Kct>em iSntiih). JJ-N. EuSrcemcnt ^tid Accident tkmnU, y*-37. 5Irb-.Vrcwlewt LecatioM Oimc <Vev). 6 7. The !*Ltce of tUe Street Car in Inilftc rlfrvi), 37-3H. ("rmbfew* tf I'wbUc fteUifeHta ftfewaila). HedncitxH of Traffic Accident-* bv KtJteef mu Method* (3TeImy **), 4- Keitort t CommitlM rut Km;.-! Hiubwat Hauutl*- (Taykv), JI-13, Ker*Mi ot tl>e Committee sm Traffic Etatti- wcerinc tSimpwoa), 8-9 The SeleeiitHt of Tarement *1 yt*e* hc HIkEiHa Suifaee* (Peabody). 3*-Jt9. IrafW -\ehfent Indexa* (Fi*k). 27-30, Wbal Can J'dat :Jo AboufTraffic? (Parker). 33 24. W'l.at W* May- Zxrveet ax the Future '-*1 Trallic Acckfeiits 32 33, See aha Pedcalriait*. I n-lfiiv 1 Vmomratlon: eti. f riffic Laws* Ihtcttxfrtoe on Imfew TrDc fjtvty. 33-Hr lion- ihe MmW TralUe Ordiftancc ha* Stm! the Teat <Vrtij|^iik). <2 it, Kwrwawit , o4f1-JC2o. mmittee ' U. uifer>5ev tlletf- See n!w> Aol'WMlilt IVivhn?, Tmffi: Obaervaikat T*on-: 4*. S<hvl. 1* A.i Kei-rft *4 raiwiuee * Kle- ^ enta*y Frlocation, -JT'4*, School Shj*t See \WatKna! hAucaif--n. Jxhn.il*--Safrir Work Writ*: See Kilm-atiou-; , I'air*!*: V**ca.n.at K>Wti>'n ShfrMnetrmdb. erMnW. s3. !.: Ket*rt *J t'-xu<u!ttee "*i SiirwaJ*---Trafik; TIw \y*rfc <4 the JT*dut Cent mittee iw Tratac Sten ami Sirnal Cote* (.lame*). 43-46. ' Stgti*---Traffic: The WVwk of the Jmiii Com mittee on Trafhc S*}rv> ami Sauna! Codes . (.fames). -U-fi. Smjuii, H. &: Report nf the Committee mi Traffic KnincertNjr. H-9 5hnjth, K. K.: J*i>eu**ioM of Kura! Highnav Xatartls Committee Kcr*orts, P-14. Vev1. _.A, II,j HiKh-Accwleut TaMratket Oittie,. \`ilefe*. M. S.: I'nythelogicat Factor* iu Hich- u-ay Acctdents 4-6. Vocational Educatloni Reductnr Auo Acrident* larough tlve ShopcJ (Gilbert). S8-6a J^afety EilucatMin m Vocational Schocl* (Ssl- v a*ter), 41-C-2. ' Wufffnnk. G.: H*m- tlte JfoJel AVafhc Unit- nance ha* Stool the rei. J2 4.C \V A'*hte Iloufe Conference: Wilfiam-.. S J.: What W May Expect a. the # Future m Traffic ^Vicifem-, 32-33. W iRixrei, l)r. E. E.: Fir*t Awl Ifemenstratiun. 6?-3. GREAT LAKES MICROFILM COMl CHICAGO, ILLINOIS I hereby certify that the fallowing described records of: n .556?,^?! FROM: S/Alr t & C T~ / 9/?>/ Hen L~ I ' { THRU: Vt>Lr$ gC7~l?3l. ViL-Q- f. were photographed as received and without alteration by the Great Lakes Mien 3734 South Archer Avenue - Chicago 32, l|