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I 57 Urrent safety topics f GENERAL SESSIONS Transactions of the ,45th National Safety Congress (October 21-25,1957, Chicago III.) iV NATIONAL SAFETY COUNCIL 425 N. MICHIGAN AVENUE, CHICAGO It, ILLINOIS i CONTENTS I Officers, Trustees, and Board of Directors 5 ANNUAL COUNCIL MEETING Minutes ..................................................... invocation................................................... The President's Report................................. 1958 National Safety Good Turn.............. Women in Industry....................................... Keynote Address......................................... Warren Meland .... Mrs. Gertrude H. Frese 20 I i 9\ Major General B. K. Young 25 ] ANNUAL BANQUET Banquet Address . Award Presentation Honorable William G. Stratton 29 .......................Paul G. Hoffman 33 | WOMEN'S ACTIVITIES Our Role in Safety Leadership.................. .............. Mrs. Raymond Sayre 37 Time for Decision........................................................... William G. Johnson 38 The Traffic Problem................................................................. James D. Hill 41 1 Fundamentals of Home Safety Activities. .............. Miss Eunice Heywood 51 The Philosophy of the Beaded Shoes........................ Charles W. Ferguson 52 Officers ....................................................... ..................................................... 54 ' Safety Exposition Exhibitors.................. ................................................... 55 Index to all Current Safety Topics volumes 65 IE/ Lcaminj 13,000 t Chicago orfhang Througt for helf This w; half a industru is bring And nov Througt travel a encounti thoughts To enct the Nati of condt is a han set of vc Since th the com available Congres Congres: LEARNING TO LIVE ... Learning to live--safely--was the drawing card which brought more than 13,000 men and women from the United States and 27 other countries to Chicago for the 45th National Safety Congress. These people gathered to exchange the latest ideas in safe attitudes, safe methods and safe equipment Through speeches, panel discussions and symposiums, they acquired new ideas for helping others--and themselves--to live, work, and play safely. This was the reason the National Safety Council was organized less than half a century ago, a time when man's thoughts barely kept pace with the industrial revolution. Since then, man has introduced an atomic age which is bringing the continents closer and has made the earth a smaller world. And now man anticipates inter-space travel! Through science and technology, man is progressing to increasing speeds in travel and production, and increasing dangers--new dangers never before encountered. These, in addition to the everyday hazards of life, occupied the thoughts of the safety people at the Congress. To encourage more widespread knowledge of the various fields of safety, the National Safety Council publishes the Current Safety Topics--30 volumes of condensations of Congress speeches and exchanges of ideas. Each volume is a bandy reference to different phases of accident prevention. The complete set of volumes are listed on the back page of each volume. Since the proceedings have been edited and condensed for reference purposes, the complete original manuscripts with any charts or illustrations used, are available in the National Safety Council files. Views expressed at the Congress or in any volume of Current Safety Topics are those of the Congress participants, and not necessarily those of the National Safety Council. 3 Vice Chairman, Board of Directors--Dr, Lowell B. Fishes, Presi dent, North Central Association of Colleges and Secondary Schools, University of Illinois, Urbana, I1L President--Ned H. Dearborn, President, National Safety Council, Chicago, I1L Vice-President for Farms--Kirk Fox, Editor, Successful Farming, Meredith Publishing Co., Des Moines, Iowa. Vice-President for Finance, and Treasurer--William H. Lowe, Treasurer, Inland Steel Co., Chicago, 111. Vice-President for Homes--Dr. George M. Wheatley, Third Vice President, Metropolitan Life Insurance Co., New York, N. Y. Vice-President for Industry--Gerard O. Griffin, Director of Safety, Dravo Corp., Neville Island, Pittsburgh, Pa. Vice-President for Labor--P. L. Siemili.fr, General Vice President. International Association of Machinists, Chicago, 111. Vice-President for Local Safety Organisations--Walter K. Koch, President, Mountain States Telephone and Telegraph Co., Denver Colo. Vice-President for Membership--Edward C. Myers, Vice-President, United States Steel Corp., Pittsburgh, Pa. Vice-President for Public Information--Charles W. Fercusox, Senior Editor, The Reader's Digest, Pleasantville, N.-Y. Vice-President for Schools and Colleges--Dr. Lowell B. Fisher (Also Vice-Chairman of Board; see above). Vice-President for Traffic and Transportation--E. J. Buhner, Chair man of the Board, Silver Fleet Motor Express, Inc, Louisville, Ky. Vice-President for Women's Activities--Miss Marion E Martin, Commissioner of Labor and Industry, State of Maine, Augusta, Me. Executive Vice-President--G. C Stewart, Executive Vice-President, National Safety Council, Chicago, IIL Secretary--R. L. Forney, Secretary, National Safety Council, Chi cago, 111. Assistant Treasurers--Buford B. McCulloch, President, Bureau of Safety, Inc., Chicago, 111. J. D. Fulford, Director, Treasury Bureau, National Safety Council, Chicago, 111. 5 Vice-Chairman of the Trustees--John Stilwell, Yonkers, N. Y. Secretary of the Trustees--Ned H. Dearbors, President, National Safety Council, Chicago, III. Members Melvin H. Bakes, Chairman, Board of Directors, National Gypsum Company, Buffalo, N. Y. James B. Black, Chairman, Board of Directors. Pacific Gas and Electric Co., San Frandsco, Calif. S. Bruce Black, Chairman, Liberty Mutual Insurance Company, Boston, Mass. Walter F. Casey, President, Automobile Carriers Inc., Flint, Mich. (Ex-Officio). Cason J. Callaway, Blue Springs Farms, Hamilton, Ga. William G. Chandler, President, Scripps-Howard Supply Co., New York, N. Y. Charles R. Cox, President, Kennecott Copper Corp, New York, N.Y. Cleo F. Craig, Member, Executive Committee, American Telephone & Tdegraph Co., New York, N. Y. Walter J. Cummings, Chairman, Board of Directors, Continental Illinois National Bank and Trust Co., Chicago, I1L Harlow H. Curtice, President, General Motors Corp, General Motors Bldg., Detroit; Mich. Ned H. Dearborn, President, National Safety Council, Chicago, 111. (Ex-Offido). Richard R. Deupree, Chairman, Board of Directors, Procter and Gamble Co., Cincinnati, Ohio. J. Doyle DeWitt, President, The Travelers, Hartford, Conn. Morse G. Dial, President, Union Carbide Corp., New York, N. Y. E. F. D0 Pont, Director, Employee Relations Dept, E. I. du Pont de Nemours & Co., Inin, Wilmington, Del. 8 6 Notional Safety Council (Trustees; continued) Frederic W. Ecker, President, Metropolitan Life Insurance Co., New York, N. Y. Benjamin F. Fairijss, President, American Iron & Steel Institute, New York, N. Y.__________ _______________________________ Calvin Fentress, Jjl, Chairman, Allstate Insurance Co., Skokie, 111. Francis J. Gavin, Chairman, Board of Directors, Great Northern Railway Co., St Paul, Minn. E. Roland Harmman. Brown Brothers Harriman & Co., New York, N.Y. Clifford F. Hood, President, United States Steel Cjrp., Pittsburgh, Pa. Joseph L. Lanier, President, West Point Manufacturing Co., West Point, Ga. George E. Leighty, Chairman, Board of Directors, Railway Labor Executives' Assn., Washington, D. C Ray D. Morphy, Chairman, The Equitable Life Assurance Society of the United States, New York; N. Y. T. S. Petersen, President, Standard Oil Co. of California, San Fran cisco, Calif. Gwilym A. Price, President and Chairman, Westinghouse Electric Corp., Pittsburgh, Pa. Walter P. Reutheb, Vice President; American Federation of LaborCongress of Industrial Organizations, Detroit, Mich. W. S. S. Rodgers, Former Chairman, The Texas Co., New York, X. Y. Edward L. Shea, Chairman, Ethyl Corp., New York, N. Y. Herbert E. Smith, Former Chairman, United States Rubber Co., New York, N. Y. John Stilwell, Yonkers, N. Y. Arthur E. Stoddard, President, Union Pacific Railroad Co., Omaha, Nebr. Dr. John F. Thompson, Chairman, The International Nickel Co., Inc, New York, N. Y. Kenneth C. Towe, Chairman, American Cyanamid Co., New York, N.Y. Juan T. Trippe, President, Pan-American World Airways System, New York, N. Y. G E. Wilson, Birmingham, Mich. Robert W. Woodruff, Chairman, Finance Committee, The Coca-Cola Co., Atlanta, Ga. National Safety Couneil Nation Safety tM ItM IM IM M IIM M IH M U IM lIM m mmimmummmftimmii BOARD OF DIRECTORS Chairman of the Board of Directors--:Walter F. Casey, President, Automobile Carriers Inc, Flint, Mich. Vice-Chairman of the Board of Directors--Dr. Lowell B. Fishes, President, North Central Association of Colleges and Secondary Schools, University of Illinois, Urbana, 111. Members Frank R. Ahlgren, Editor, The Commercial Appeal, Memphis, Term. J. T. Blalock, Vice President, Pacific Indemnity Co., Los Angeles, Calif. T. N. Boate, Manager, Accident Prevention Dept, Association of Casualty and Surety Cos., New York, N. Y. Norman E Boeserson, Deputy Superintendent, State Dept of Public Instruction, Lansing, Mich. Al. E. Brown, Vice-President and Regional Director for the West Coast United Papermakers and Paperworkers, Portland, Ore. E. J. Buhner, Chairman of the Board, Silver Fleet Motor Express, Inc, Louisville, Ky. Robert R. Burton, Vice-President Kenyon & Eckhardt Inc, Chi cago, I1L Alfred W. Cantwell, National Director Safety Services, The American National Red Cross, Washington, D. C. Walter F. Caret, President Automobile Carriers Inc, Flint Mich. Dr. A. L. Chapman, Chief, Division of Special Health Services, U. S. Public Health Service, Washington, D. C Dr. Zenas R. Clark, Administrative Assistant Wilmington Public Schools, Wilmington, DeL John M. Convert, Employee Relations Division, National Association of Manufacturers, New York, N. Y. M. R. Darlington, Jr, Managing Director, Inter-Industry Highway Safety Committee, Washington, D. C J. B. Davies, Assistant Vice-President Industrial Products Group, Mine Safety Appliances Co., Pittsburgh, Pa. R. H. Ferguson, Assistant Director of Industrial Relations, Republic Steel Corp., Qeveland, Ohio. Dr. Lowell B. Fisher, President, North Central Association of Col leges and Secondary Schools, University of Illinois, Urbana, UL. Kirk Fox, Editor, "Successful Farming," Meredith Publishing Co., Des Moines, la. Mrs. Gertrude H. Frese, Assistant to Vice President and General Manager, New York Telephone Co., Brooklyn, N. Y. Gerard O. Griffin, Director of Safety, Dravo Corp, Neville Island, Pittsburgh, Pa. S. W. Grimes, Managing Director, Pacific Coast Association of Pulp and Paper Manufacturers, Portland, Ore. Paul E. Gueske, Pompano Beach, Fla. R. P. Hamilton, Superintendent of Safety, St Louis-San Francisco Railway Co, St Louis, Mo. J. P. Hightower, Director, Transportation and Safety, The Grey hound Corp, Chicago, 111. Stanley G Hope, President, Esso Standard Oil Co, New York, N. Y. George A. Jacoby, Director of Personnel Relations, General Motors Corp, Detroit, Mich. Newell R. Johnson, General Manager, American Mutual Insurance Alliance, Chicago, 111. Walter K. Koch, President, Mountain States Telephone and Tele graph Co, Denver, Colo. 9 t National Safety Council (Board of Directors, continued) Natioi Safety Dalibor W. Kzalqvec, Assistant Director in Charge of Safety, The Board of Education, Philadelphia, Pa. University, Evanston, 111. Edmond H. Leavey, President, International Telephone and Tele graph Corp, New York, N. Y. E. W. Lehmann, Prof. Emeritus, Urbana, 111. William H. Lowe, Treasurer, Inland Steel Co., Chicago, I1L E. C McFabden, Vice President, Texas Employers' Insurance Assn, Dallas, Texas. Harold G. Mangelsdorf, Standard.Oil Co. (N. J.) New York, N. Y. Miss Marion E. Martin, Commissioner of Labor and Industry, State of Maine, Augusta, Maine. I. W. Millard, Chairman of the Board, Industrial Gloves Co, Dan ville, HL Edward G Myers, Assistant Vice President, U. S. Steel Corp, Pitts burgh, Pa. Guy L. Noble, Managing Director, National Committee on Boys and Girls Club Woik, Chicago, BL Henry* E. North, Vice-President, Metropolitan Life Insurance Co, San Francisco, Calif. Clifton W. Phaten. Executive Vice-President, American Telephone and Telegraph, New York, N. Y. Mbs. Ivy Baker Priest, Treasurer of the United States, Treasury Dept, Washington, D. G A. V. Rohweder, Superintendent of Safety and Welfare, Duluth, Missabe and Iron Range Railway Co, Duluth, Mina Robert T. Ross, Manager, Employee Service; Industrial Relations, Ford Motor Co, Dearborn, Mich. Mrs. Raymond Sayre, Ackworth, Iowa. A. J. Schwantes, Head of Dept of Agricultural Engineering, Uni versity of Minnesota, St Paul, Minn. Harry See, National Legislative Representative, Brotherhood of Railroad Trainmen, Washington, D. G 10 Council Louis B. Seltzer, Editor, The Cleveland Press, Cleveland, Ohio. P. L. Siemtt.t.eR, General Vice-President, International Association of Machinists. Chicago. 111. Reuben D. Siverson, Manager, Dept of Manufacture and Industrial Development, Chamber of Commerce of the United States, Wash ington, D. C J. L. S. Snead, Jr., President, Consolidated Freightways, Inc., Menlo Park, Calif. .Leslie J. Sorenson, City Traffic Engineer, Gtv of Chicago, Chicago, 111 Herman J. Spoerer, "Wee-President; Industrial Relations, The Youngs town Sheet and Tube Co., Youngstown, Ohio. A. E. Stottke, Vice-President; Allstate Insurance Co., Skokie, 111. G. C Stewart, Executive Wee President; National Safety Council, Chicago, 111. Walter A. Stewart, Trustee and former President, American Optical Co., Southbridge, Mass. Arthur E. Stoddard, President, Union Pacific Railroad Co., Omaha, Nebr. Col. W. L. Tubbs, Assistant for Ground Safety, DCS/Personnel, Hq,, U. S. Air Force, Washington, D. C. Lloyd Utter, Director, Industrial Health and Safety Division, United Automobile Workers, Detroit, Mich. Donald G. Vaughan, Secretary, Aetna Casualty and Surety Co., Hartford, Conn. Mrs. George Welles, Jr., Duluth, Minn. Dr. George M. Wheatley, Third Wee-President, Metropolitan Life Insurance Co., New York; N. Y. R. S. Wilson, Executive Wee-President, Goodyear Tire and Rubber Co., Akron, Ohio. W. O. Wilson, Manager of Safety, Standard Oil Co. (Ind.), Chi cago, 111. Dr. William P. Yant, Director of Research, Mine Safety Appliances Co., John T. Ryan Memorial Laboratory, Pittsburgh, Pa. 11 ".on 4fl I ANNUAL COUNCIL MEETING j cial guests an coming from resenting a g governmental MINUTES i were invited t | a round of aj ] Mr. Dearbc The 1957 Annual Council Meeting of the National Safety Council was held in the Grand Ballroom of the Conrad Hilton Hotel, Chicago, on October 21, with Ned II Dear born, President, presiding. The meeting opened with a Presentation of the Colors by Explorer Post 2022, Chi cago Council of the Boy Scouts of America. The Invocation was offered by Dr. Paul Minnich Robinson, President of the Church Federation of Greater Chicago. Mr. Dearborn then proceeded with the business of the meeting by announcing a quorum present, in person or by proxy. It was voted to dispense with the calling of the roll; also to dispense with the reading of the minutes of the previous Annual Meeting, as the minutes had been printed and circu lated to the membership. Mr. Dearborn called for the report of the Nominating Committee, which consisted of the following members: George A. Jacoby, Chairman: E. J. Buhner. Franklin M. Kxcml. Miss Marion E. Martin, Guy L. Noble, H. J. Spoerer, A. E. Spottke. continuing in office from previous elections, ings to all is given on pages 6 and 7 of this volume.) | countries, ma Mr. Jacoby presented nominations for j jDirectors, to be elected for a term of one 1 year. (Secretary's Note: A list of the new jBoard of Directors, as nominated and elected year after ye ence to the : attend the Cc A large nui at this meeting, will be found on pages S ! attending the to 11 of this volume) j Congress wet Dr. Yant presented nominations for Offi | greeted with cers of the Council, to be elected for a term Mr. Dearb Iof one year. (Secretary's Note: A list of the Officers nominated and elected at this meeting will be found on page 5 of this volume) Vice Preside attention to t | "Report to th | art emphasir There, were no nominations except those presented by Mr. Jacoby. Mr. Dearborn an report and u all Council m nounced that there were 28,885 votes favor Mr. Dearb ing the slate presented by the Nominating National Sai Committee, and no votes opposed. Those Chicago, Oct< attending the meeting voted without dissent in favor of the nominations, and Mr. Dear born declared the nominees elected. The reman of four addr Dearborn, k Mr. Jacoby paid special tribute to the fol ifajor-Genen lowing Council Officers who, after valuable dresses, as i service to the Council, are giving up their Mr. Jacoby reported in behalf of the positions this year: Walter A. Stewart, Nominating Committee, pointing out that Chairman of the Board of Directors; R. H. the Constitution authorizes the Committee Ferguson, Vice President for Industry; to name candidates for election to the Board Boyd Lewis, Vice President for Public of Directors and to all offices except the Information. Mr. Stewart and Mr. Fergu offices of Executive Vice President and son, although giving up their offices, will General Manager, and to place in nomina remain on the Board of Directors. Mr. tion at the Annual Council Meeting said Walter Care}*, who has served as Vice Pres candidates, as well as the candidates for elec ident for Traffic and Transportation, is tion to the Trustees named by the Trustees. named Chairman of the Board for the new The selections of the Committee, Mr. Jacob}' year. Mr. Dearborn introduced various Offi stated, were reported to the Secretary of the cers of the Council who were seated on the Council more than 75 days before this meet speakers' platform. ing. and were announced to all members of Mr. Dearborn said that two years ago the the Council on September 6, 1957. Board of Directors had approved a plan for Mr. Jacoby then presented as nominees inviting a selected list of influential busi for Trustees of the Council, to be elected for a three-year term: Melvin H. Baker, Cason J. Callaway, Cleo F. Craig, Richard R. Deupree, Dr. John F. Thompson, C. E. Wilson. (Secretary's Note: A complete list ness leaders and government officials from other countries to be our guests at this Con gress. Invitation lists were compiled with the assistance of several departments of the federal government and of industrial lead of the Trustees, including those nominated ers with world-wide connections. Growing and elected at this meeting, as well as those out of this plan, Mr. Dearborn said, 22 spe- 12 Annual Meeting guests are in attendance at the Congress, [ing from 19 different countries and rep resenting a great variety of industrial and governmental leadership. The special guests were invited to stand and were greeted with a round of applause. Mr. Dearborn also expressed warm greet ings to all other delegates from foreign countries, many of whom are in attendance year after year, and made particular refer ence to the manv Canadian delegates who attend the Congress. A large number of young people who were attending the Farm Youth Sessions at the Congress were also asked to stand and were greeted with a round of applause Mr. Dearborn then introduced Executive Vice President G. C Stewart, who called attention to the Council's new annual report, "Report to the Nation, 1957." General Stew art emphasized several highlights of the report and urged careful reading of it by all Council members. Mr. Dearborn announced that the 1958 National Safety Congress will be held in Chicago, October 20-24. The remainder of the program consisted of four addresses--by Warren Meland, Mr. Dearborn, Mrs. Gertrude H. Frese, and Major-General B. K. Young. These ad dresses, as well as the Invocation by Dr. Robinson, are included as a part of these transactions, on the pages immediately fol lowing. In introducing Boy Scout Warren Me land, Mr. Dearborn took occasion to express the great significance which the National Safety Council attaches to the National Safety Good Turn Project of the Boy Scouts of America for 1958. He emphasized the tremendous accident prevention potential that is inherent in this organized effort of four and one-half million Scouts and their adult leaders, all working in cooperation with families, neighbors, businessmen, and public officials. In introducing General Young, DirectorGeneral and chief executive officer of the Royal Society for the Prevention of Acci dents, London, England, Mr. Dearborn ex pressed his great appreciation to General Young for his willingness to make the long journey from London, and also took occa sion to thank the General and the Royal Society for the invitation tendered him to address the opening meeting of the Royal Society's National Safety Congress last year. The courtesy shown him at that time and the interest exhibited in his address, Mr. Dearborn said, left him forever grateful. R. L. Fomev Secretary m v3i jj m 'feli m v u\ 13 Oh, Lord, in ages past to come, Th: and yet Tho of those whc We thank world aroun Thy praise,: handiwork a Thee that *1 image and h and spirit tc own infinite We pray ence for faun of any act t: Awaken in to protect at our citizens broad land, men's invent THE INVOCATION By DR. PAUL M1NNICH ROBINSON President of the Church Federation of Greater Chicago Oh, Lord, our God, who has been a help in ages past and who art our hope for years to come, Thy glory is set above the Heavens and yet Thou dweileth in the humble hearts of those who love Thee. We thank Thee for the beauty of the world around us, for all Thy work, declare Thy praise, and the firmament show of Thy handiwork and most of all, now we thank Thee that Thou bast created man in Thy image and has endowed him with the mind and spirit to respond to fellowship to Thy own infinite spirit. We pray Thou wilt give us such rever ence for human life we shall oppose the sign of any act that will endanger or destroy it. Awaken us all to a sense of responsibility to protect and preserve the safety of all of our citizens in every community across this broad land. Let not the powerful machines men's inventive genius has placed on the highways to bless our lives, because of our careless use of them, become to us a curse. Grant to them the grace and courtesy and restraint of fast-control, that we shall re gard the well-being of our neighbor as im portant to us as our own. We pray Thy blessing upon the work of the National Safety Council and those whose concern for the common good of our society has brought them to this place. Hay their efforts bring an increased meas ure of safety to our streets and our high ways, to our homes, our families, and our places of daily toil. Unite us all in a deeper dedication to alertness and care winch will preserve ourselves and others the life we owe to Thee. Let Thy Kingdom come and Thy Will be done on earth as it is in Heaven, hi Thy name and for the sake of Thy mercy and love, we pray; amen. ) 15 THE PRESIDENT'S REPORT HAVE WE FAILED? by NED H. DEARBORN president, National Safety Council, Chicago You have just elected me as your president their own improved safety records, a grow for the ensuing year. I pledge you my best ing membership in the Council, and through efforts. By action of our Board of Directors financial and other contributions. I shall thereafter be associated with the Council as President Emeritus, and shall, I hope and believe, be able to perform cer tain services for the Council and its mem I am mindful of the slow but steady ac ceptance of moral and social responsibility in addition to individual responsibility for safe practices. bers as desired. I am mindful of the growing cooperation But I do feel that this is the appropriate from medical and public health agencies. occasion for me to talk with you frankly and sincerely about a number of things that have been very much in my thoughts over the years. First, I want you to know that it has been a rare privilege and distinct honor to serve you, and I am profoundly grateful for I am mindful of the recent encouragement by the clergy of all denominations. I am mindful of the important backing of our Trustees. I am mindful of the dedicated services of our Boards of Directors. your confidence, encouragement, and support. I am mindful of the space and time con Have we failed? That is the title of this tributed by all media of public information. short talk. To begin with, I am mindful of I am mindful of the consecrated efforts of the many gains we have made together dur ing the last 15 years. I am mindful of the vastly increased cooperation of hundreds, our staff to the cause which in turn is con secrated to the social and economic welfare of our beloved country. even thousands of organizations enlisted in And I am mindful of the Coundl's privi the great crusade for safety. lege of serving in some measure the people I am mindful of the active participation of of other countries. thousands of influential individuals--civilians It has been a memorable 15 years for me and public officials--in our great social and and I am proud to have been a part of the economic movement to prevent accidents and progress in safety in the time I have been thus to save countless lives, reduce serious with you. non-fatal injuries, and to protect property. I am mindful of the enlistment of women and women's organizations in this mighty cause. I am mindful of enlisting labor sup port I am mindful of the growing interest of schools and colleges in safety. HEALTHy DISSATISFACTION One of my guiding principles has been to maintain a high degree of healthy dissatis faction. This talk is in harmony with that principle. AGENCy SUPPORT I am mindful of increased appreciation of governmental agencies--federal, state and local--in the importance of accident preven tion. I am mindful of the steady gains in home and farm safety. We have failed thus far to achieve our ideals. A11 of us together have failed thus far to arouse the American people to the true importance of safety to the social and economic health of our society. We have failed to stir the hearts of our fellow countrymen. There are scores of eminently worthy causes which arouse wide I am mindful of the constant support of spread support--hear ailments, cancer, tuber business and industry in safety through culosis, poliomyelitus. muscular distrophy. 16 ' and, current only a few. Why, oh don't the Ai rible toll o 1956 alone, many thousr an estimated The facts again.--But they do to o have failed 1 Who are rigorously? It is all oi ing in the s you and it ir S Business h action agains so their prof applied. Bu service pro* slowly but I in hundreds < should have daily true o from acddei Labor is s in the wilder Women ai far, in our work. The schoc made only a Goveramer ing, but man; The U. S. tion and We dal home oi sole function except amonj The religi origin to ass All media earned our safety, but public indign practices. Some aga apprehension dl's prestige. Annual Meeting , -and, currently, Asian influenza, to mention and do, participate in the Council's confer jly a few. ences, sections, and committees. why, oh why. In the name of humanity, don't the American people react to the ter rible toll of accidents-- 95,000 killed in 1956 alone, more than a million injured, many thousands of them permanently; and Even the Council's own governing body and its own staff at times exhibit timidity and complacency. PUBLIC UNIFORMED an estimated economic loss of $11,200,000,000. Our public information program has en The facts have been told over and over again. they do to other worthy causes. You and I have failed to reach their hearts and minds. Who are the "we" I seem to indict so vigorously? It is all of us who are actively participat ing in the safety movement That includes you and it includes me. SUPPORT STILL WEAK joyed an incredible success with public in formation media as measured bv time and space, but the Council is still most often mentioned by Mr. and Mrs. John Q. for its weekend holiday estimates of traffic fatalities--only a small fraction of our year-round public information program. I have made suggestions from time to time related to program changes and addi tions which in some cases have met with passive opposition. But that can only mean Business has only recently taken positive action against off-the-job accidents and even so their programs are far from universally applied. Business support of our public service program has grown steadily but that I personally failed to persuade a suffident number of my colleagues and asso ciates to a program of action that would set fire to the intelligence, imagination, and emotional , reactions of the American public slowly but I regret to say that it has been in hundreds of thousands of dollars where it should have been in millions. That is espe cially true of industries which profit most from accident prevention. Some of my suggestions were either insuffident, inadequate or impractical What ever the reason, I repeat, you and I have failed to arouse the American people to the point where militant action against aeddents Labor is still a weak safety voice crying is locally applauded and supported. in the wilderness. One example will typify local attitudes Women are nowhere near as active, so ), in our field as in other worthy welfare work. The schools and colleges at best have made only a good beginning. Government interest and action is grow ing, but many areas are still sadly neglected. toward safety in contrast with those toward the dread diseases. The Titusville Herald, a first-rate daily newspaper in our recently adopted home of Titusville, Pennsylvania, had a spedal editorial in its issue of October 14, 1957, entitled "No Cause for Panic" I quote excerpts from it--not at all in criticism of the contents of the editorial or The U. S. Department of Health Educa tion and Welfare, the natural national offi cial home of safety, has no officer whose sole function is the promotion of safety, the praiseworthy reasons for publishing it, but to contrast community reaction to one of the dread diseases, in this case typhoid fever, with community reaction to aeddents. except among department employees. The religious crusade is too recent in origin to assess beyond its potential worth. All media of public information have earned our highest praise in emphasizing safety, but it apparently hasn't aroused public indignation against violators of safe practices. REACTION DIFFERS In the last few days 16 cases of typhoid fever had been recorded in this beautiful dty of some 10,000 souls in an even more beautiful setting in the foothills of the Allegheny Mountains. The editorial was as follows: "The typhoid fever outbreak naturally has Some agencies still show symptoms of apprehension of the National Safety Coun cil's prestige, even though they are free to. the community upset... The disease seems to be confined in general to one age group in one school ... If the disease had struck in 17 1957 National Safety Congress several age groups in several localities, the situation would be far different than it is . . . Parents are now alert to watch for symptoms in their children ... The medical profession in Titusville has been and is ready to strike back with every medical weapon in its vast pharmacy. The com munity is also fortunate to possess the fine facilities of the Titusville Hospital ... Our health authorities will continue in a methodical and scientific wav to track the beast to its lair .. ." In the same issue of the Herald there were seventeen news stories of accidents over the weekend and all but one were about accidents in the immediate area. Eight deaths were reported, three of them in the vidnity of Titusville. There have been no deaths from typhoid fever and yet the main "talk of the town" is this incipient epidemic. Even the Asiatic flu and good old sputnik have taken back seats to typhoid fever. The only place where accidents seem to be recognized as a primary problem is in the Herald, the police department (whose good work in traffic safety was properly editorialized earlier by the Herald), and a handful of local business concerns whose interest is primarily in plant safety. NO COMMUNITY EFFORT The fact remains that there is no or ganized community effort in Titusville to prevent accidents and no obvious interest in such an enterprise beyond those groups I have mentioned. There are thousands of communities throughout the nation of which similar comment could be made. This is no criticism of the good people of these com munities. It is, rather, a criticism of us in the safety field. I repeat again we have failed to arouse the American people sufficiently to a deadly and diabolic peril which they can control We can have safety anywhere if a suffi cient number of us want it What, you may properly ask, can be done about this unhappy situation? In the first place, a new look at the pro gram of the National Safety Coundl can be instituted by our Board of Directors. The new look should be taken by people with scientific training outride our own staff--psychologists; psychiatrists, medical and health officers, sociologists, biologists, mathmaticians, and others who are compe tent- objectively to study the problems and to make recommendations on how to pre vent accidents. You in this audience and other members not represented should welcome and support such an investigation. The report of such a study as I have, in a general way sug gested, should be welcomed and supported by every agency, private and public, en gaged in accident prevention in any field of safety. We need to know the basic causes of accidents and how to circumvent them. It is not enough to know where, when and how the accidents occur. We must know why they occur and that is the reason for more and more scientific appraisal of the baric causes. This kind of an appraisal might very well revolutionize our programs of accident prevention. At the very least it would have a very sobering and salutary effect on -all of us. RECHANNH. FUNDS American business spends enormous sums on research to keep pace with the times. Safety deserves the same kind of support We lack sufficient finances to conduct ade quate research for the things we are doing to say nothing of the research financing needed for the additional things we should do. That just does not make sense. I am glad to know that this type of traffic safety study now is being undertaken by the Northwestern University Traffic In stitute and by the Bureau of Public Roads in the U. S. Department of Commerce. Evangelism is needed, too. But so far it isn't fiery enough or it has fallen short in methodology. Not all of us are Billy Gra hams in the safety movement, but each of us in his own limited way is an evangelist The net result so far is too few who have made the great decision for safety. Finally, let each of us in safety work examine and re-examine our own efforts to prevent accidents with a critical eye and a receptive mind to changes in safety educa tion and practices. Let ns each be a more consecrated apostle of safety and win disciples, far and wide; who will spread our sacred gospel to the ends of the earth. This is no less than our solemn duty.A. 18 1 You can in me to appear of safety lea< in the United 1958 the Boy their good tur This links tional Safety sure every or greatest crusa you that the honored to be Ol I'd tike to how the Boy safety prograi and old--must The Safety paign--within --and also in general publii is the only ws --we will bre can really get The plan o Scout Safety into these thr second, outdc safety. Our first ; emphasized d April and Mr Cub Pack, Bt Post will take automotive, b farm equipme During the August the < safety. Herel either a watei project. Al The third i September, O Home Safety will partitipal 1958 NATIONAL SAFETY GOOD TURN by WARREN MELAND Explorer Post 2912, Boy Scouts of America, Chicago You can imagine what a thrill it is for me to appear before the greatest gathering of safety leaders held anywhere, any time, in the United States--and announce that in 1958 the Boy Scouts of America will devote their good turn to safety! This links the Boy Scouts and the Na tional Safety Council together in what I am sure every one of us agrees is one of the greatest crusades in history--and I can tell you that the Boy Scouts are proud and honored to be part of this safety movement OPERATION--SAFETY I'd Hke to take just a minute to tell you how the Boy Scouts intend to conduct this safety program, one which all of us--young and old--must make a success. The Safety Good Turn is a major cam paign--within our own Boy Scout movement --and also in the way we will affect the general public To do it right--and that is the only way the Scouts like to do things --we will break it into bite-sized pieces we ran really get our teeth into. ( Jhe plan of operation for the 1958 Boy ^--Jut Safety Good Turn will be divided into these three groups: first, traffic safety; second, outdoor safety and lastly, home safety'. Our first phase, traffic safety, will be emphasized during the months of March, April and May of 1958. At this time each Cub Pack, Boy Scout Troop and Explorer Post will take part in a safety project in the automotive, bicycle, pedestrian, railroad or farm equipment field. During the months of June, July and August the emphasis will be on outdoor safety. Hereby each unit -will take part in other a water, fire, firearms or farm safety project. ALERT THE FAMILIES The third group to be completed during September, October and November stresses Home Safety. Here, particularly, all units will participate in projects designed to alert the entire family on bong prepared to make safety a personal and fundamental part of everyday living. If the Safety Good Turn does nothing more than alert the Scouts and their im mediate families, we can bring safety to 18-million people directly, more than onetenth of the population of this country. The 1958 Safety Good Turn then becomes a challenge to every Scout and Scouter in the nation. We know we must promote the proper attitudes toward safety practices in traffic, outdoors and in the home and give everyone the opportunity to put into action the motto "Be Prepared." We know that national programs are fine --but they must be carried to the individual In Scouting we like to say, "Learning by Doing" and through your help that is how this safety program will be carried out. Think of what it will mean to have safety played up big by 100,000 Scout units in our country. SAFETY--DAILY HABIT These projects must include interesting the youth and the public of our country in safety, making it apparent to everyone the urgent need for reducing the tragic toll of accidents. But, even more important; to stimulate a public concern in the prevention of accidents, the Boy Scouts of America will co-operate with all safety organizations in individual, group, and community safely projects. We will make safety a part of our daily living; almost as much a part as eat ing, which I am sure no one forgets to do. The Scouts are proud to have been called upon by the President of the United States to enlist in this campaign. It gives youth the opportunity to serve our community and our nation--in a significant manner--in a way we can be sure of accomplishing some thing. To have a part in the conservation of human life, to help influence other youth and their families, to reduce injuries and prevent accidents--all of this we will do. But even though I, myself, and my four- 19 1957 National Safety Congress and~one-half-million fellow Scouts are eager to carry this message--we want to carry the right message. Therefore, we turn to you at tins time. In your group is the experience in safety which we must look to. Here, then, is my message to you. The Boy Scouts are counting on your aid. Thou sands of "sign up" cards will be made available to you during this week. Fill out this card indicating your interest in helping the Scouts to do this good turn. Please sign up! We'll try our level best to do our part --but we need your expert safety help. Every Scout takes the Scout Oath. It starts "On my honor, I will do my best to do my duty to God and my country." With your interest and aid. Gentlemen, four-and-one-half-million Scouts can and will do their best.A. WOMEN IN INDUSTRY that sink in < the wearer. If--teenag arm out the worse, ride and feather! mirror. If safety i body were p: wouldn't rac to board a tr out of the st: How can How can we is the temple them to "sta] by MRS. GERTRUDE H. FRESE assistant to vice president and general manager, New York Telephone eo., Brooklyn, N. Y. The remed ditioned state The individu I advantages o aeddent and Are people always going to read the If we did--a mother would not look at foiget these ; mounting statistics of accidents--fatal and me in questioning fashion when I asked In trying t< mutilating--and stand by complacently, dunk what the local P.TA. is doing to teach an aeddent, ing, I'm immune to all this--I'm different? safety to small fry. She wouldn't say themselves o Or are they going to face up to it and get blankly--"Safety! I don't think we are idea, every d in and do something about it? Can't we doing anything. Why?" possible is ne make safety as much a part of daily living as food, clothing, relaxation and spiritual refreshment? Dr. Norman Vincent Peale in his book How to Stay Alive All Your Life--which If safety were part of our daily living; children wouldn't be riding bicycles pell-mell down a highway in suburbia on the wrong side of the road, or riding in--"look ma, no bands" style. ideas, devices of themsdve people--millic make safety-< our country. incidentally would be an appropriate tide for a safety campaign--reminds us that "The body is a temple given to us by God." To keep it, we must feed it, cleanse it, use it in moderation. Most of os do this auto matically without thinking about it as a temple. That is, we care for ourselves as far as we can through good nutrition, sleep, shelter and clothing. But the Bible says This bring; BTHE BIG "IFS" //--parents wouldn't be rushing to the railroad station with only seconds to spare, the wife in curlers, a coat thrown over of women at not a new st of women we fact, I can't her pajamas. Nor would the husband try recting it. C to drive and drink a cup of coffee at the go into this, same time, not only missing his train, but woman, and dying in the attempt to make it housewife. 1 "Know ye not that the body is the. temple //--a pilot wouldn't be able to say that Women's Ad of the soul" If we could fully comprehend we lose many more men driving home than tional Safety this statement, would we not seek to pro we do flying planes. its goal, alert tect our body, this temple of the soul, from accident in every way posable" That's a big "if." If we did--wouldn't we be cautious in the home, careful on the street, and alert on the highway? If we did--knowing that attitudes are formed early in childhood, wouldn't we train our children in safety as a way of life? //--a taxi driver wouldn't drive through a crowded street with one finger on the wheel, his right arm over the seat, turning his head to talk to his passenger. If safety were part of our daily life, girls wouldn't dip-clop along in todess, backless, shoeless shoes endangering life and limb with every teetering step down a stairway; nor wear the thin, thin spike heds they are the " selves and the WOW The power be applied in t by all--men naturally fro women, devd 20 Annual Meeting 'Nit sink in every crack and cranny tripping } wearer. If--teenagers wouldn't drive with one arm out the window as their dads do--or, worse, ride with baby shoes, dice, scarves and feathers dangling cm the rear view mirror. If safety thinking and protection of our body were part of our daily living, a father to our present position in sodety today. Women possess natural basic instincts that tend toward caution, security, absence of violence, love, family stability and protec tion of the young. We have qualities of intuition frequently not possessed by men. We are the mothers, the teachers of the young, the homemakers of the nation. We are more social than men and set the standards of social conduct and morals.__________ to board a train as it picks up speed pulling out of the station. If--If--If! How can we eliminate these big "ifs?" How can we get people to believe the body is the temple of the soul? How can we get them to "stay alive all their lives?" Women can be a tremendous force for good when they are aroused. Haven't you seen a group of mothers prove to the town fathers that a street tight is needed at an intersection? Pretty soon a traffic tight is installed. They won their point through united action. STATE OF MIND The remedy, of course, is a properly con ditioned state of mind within the individual. The individual must be impressed with the advantages of safeguarding himself against accident and then be given no opportunity to forget these advantages. In trying to save people from themselves-- an accident, an injury, a tragedy that they themselves could prevent or avoid--every idea, every device, every school of thought possible is needed and should be used. But ideas, devices and schools of thought are not of themselves sufficient--we need to enlist -'mile--millions of people--if we are to Ke safety-consciousness a way of life in %jtir country. This brings me to my theme--the power of women as a force for safety. This is not a new subject Women and the power of women we have had with us always! hi fact, I can't even claim credit for resur recting it General Stewart asked me to go into this. He knows I'm a business woman, and a dub woman, as well as a housewife. He further knows that the Women's Activities conference of the Na tional Safety Council this year adopted as its goal, alerting all women to the fact that they are the "guardians of safety" for them selves and their families. WOMEN'S BASIC INSTINCTS Women can be terrible in their wrath, as every husband present knows. The news papers recently carried a bit about a man in Albuquerque, New Mexico, who learned the hard way. His car was blocked by a line of traffic. He got out and threatened the woman of the car in front of his. She reached down, picked up a hammer, and hit him on the head. This rather violent reac tion to masculine criticism is not recom mended, of course. What is our responsibility if we women are to do something in the field of safety? The problem is immense and intricate. There are sociological, physiological, economic and political aspects all wrapped up together. And the American woman can effectively tackle all aspects at once. But how? OBLIGATIONS OF WOMEN First, let us consider our obligations and responsibilities in the home. Are mothers devoting care and thought to safety training for their children? Have some lost the respect of their children and abandoned all effort to guide and control them? The home is the heart of our lives and the wife and mother should be the heart of the home. Here, through courtesy, kindness, consideration, tact and untiring diligence we have our best opportunity to develop safety-minded citizens. Safety by example and training is needed here The power of women which can and must be applied in the safety field is acknowledged by all--men and women alike. It derives naturally from the status of American women, developed down through the years The housewife^ however, is the hardest person to reach. If she is a joiner and be longs to a club, she can be approached and taught the meaning of safety. If not, ifs more difficult However, many wives and 21 1957 National Safety Congress mothers are married to men in industry, and Traffic safety is first in order, with emphasis industry is beginning to reach out to them. on three individual goals--to be a safe The Bell Telephone company of Pennsyl driver, to promote safe driving and to be vania, which is part of the Bell System to a law-abiding pedestrian. The last item is which I belong, has started a series of of particular importance. Did you know evening meetings for the family. Safely that another word has been added to our shits, motion pictures and talks are part of vocabulary in recent years--"Pedestridde?" the program. The children, the husbands and the wives attend. Home and traffic TRAFFIC SAFETY MONTH safety are discussed, even to teaching the As a result of Altrusa's forward-looking youngsters how to roller skate safely.---------- public affairs program, many of our My own company, tbe New York Tele phone company, is about to launch a safety essay contest for children between the ages of tune and 15. The subject is what my mother or father, or both, are doing to pre vent accidents. This is another means of reaching into the home--another way to get the wife and mother thinking about safety. over the country have been contributing toward safety in the community. In Oregon, the month of February was designated as traffic safety month and the Portland Altrusa dub promoted safety on a state-wide basis. One interesting event was a fashion show which featured such items for traffic safety as: white umbrellas, white overshoes and white raincoats for pedestrians. Another TEACHERS' INFLUENCE organization, "The American Council of After the home, the next great training Railroad Women," has a code called "Good field for youth is, of course, the school. maimers are good business," and item three Women as teachers can exert great in is a rule as to how a women should act as fluence for safety in our schools. Further a pedestrian and a driver. more, through our participation in Parent- I have attended many dub board meetings, Teacher and other civic organizations, we the purpose of which was to find a project can provide assistance in the schools for for the dub year. Women in every town appropriate safety education. and hamlet, every city and village, search In Phoenix, Arizona, there is an effective program which I understand, is spreading elsewhere in our country. Children in ele mentary school are taught how to drive. The schoolyard is marked off to simulate a city street or highway. Small pedal cars are used for instruction purposes. The boys ing for a worthwhile endeavor for tbe dub to work for. Safety programs of all types promoted by women's dubs everywhere in the United States could have a powerful effect in helping to reduce accidents, par ticularly if the dobs banded together in tbe community for a common purpose. and girls learn to recognize and observe universal signals and signs. This is most effective: for not only does it reach the child, but many parents attend these train ing meetings. This type of training is invaluable and women could be instrumental in malting it available all over tbe country. FOR WOMEN ONLY In a New York Safety Conference, a general of the United States Army was quoted as saying "I can keep tbe boys safe while they are at camp--our safety record is good--but I can't keep them safe when they leave borne too late; to drive too far, What about the slaughter on our high too fast It's the mothers of America, tbe ways? If we have any desire to protect fathers of America, the homes of America our loved ones and any compassion for that are murdering American boys." Well, pain and suffering, women should act here! a number of telephone women working in And we have plenty of tools--tact, dorm, the safety field heard that quotation, and it ingenuity and authority to force our friends added fad to the fire. and loved ones to protect themselves. In this field dub women have contributed a great deal. They had been concerned about tbe in creasing number of off-duty automobile acadents. Too many of our girls are in An example--my own dub, the Altrasa jured while riding as passengers. This International's public affairs program Is seemed to be the time to launch a crusade directed to four major areas of concent for safety on the road; a program of 22 "women on! the New Yt We neede called that : Woman in 1 title since operators w our company phone calls : The crusa for us real! female taler ingenuity ai characteristi< just one tbii --alive, togi and the son I We in the doing, quite time safety, and interest: safe vacatiot mer vacatiot renew, not t( such subject ivy, sunburn, in the obstac ing. Further believe that non with the But this s in tbe sense seat driver in --in other ' more than department < company and fluence when bade seat or t SC Listen for Crusade Lea out to the gi play to prot notes "Avoid be translated wheel of a at the breakf become heate to work in hold the fire Annual Meeting "iroaien only," for the working women, of Jb New York Telephone company. We needed first of all a plan, and we called that plan "Yon Are Important as a Woman in Traffic." This was really a clever title since it was directed to telephone operators who work in what is known in onr company as the traffic department Tele phone calls are known as traffic in my busi ness.__________ ___________________________ The crusade was an entirely new thing for us really because it called upon every female talent known to man--dorm, tact ingenuity and love. All these distinctive characteristics were to be concentrated on just one thing--keeping the family together --alive, together-- particularly when dad and the son took over the wheel. LEISURE TIME SAFETY "Don't get your family all fidgety and nervous by always being late to get started for church, the movies or shopping. Don't keep your boy friend waiting `just for ef fect;' he may become annoyed, rather than impressed, and if he takes his anger out on the car almost anything can happen." There's more to our crusade. A series of 12 safety posters were developed. Leaf lets associated with these posters are dis tributed by safety committees to employees on-the-job. One and all are urged to plug safe driving at picnics, ball games, dances, bridge parties, and in their civic organiza tions, churches and clubs. We are sure that we are going to get as much safe-driving mileage out of onr fathers and sons, nephews and uncles and, inciden tally, ourselves, as courtesy and friendly persuasion will allow. We in the Bell System have done, and are This brings me to a sizable and accessible doing, quite a bit along the lines of leisure group of women--the women who work. time safety. We have published informative There are more than 22 million women em and interesting material on the subject of ployed full-time in the United States today safe vacations because we believe that sum holding one-third of all the jobs in the mer vacation was instituted to refresh and country. renew, not to exhaust and maim. We cover such subjects as over-exhaustion, poison WORKING WOMEN POTENTIAL ivy, sunburn, and other bothers and hurdles The growing importance of women in in the obstacle course of today's summer liv industry is indicated by the fact that the ing; Furthermore, we have every reason to number of working women has increased beUeve that our people share this informa about 57 per cent since 1940 while, during nt with their families and friends. the same period, the male working popula 'But this safe driving crusade is unique in the sense that it changes a potential back seat driver into a convincing safety influence --in other words, a co-pilot There are tion increased only about 12 per cent. The days when the song, "Heaven will Protect the Working Girl" really meant something are over. more than 31,000 women in the traffic Numerically the working woman is be department of the New York Telephone coming a dominant factor in industry, an company and that's a powerful lot of in important man-power reserve; and a neces fluence when properly directed--either in the sary economic participant. I think, there back seat or the front fore, that we must concave that in the area of industrial safety, women are today an SOME SAFETY DONTS important factor. Are we taking full ad listen for a moment to a bit from the vantage of this kind of safety interest and Crusade Leader's Guide: After pointing safety motivation? out to the girl the many roles that she can There are probably many people who play to promote safe driving, the Guide believe that the type of work women do is notes "Avoid tensions, irritations--these can not hazardous, therefore, women do not be translated into an accident behind the require the same degree of safety education wheel of a car. Don't start a discussion as men. In the Bell System a few years at the breakfast table which you know may ago, we were rudely jolted by the discovery become heated. Let your husband drive off that lost time on-duty accidents among our to work in a happy frame of mind and women employees were running at twice hold the fire for some other time. the frequency of male mishaps. A plan of 23 1957 National Safety Congress co-education 'was instituted with no lessen ing of emphasis in its application to women, and, today, there is no such disparity in the accident frequency records of our men and women. We have found our telephone women to be receptive to fundamental safety sugges tions such as, care on stairs, dosing file drawers, opening doors carefully, and the like We believe that specific suggestions on how to be safe on the job are much more effective than slogans and exhortations on the overall subject of safety. COMPANY SAFETY PRIDE The average woman in industry is not terribly concerned over office or department safety records in which she is nothing but a statistic. She may experience a vague sort of pride to learn that her company has earned a safety award. She is not likely to be too conscious of her part in winning such an award. The American working girl is a pretty realistic sort of person, a far cry from her ancestors of the smelling salts era. She responds best tc a safety approach that subordinates company banners and rec ords and brings the matter right to her as an individual. I think the average working woman will react readily to the type of safety education which touches upon the unpleasant consequences of carelessness onthe-job or at home. Safety takes on a new meaning when its absence is associated with discomfort; loss of earning power, possibility of disability--yes--even the pos sible loss of dignity'. One of my own girls asked me with eyes hashing if Fd forgotten what the gals in my own department are doing, and I quote-- "Monthly safety meetings; films, posters, pamphlets, discussions of ways and means to 24 keep everyone alerted to the danger and harm that could affect us. The appointment of a `safety observer* to act for a month at a time to watch and prevent accidents in the office. The final result--the development of a `safety-eye* for hazards.'' End of quote. That girl has religion. She believes in the program. She practices it on-the-job and at home. There are 22 million like her that can be reached in industry today. me forcibly. With a "safety-eye" all women would indeed become the "guardian of safety" for themselves and their families. They'd see the rubbish in the cellar, the toys and packages left on the staircase, the flammable cleaning fluids in the kitchen. They'd see the danger of a hurried break fast and a dash to the railroad station. They'd try to control the driving of foolish teenagers. They'd see the danger of the dun spike heel, the backless shoe and the long pointed toe. They'd train their families to keep a "safety-eye" open in the "do-ityourself" projects, in highway travel, in sports--in all daily living. I firmly believe that we women can do a tremendous job in public and family safety education. We have the motivation in our basic ihstincts. We have the numbers to reach millions of people. I have a firm belief that there is a force that can be put to work for safety. Its effects are scattered now but could be drawn together in one great movement. Women have die time, and the talent, and the cause is of transcending importance. It's up to the men to realize this, to understand that we can work ride by ride with them. Ids up to them to mobilize this force and to call upon us really to do a job, a united job, in the safety fieltL^ direct The toll of quite apart frc accidents, can and continuous ence in Great only from that to you. Personally ] is both overwo investigation o: home or indtu the maun'cause of the human norance, thoug tion for othei disregard of 1 Putting it b as we all call t have happened I jet with us th per cent of all I believe tha able; the arch attitude of mil pen to me." E really going deceiving then: always the oti and they therm The safety of education. There are no grams. Stead; allied to the c safety worker, the minoTrHsReEtE-i oftTehnemreeeistsn. o of accident p given a chant three can ind deal, they can ing continual!} co-operation. . ally speaking, < KEYNOTE ADDRESS by MAJOR GENERAL B. K. YOUNG director-general, The Royal Society for the Prevention of Accidents, London, England The toll of death, injury and suffering-- quite apart from economic loss-- caused by dCQflcmst coD uiiiy pc icuuecu oy coisisrn and continuous attack. That is our experi ence in Great Britain, and it is, of course, only from that point of view that I can talk to you. Personally t think the word "accident" is both overworked and wrongly used. Close investigation of these incidents, be they road, home or industrial accidents, discloses that the main 'cause has so often been the failure of the human element; failure through ig norance, thoughtlessness, lack of considera tion for others, breaking of rules or the disregard of the law. Putting it bluntly, incidents, or accidents as we all call them, of this kind should never have happened and are totally unnecessary-- yet with us they amount to no less than 80 per cent of all accidents. I believe that most accidents are prevent able; the arch enemy of prevention is that attitude of mind that says "it couldn't hap, ]jto me." People who think like that are Jy going about with their eyes shut deceiving themselves into thinking that it is always the other fellow who meets trouble and they themselves need not worry. The safety worker's weapons are those of education, enforcement and engineering. There are no short cuts to any safety pro grams. Steady and persistent persuasion, allied to the enthusiasm and energy of the safety worker, will produce results despite the minor set-backs and apathy which he so often meets. THREE E'S OF PREVENTION There is no doubt about what the three E's of accident prevention can accomplish if given a chance, but though each of the three can individually accomplish a great deal, they can do far more if they are work ing continually and in the closest possible co-operation. At home, my Society, gener ally speaking, confines itself to education and all that that implies, but it doesn't believe in working in a watertight compartment so maintains close liaison and co-operation with those responsible for enforcement and engineering. May I add that we also be lieve in a fourth E--Enthusiasm--and a good supply of that is essential. Reduced to its simplest terms, we believe that the actual implementation of a safety program in any field must be undertaken locally. The local safety worker knows best the local conditions and can add the necessary local color to a national safety program. My Society, in conjunction with the appropriate Government departments, selects the campaign theme and produces and makes available for the local workers the necessary material, posters and leaflets. Special national campaigns are imposed, as thought fit, on top of the steady, all-theyear-round work. These may be of anything from a week to three months' duration. We have found that by this method cen tral planning goes far to ensure that at the appropriate and same time, all over the country, a simultaneous attack is launched locally using the same material and all directed to one particular and identical as pect of accident prevention. By this means we consider that we have achieved maximum penetration of the public mind. In this we get great help from the press and radio. MORE MONEY REQUIRED Before I get tied up with figures and statistics, I want to deal briefly with that other ever-present problem--finance. May I say at once that we never seem to have enough! I think it is really true to a con siderable extent that safety can be bought-- and it is just because we feel we would like some more safety that we wish we had more money with which to buy it In financial matters my Society does work in watertight compartments; each activity, road, home, industrial, agricultural safety is financially separate and funds obtained for one activity or branch of our work are not 25 ft , 4-; 1957 National Safety Congress available for another. We rely on subscrip tions for our income. These come from a variety of sources: local authorities, indus trial firms, transport organizations, insur ance interests eta It is only in the field of road safety that we receive a government grant from which springs the voluntary accident prevention work sponsored by my Society. We believe that safety in industry must be the concern of all from top management all the way down the line to the man on the shop floor. A good safety record should be the concern and pride of employer and To give you some idea of our task we employee alike. The safety officer is not an have in Great Britain a population of just executive; his duties are advisory- He 50 million who own some seven million should be brought into vehicles which they use on about 188,000 stages of the design of a new factory or miles of roads which were not built for the expansion or alteration of an exist them. Of our population of 50 million there ing one. are on the average 11 million employed in those industries which come under our Factories Act and with which my Society is concerned. Safety should be an integral part of any training program for new entry. There is no sense in spending money on a new ma chine and only training the operator how to FATAL ACCIDENT STATISTICS use it; it is equally essential to train the operator how to use it safely, if only because On an average in Great Britain 50 people die as a result of some accident every day: (17 in some form of travel) an accident to the operator may well cost the employer more than the cost of any damage done to the machine. 15 on the roads SOCIETY'S SAFETY COURSES 1 on railways 1 in air & water transport My Society holds residential 14 day courses for safety officers and has taken (5 in place of work) 2 in factories 1 in coalmines 2 in farms & quarries great pride in fathering the birth of the new sturdy institution of industrial safety officers. To retain contact and encourage the vital interchange of safety ideas and experience we have now industrial safety 7 miscellaneous, eg. drownings, sports, falls 21 in the home groups operating in all the main industrial areas. The Society produces a technical safety journal (The British Journal cf In dustrial Safety) and an Industrial Accident The annual toll of accidents averages 700 Prevention Bulletin, together with a series lolled, and injuries to between 180,000 and of safety codes and propaganda material. 190,000. Machinery' accidents are much in We plan and initiate an annual campaign, the minority, only about 16 per cent; the obtaining locally the cooperation of our in remainder are human failure or error acd- dustrial members and their safety officers, dents and include falling, handling of ma of local civic heads and of chambers of terials, being struck by a falling object or trade and commerce. These campaigns are tripping over things. usually for a week or 10 days; we completed Poor housekeeping is certainly a contribu our 1957 special campaign just before I tory factor. There is at present an annual left home, with the theme "Guard Your increase in transportation accidents within the factory perimeter due to the fact that in many' cases the internal traffic system was not designed for power trucks, fork lift trucks or mobile cranes. Hands." Our annual road fatalities are about 5,250 and the injuries 250,000. I must add that according to the International Road Federa tion we have a vehidc per road mile density Safety standards in industry are fixed by Parliament by means of the Factories Act which is implemented by the Factory In spectorate. We regard this official standard as the bare minimum and use it as the base of nearly 21 against your 17, and that does not indude the large number of motorcydes (more than 1,250,000). We take pride that the continuous cam paign (1) is holding these figures despite 26 more vehicles creasing popul duced the am which figure ago; and (3) duced child dc than two. As in Indus accidents show never have h: human breakd ing ofit, break* courtesy to otl on the human < claims to be a If I asked v E was really cor I be most insul I asked some* | be would m< wouldn't be gt net daim to h himself plus in We believe education fron to school at ai made with the road) and pro) profidency tes we are trying motor cyclist, excellent hdp I believe th< motorcyclist a than with yot carry on this the young tea how to drive, properly traint to be defensiv. better and saf generation wh start. PL Campaign pi provision of t Sodcty's job. ried out local! mittee of loc cases employ a to our trainir subsidizes app of local autho Annual Meeting re vehicles on our roads and on fil ing population at risk; (2) has ra ced the annual fatalities from 7,000 at which figure they were running 25 years ago; and (3) has over the same period re duced child deaths from five a day to less than two. HUMAN FAILURE As in industry, an examination of road cddcnts shows that some 80 per cent should never have happened. They are due to a human breakdown such as ignorance, show ing off, breaking the law, drink and lack of courtesy to others. It is a strange reflection on the human character that everyone always claims to be a good driver. It I asked whoever was driving me if he was really competent, that individual would be most insulted! On the other hand, if I asked someone, a stranger, to play golf he would most likely say he probably wouldn't be good enough; in fact he would not claim to be a plus player--but he thinks himself plus in the driving seat. We believe most sincerely in road safety education from the moment the child goes to school at about five years old. A start is made with the Kerb Drill (how to cross a road) and progresses to cycle training and a proficiency test Through motorcycle clubs we are trying to teach and train the young ^ 'tor cyclist. In all this we have the most klent help of police and teachers. I believe the child cyclist and the young motorcyclist are greater problems with us than with you. We are most anxious to carry on this progressive training so that the young teenager can be properly taught how to drive. It the next generation is properly* trained in road sense, and taught to be defensive drivers, surely they will be better and safer road users than our own generation which did not have such good start. PUNS CAMPAIGNS Campaign planning and the production and provision of the necessary material is my* Society's job. The actual campaign is car ried out locally by the Road Safety com mittee of local authorities who in many cases employ a road safety officer who comes to our training courses. The government subsidizes approved road safety programs of local authorities to the extent of 50 per cent I must emphasize that I am referring to the educational aspect, training and propaganda. The Society, in collaboration with the Ministry of Transport, selects an annual campaign theme. This we break down into quarterly periods for which we issue an appropriate planning guide containing sample materials and suggested plans for local cam paigns. On top of tlus we produce a special Christmas pack and material for the bank holidays at Easter, Whitsun and in August It is a sad commentary on our civilization that holidays should mean more accidents and that Christmas Eve should be our worst day of the year. At RoSPA House, in the center of Lon don, we maintain our permanent Road Safety Training Center and Exhibition. With its staff of instructors, this center, by the use of all the visual aids, gives instruc tion which can be modified to interest chil dren and experts. OLD. YOUNG FATALITIES Though faced with some 8,000 or more fatalities a year and an unknown number of injuries, this side of our work is the most backward and meets the greatest apathy, though I am glad to he able to add that it is really moving forward a little now. The victims are predominantly the old people and the under five's. The principal causes, so often due to carelessness, ignor ance or thoughtlessness, are falls in the case of the old, and suffocation, burns and scalds in the case of the young. Slowly hut surely we are setting up local committees which will put in action what is really a major educational campaign. We enlist the help of medical officers of health, district nurses, health visitors, clinics and indeed, every kind of women's organization which we can interest. My Society produces the educational and propaganda material for local committees to use and we are now issuing a regular quarterly planning guide. Our own home prorides us each with our own background. What happens in it affects our attitude and frame of mind, not only when going to and from our place of work but also when at work. If we could really get to the bottom of every accident we might well find that some minor accident at home 1957 National Safety Congress bad set off a chain of reactions which be came the primary cause of our accident on the road or at work. NOT CLOSED SHOP The moral is, I suggest, that accident prevention is not a dosed shop and that there must be a real overlap when dealing with the different kinds of safety work. From a dose study of your Congress thcmany inter- esting papers and addresses that will be gfven, even more so from noting just who jour speakers are and what they do, I am convinced that our problems are similar to vours. I have come here to learn and to take new ideas bade home with me We are happy that in Great Britain we are assured of the dosest possible contact and co-opera tion with your Air Force units stationed on our Island; we believe in an interchange of ideas and methods. It was for that reason that we were so glad to have Mr. Ned Dearborn with us at our annual Congress. I am both proud and delighted to be here my Society and would like to say here and now a most sincere thank you to you all and to wish you a most successful Congress. The opportunit onight is one I some weeks. It tmosphere of d important to evei safety on our hi| I am certain yc the national Go\ this subject, and and best wishes with the welcom to your congress. It would be en of nothing but pi the killings on ot would, however, 1 tragic, if we act with a complacen it is enough. It is far from < enough. TOUGHER Here in Illino steps toward ret through new an heavy increases ii advanced plannir younger drivers, enforcement It is true we seems to be havi is not enough. In most of our traffic safety rec administrative sc made, to be sure Truly, 1957 ha the safety front, studies show it i Thus we must I what must be da 28 ANNUAL BANQUET ! .) BANQUET ADDRESS by HONORABLE WILLIAM G. STRATTON The opportunity to- talk to this meeting tonight is one 1 have been anticipating for some weeks. It is good to be here in this atmosphere of dedication to a cause most important to every American--the cause of safety on our highways. I am certain you know the intense interest the national Governors' conference has in this subject, and I bring you the greetings and best wishes of that conference, along with the welcome of the people of Illinois to your congress. It would be encouraging if we could talk of nothing but progress in the drive to end the killings on our streets and highways. It would, however, be shortsighted indeed, even tragic, if we accepted what we have done with a complacent pat on the bade, and said i: is enough. It is far from enough--remotely far from ear'' TOUGHER LAW, ENFORCEMENT Here in Illinois in 1957 we took giant steps toward reducing the highway toll-- through new and tougher laws, through heavy increases in our police force, through advanced planning for the education of younger drivers, and through better local enforcement. It is true we did tins, and it is true it seems to be having a salutary effect, but it is not enough. In most of our other states the subject of traffic safety received dose legislative and administrative scrutiny, and progress was snade, to be sure--but it wasn't enough. Truly, 1957 has been a year of action on the safety front, but our figures and our studies show it is still not enough. Thus we must not talk of success, but of what must be done in the future. We must talk of the tremendous job ahead--the chal lenge faring all of us here and all people in this rapidly expanding, constantly mo torized, economy. I conducted a conference with department and agency heads who direct various phases of the traffic safety program here in Illi nois. Representatives of the National Safety Council sat with us in the meeting. We discussed, analyzed, and dissected what we are doing to reduce traffic toll in human loss and economic cost We learned we are making progress, that things are moving ahead in this war for safety, that results to date have been good, as has been pointed out here tonight MUST INCREASE ATTACK We learned something more important however. We learned that what we have done is not enough, that much, much, re mains to be done, that the attack must truly be stepped up. We left that meeting, I am convinced, with new drive and desire to ac complish our goal--the reduction of traffic toll to the irreducible minimum--and with the conviction that it can be done quickly. Then a few days later we opened our newspapers to read the sickening news that five teen-age boys bad died in one instant on a road in northern Illinois. We learned that they died in the shattering crash of a car which a second before had been going 100 miles an hour. Any satisfaction we had experienced, those of us in that conference, was wiped out in that tragic instant. Some way, for some reason, this message of safety had not sifted through to the boy who was driving that car, or to his companions. Certainly, we are malting progress, bat our new laws, our added police; our inven- 29 1957 National Safety Congress tories, our expensive advertising campaigns, missed the mark in that case, and five were dead. We missed the mark. So it is that we [American public We must divert to our use the skill and [though we have techniques of modem marketing, to sell our product--safe driving. [a license to drit I tight, much rexm Much attention has been given of late to [improved climate should not talk of success, but of what is the powers of persuasion which marks mod improved -salesnx wrong. Where is our failure? Why are we not getting through to all the people this crucial message of traffic safety? em advertising techniques in creating ex j We must seat panding markets. The key to the effort, i mind of the pt in many keen advertising minds, is to ob symbol to assod I note that your programs in this congress have sought some of the answers to that tain the knowledge of what motivates peo ple, and how their behavior can be J traffic safety w necessary. We r question, and 1 believe sincerely the solution by changing the motivational forces work f symbol is, and w to the problem lies among you here tonight ing upon them. The use of this mass psy- j and hdp to do it You are die persons who have the know how for action. Your firms daily call upon the boundless choanalysis to guide campaigns of persuasion has become the basis of a multi-million dol Some of your lar industry. this same possit ' safety, but acrid* I energy of American ingenuity to operate this nation's business and industry. If we can channel your knowledge, your experi ence, and your enthusiasm, into the field of traffic safety, the greatest killer and crippler in our time would be well down the road to defeat We need your help. Government and law can go only so far. Public support--(and the support we have received in Illinois is one of the most gratifying aspects of our safety program)--can do only so much. This emergency calls for skill, for adroit and NEED MOTIVATIONAL RESEARCH What these advertising people are learn ing about us could be useful in the field of traffic safety*. Perhaps our answer is to have the motivational research specialists turn their attention to our problem. A baric theory advanced by these subcon scious salesmen in their work is the building of images that should arise before a per son's inner eve at the mere mention of a product's name. The images the experts attempt to 'build into these products re to step ladders. Wc know non at the fact X ] maimed in an a* [ powerful enough driving. We m We must find oi symbol than deal Loneliness, sd the most unbea Perhaps this is in our advertirii effective appeal to the individual driver's conscience. It is one of the most perplexing human behavior problems facing our states today. We can set speed limits, and we have done so in Illinois. We can enforce those limits, semble something in the person's general make-up--a quality or trait to be admired --an expression of one's achievements. Perhaps one of the most spectacularly successful image building performances has been that of the automobile industry. IS I Imagine the 1 wife who loses 1 cident. or of a i fined to bed as horror of highs and we are doing so. The automobile has become more than the emptiness f only a method of transportation. It now family was slat) ILLINOIS' EFFORTS tells people who we are, or who we want to ris making. We can enact stringent driver license re quirements, with strong penalties, and en force them--and we are doing that in Illi nois. We can appeal through oar media for support, cooperation, and caution, and be. One roan said, "It is a portable symbol of our personality and our position." One research report even went so far as to place certain brands and colors of cars in buyer personality groups. We know so and why they ar list surface rea example--but we was speeding in we are doing that. We can exhibit the If this research is effective in 1 know with cer horror of auto tragedy, attempt to frighten manufacturers who are buying their driver to fly in dangerous people into sanity on the road. and why, it is quite possible that.: bow we can reac But it is not enough. The bitter fact is-- it is not enough. We need something further to produce a better driver, a more aware driver. We must make our drivers alert to the constant danger, the continual hazard they face when kind of research might tell us wbatfjq among the purchasers of automobiles; to traffic violation and accident, there is potentiality of this modem vertising technique developing into portant tool for our purpose. I propose that research conduct probe the underl sons' irresponsih highways of thi `from them woul they sit behind the wheel. We must do this Like the hucksters, to be successful developing an efi in the field of engineering, through the ef must sell safety much the same way on matters of fective employment of the knowledge gained sell soap, toothpaste; and automobiles, progress. from our social scientists. are competing for the attention of 30 Annual Banquet American public in a busy world. Even We have finally sold the idea that a | Be to drive is a privilege and not a light, much remains to be done to create an improved climate for traffic safety through improved -salesmanship. We must search again to create in the mind of the public the proper image or symbol to associate accident prevention and traffic safety with all that is good and ncffary_ We most probe tn find what the symbol is, and we need scientific knowledge and help to do it Some of yoar discussions here have posed this same possibility in the field of home safety, but accident proneness is not limited to step ladders. Wc know now that constant hammering at the fact X person might be killed or maimed in an automobile accident is not a powerful enough deterrent to irresponsible driving. We must revamp our approach. We must find or create a more meaningful symbol than death to drive our point home. Loneliness, scientists tell us, is perhaps the most unbearable of human emotions. Perhaps this is the peg for traffic safety in our advertising and educational efforts. IS IT WORTH IT? Imagine the loneliness and despair of a wife who loses her husband in a traffic ac cident. or of a man who is hopelessly confir: to bed as he continues to relive the hoi. y of highway tragedy and brood on the emptiness he must face'because his family was slaughtered in an accident of his making. We know so little, really, about people and why they are involved in accidents. We fist surface reasons--excessive speed, for example--but we don't know why the driver was speeding in the first place: We need to know with certainty what prompts that driver to fly In the teeth of disaster, and bow we can reach him in time to prevent it 1 propose that the leaders in motivational research conduct extensive studies to depth probe the underlying reasons for some per sons' irresponsible action on the streets and highways of this nation. What we learn from them would be extremely valuable in developing an effective educational campaign on matters of traffic safety needs and progress. It is encouraging to note that North western university at Evanston recently an nounced the inauguration of a three year research program in which the social scien tists will assist in a study to determine the nature and causes of traffic accidents. While this is being carried out, we on the official side of the traffic accident pre vention picture will do whatever is in our power to carry out the recommendations for state anA local government improvement. MOVEMENT NEEDS LEADERS We must, however, look to you--the leaders in industry and business--to proride our states and municipalities with the citizen support so necessary to conduct an effective and continuing program for life saving action. We will improve our engi neering, our enforcement, and the education of drivers. You must back us, and I know you will. We long ago passed the point where traffic safety' was considered only an official duty, with no role for the citizen other than passive acceptance of laws and regula tions. All of us now realize the importance; the vital importance, of public support through acceptance of the laws and regula tions, and the value oz the backing of public spirited organizations such as those which have made such marked inroads on traffic deaths here in the city of Chicago. Business and industry can provide die sinews for that support. We seek from you that strength, and I do not believe I am presumptuous if I point out that it is to your best interests, to back this attack. A recent study by the Gtlzens Traffic Safety Board of Metropolitan Chicago shown! more employee time is lost to Chi cago's industries through traffic accidents and traffic law violations than from any other single cause; with the possible excep tion of the common cold. ACCIDENT FACTS Lost time means lost money and reduced production. Industrial safety people are well aware of this. Their work was a direct outgrowth of management's desire to reduce on-the-job lost time accidents. How well that work has progressed and how suc cessful industrial safety has been, is graphi cally presented in one of the National Safety Council's publications called Accident Facts. 31 C / ty. '.V'$ ,% K* tu 11 i.' 1957 National Safety Congress The Council has compiled no-injury rec ords in 36 different industrial classifications ranging from chemical to mining, from iron and steel products to meat packing . . . totalling millions of man hours without ac cident It is a sad commentary on the ability of America's driving public to com pare a record of one person seriously in jured or killed about every 30 seconds on roads and streets, against this record of millions of injury-free industrial man-b The study I referred to earlier also re vealed that although traffic accidents and violations account for a big share of the absentee problem in industry, traffic safety education ran a poor second or third to other company-conducted off-the-job accident prevention education . . . and lags far be hind industrial safety programs in emphasis and expenditure. If all of you will go bade to your com panies armed with the knowledge that in dustry can reduce its absentee problem by taking a greater interest in community traffic accident prevention programs, then this nation will see the greatest strides in traffic safety improvement we have ever known. ILLINOIS ENFORCEMENT Traffic safety training in industry will pay dividends, not only to industry itself, but to all the public Consider this when you return to your firms. I do not expect, incidentally, any company to become as strict in this matter as we bare in the state of Illinois government I have issued orders to my department heads that willful violation of traffic codes cm the part of any employee is grounds for dismissal, and tins order has been incorporated as part of our personnel regulations. Needless to say I find fewer state-owned vehicles pasting my car on the roads of Illinois than in the past I want to avoid technical discussion of the various facets of traffic safety solution. As I have emphasized, we have reached the stage where we must go into the theoretical aspects of traffic safety to brace up the accepted techniques of engineering, enforce ment and education. I know, however, this group is interested in the work the governors' conference is doing in this matter. This month, our staff is forwarding to the president's committee for traffic safety a series of studies for its consideration. These studies indude the concept of intergovernmental coopera tion, the reporting and filing of accident records, the stress on coordinating meetings such as the one I mentioned earlier, a study of laws and ordinances, and the general problem of traffic information. is going forward on all fronts of government, from the president down to the local law enforcement agency. It must continue, because we are a growing nation. Our employment is growing; oar wealth is increasing; our knowledge is expanding. That expanding knowledge has given ns an apparent answer to the dread disease of polio. It has apparently conquered tubercu losis. Pneumonia is no longer a certain killer. Smallpox is virtually a forgotten disease. We know these advances have been made, because the rates of incidence, and of fa talities, are down. Mind you, the rates are down, in the face of expanding populations. That is the criterion we must use in as sessing our success or failure in the traffic safety fight Let us look at the traffic situation in the light of that criterion. Here the numbers of deaths nationwide are increasing. That in itself might not be a bad trend in the face of booming mileages and increased numbers of vehicles. But the tragic fact is the rate is not decreasing. The death rate, after a few years of heartening decline, appears to have levelled off. MUST PROTECT AMERICA'S SAFETY In our race to launch satellites, to create new machines for war and for peace, we must not lose tight of the duty to protect the health and safety and welfare here at home. Only the Almighty knows what po tential for scientific progress, cultural ad vancement, for the good of all, was snuffed out when five boys died at 100 miles an hour. We must find the way to stop this killing. Personally, it is my determination to maintain Illinois in a position of leadership in this program. Everything on an official level will be employed--strict enforcement 32 . of sound law; total use of a! This we can we could spar! interest and d< vades this root mit to all the tional Safety ( traffic safety workers and i your help and devised, but I of your progra chatana The annual been a Mecca : of the Unitec lands. This : presentation c award could i setting, or a than the gue banquet I an join me in pa year's winner, dedicated men careers in higl In my many safety movant this field have ration, bat tb< It is the daypeople, with application, tin substantial ra Bong of tl there was a B to honor such missioner Ma Public Roads Sidney Willia: hart and other who shaped tl movement as r i Annual Banquet. of sound law; education; better highways; use of all our resources. Jiis we can do, but it is not enough. If we could spark in each motorist the intense interest and desire to save lives which per vades this room tonight--if we could trans mit to all the zeal which marks the Na tional Safety Council... there would be no traffic safety problem. I thank you, the workers and members of the council, for your help and for the urograms you have devised, but I remind you that the success of your programs--and mine--rests with our ability to sell those programs to all the peo ple. We have only partially succeeded. Our sense of achievement must be ternpered by realization of areas of failure. We fail when there is one needless injury, when one careless accident destroys our re sources, either human or economic I know we have the overwhelming ma jority of the public backing us in this fight It is up to us--in government in civic groups, in business and industry--to justify that faith-A- j AWARD PRESENTATION by PAUL G. HOFFMAN diaiiman of the board, Hoffman Specialty Mfg. corp., Indianapolis, Ind. (former president and director, Ford Foundation) The annual Safety Congress has long been a Mecca for the safety leaders not only of the United States but of many other lands. This year is no exception. The presentation of this new highway safety award could not have a more appropriate setting, or a more sympathetic audience V-mi the guests assembled here at this BXL I am delighted that you can all jam me in paying tribute not only to this year's winner, but through him to all the dedicated men and women who make their careers in highway safety. In my many years of association with the safety movement, I felt that the amateurs in this field have always received ample recog nition, but the professionals far too little It is the day-by-day work of these career people, with their know-how and steady application, that has been responsible for the substantial redaction in the accident rate Bring of this mind, I was happy that there was a Bcecroft Award in other years to honor such great professionals, as Com missioner MacDonald of the Bureau of Public Roads, Chief Justice Vanderbilt, Sidney Williams, Frank Krernl, Ame Neyhart and others. It was men of this caliber who shaped the course of the traffic safety movement as we know it It was men like Williams and Kreml who said from the first that there could be no simple remedy for traffic accidents--that only a balanced program of education, en forcement and engineering could cope with a problem which is as complex and dynamic as traffic itself. As against a quest for magic panaceas, they urged the develop ment of scientifically trained specialists. They counseled--and helped to chart--ra tional measures solidly based on facts. REQUIRES BALANCED PROGRAM Of course the concept calling for technical direction of the safety program by experts does not in any way exclude the amateur-- the volunteer. On the contrary, the support of laymen individually and in the mass is imperative. Without the backing of an in formed public, even the best-laid official plans are futile: Volunteers must assist the duly constituted authorities charged with the responsibility for doing the job. Acceptance of tins philosophy, for in stance, led the automobile industry in 1937 to create the Automotive Safety Foundation, an organization which I had the privilege of heading for several years. Later reinforced by other industries, the Foundation regularly has made grants of 33 T i ii 4 :ir ! i. .i i i 1957 National Safety Congress funds available for the professional training Granting these plausible assumptions, there of enforcement, engineering and other spe is no logical reason why the fatality rate cialists, as well as for research. It also has provided funds or staff sendees, to a num ber of great national organizations active in this field, in the interests of a more co cannot be pushed down to three within the next 15 years. This rate already has been reached or approached by more than one state. The public interest, the welfare of ordinated effort. all of us, demands that all the states try to HIGHWAY SAFETY GROUPS achieve this goal. I am convinced they can-- given, on the one hand, the necessary deter The cooperative work of many official and mination; and on the other, the benefit of volunteer groups resulted in the formulation^ the knowledge and zeal of such professional of the Standard Highway safety program leaders as the one we salute here tonight for states, embodying the general principles I have mentioned. Out of this subsequently evolved the Action Program of the Presi dent's Highway Safety Conference--now the recognized charter for traffic accident pre vention in America. The recipient of the 1957 Award was chosen by an able board of judges: General Alfred M. Gruenther, president American Red Cross; Dr. John A. Hannah, president. Michigan State University; Mrs. R. I. G Prout president General Federation of The record shows unequivocally that we Women's Clubs; and W. Earl Hall, editor. are on the right track. It proves that the Mason Gty (Iowa) Globe-Gasette. rational, not the emotional, approach to highway safety pays off. In 1935--the year that J. C. Furnas tossed a bomb into the nation's complacency with his sensational article about traffic accidents, titled "And Sudden Death"--the national fatality rate stood at 15.9 deaths per 100 million vehicle miles. Last year the rate was only 6.4, a decrease of 60 per cent. The organized safety effort the past 20 years has saved 500,000 lives, prevented 17 million injuries and curtailed economic losses by approximately $45 billion. Theirs was no easy task. Almost without exception, the man)' candidates nominated for the Award are individuals of stature and high professional attainment in their respective fields. From among them the judges selected one of the foremost safety educators of our time, a great planner and organizer for the dissemination of safety knowledge, the man who headed New York University's famed Center for Safety Edu cation from its inception in 1938 until his retirement from the post last month--Dr. Herbert J. Stack. We should do even better in the future. For one thing, the Federal-aid Highway DR. STACK'S ACHIEVEMENTS Act of 1956 offers an opportunity to bring into full play the Engineering E of the basic Three E*s of safety. Heretofore, as we all know, ability to get the most out of this phase has been severely limited by lack of funds for roadbuilding. The experts predict that completion of the Interstate System alone will save 3,500 lives a year. Citing Dr. Stack's great contributions to the cause of highway safety is doubtless superfluous, since most of them are already known to everyone. I limit myself, there fore, to just a few highlights. More than 11,000 persons trained under his direction at the Center are now serving as leadersand teachers in colleges and uni FUTURE'S ENCOURAGING We may also assume added impetus the next few years from expanded research, from stepped-up professional training in our colleges and universities, from extension of high school driver education and adult safety education, from better licensing pro versities, in elementary and secondary edu cation, in commercial and industrial organi zations devoted to safety, in commercial fleets, in governmental agencies, national, state and local safety groups and private safety organizations. He has been instrumental in setting up cedures, from refinement of selective en teachers' institutes and special safety pro forcement and upgrading of traffic courts. grams in numerous colleges throughout the We can expect, too, a constant broadening country; and has helped to organize state and deepening of organized public support. safety education programs in many states. 34 He has written books and article of them widely has guided signi: areas as driver b No less irapor i gable efforts in | attack on acdd< lerns. For five : on the Board o: Safety CoundL the closest post education with and activities, pillar of streng Annual Banquet He has written or edited more than 100 bo| \\nd articles on safety education, some oV Ju widely used as text material. He has guided significant research in such vital areas as driver behavior. No less important have been his indefati gable efforts in behalf of teamwork in the attack on accidents and other traffic prob lems. For five years Dr. Stack has served on the Board of Directors of the National Safety Council. He has always stood for the closest possible coordination of safety education with the other basic disciplines and activities. In this role, he has been a pillar of strength in the organized safety movement of America for a quarter of a century. Fortunately his period of service to safety is by no means at an end. He remains as chairman of the Department of Safety Edu cation at the Center and as program asso ciate will continue to supervise its research program. He will also continue as consult ant and faithful co-worker with many major groups enlisted in highway safety. --Tt giv**s m** great pioasur* *< pr<*nt this plaque, symbol of the first annual Paul Gray Hoffman Award for outstanding pro fessional services to highway safety, to Dr. Herbert J. Stack.Jk. ) 35 WOMEN'S ACTIVITIES OUR ROLE IN SAFETY LEADERSHIP Outline of Introductory Remarks by MRS. RAYMOND SAYRE vice chairman, Women's Activities Conference, N. S. G, Aelcworth, Iowa Our role Is to promote effective safety pro grams. Traffic problems do not have genders. 1. What we can do through oar organiza tions (not specific activities but general principles) a. Determine projects on the baas of greatest need after studying your local inventory or making a local survey. b. Be sure the safety activities of your group are tied into the overall bal anced program for safety being car ried on by official and other voluntary groups. c. Help build a strong local safety or ganization or work in one already established and give assistance to its ^ program, (not money--but voluntary J ' ' leaders and workers) d. Make all possible use of services available to yon-- highway safety deA<irtment, National Safety Council, Extension Service, governor, mayor, and police department. e. Do everything posable to train your self and your leaders to be qualified in the field of safety. (1) Understand all of the problems (2) Know your own laws relating to safety (3) Know services that are available (4) Know solutions that are effective so you can be for something (driver training) (5) Know how to measure what you have against accepted standards (Inventory--Uniform Code) 2. What you can do as individuals a. Citisens--Support law enforcement Support needed legislation Support community programs for safety(go to meetings) b. Accept positions of leadership (1) Be a leader who can be counted on (2) Be a trained leader (3) Be an enthusiastic leader--the job can be done! (4) Be a leader who is willing to work--even though you do not al ways get credit c. As creators of attitudes (1) In the community (citizens) (2) In the borne (training of chil dren) d. Safety problems, basically, have moral and spiritual values (1) life is precious (2) We have a duty to others as well as ourselves--"We are our brother's keepers" "Watch out for the one behind you"A. 37 F TIME FOR DECISION by WILLIAM G. JOHNSON assistant general manager for programs, National Safety Council, Chicago The traffic situation today is a product of major break in the traffic death toll occurred what was done and what was not done when the motor vehicle death rate took a yesterday. sharp drop shortly after 1935. It was During the past ^gpnripc thp--that time, through the Automotive Safety national accident prevention movement work* ing with public officials and civic leaders, have developed a balanced comprehensive Foundation and other agendes, that the first real impetus was given to the application of recognized programs. program which, when applied with reason From 1946 until 1954 the national death able vigor and intelligence, has produced rate dropped another 36 per cent, but avail marked reductions in traffic fatality and in able data indicate personal injury and prop jury' incidence. erty damage incidence rates did not parallel The program agreed upon and reduced to writing, began with the Hoover Conference of the early 20s and has continued through White House Conferences and other meet ings. It is represented by such books as the Action Program and Regional Confer ence workbook of the President's Committee for Traffic Safety, a Business Advisory Panel brochure on state organization, and the excellent report prepared last year by the Governors' Conference. The Immediate problem has gradually be the decrease in death rates. We see mileage rising sharply--mileage almost doubled from 1946 to 1954. The death rate had shown a sharp drop in the early part of the post war period, and deaths remained about constant. Then as the death rate levded off, deaths began to rise, almost keeping pace with travel. I re-emphasize that the non-fatal accidents which account for 97 per cent of accident-cost did not parelld this death rate decrease. Non-fatal accidents were rising. come one of applying known principles. We NEED MORE PREVENTION WORK stress a balanced application of a compre hensive program because the general public seeks panaceas. Detailed program reports made as a part of the Animal Inventory of Traffic Safety Activities and other inventories reflected If three-fourths of the cities and states increased application of standard programs, had applied these principles as well as the hut not at the same rate of growth as ve one-fourth with the best records, accidents hicle use and population. Thus, the addi in 1936 would have been one-third fewer, tional prevention work needed has steadily and not even those best dries and states increased. For example, 1953, data would fully applied the program. be reported and analyzed In 1954; then per REDUCED DEATH RATE Results were achieved even though appli cation has lagged behind the growth of the haps in 1955 approximately one-third of these increased programs needed would be authorized by the state legislature or the city council. basic problems of increased population, car The result, in 1955, we were no better registrations, and travel. off than we had been in 1953, and by 1956, From 1925 to 1940 the national death rate with travel still rising, we were somewhat per one hundred million miles of travel was behind where we had been. However, re reduced 36 per cent and available data indi ductions in accidents have continued to be cate that the nan-fatal injury and property reported from states and cities which have damage aeddent rate also declined During applied the balanced comprehensive program that period motor vehide travel was steadily with sufficient strength to control a growing increasing--it almost tripled. As mileage problem. went up and the death rate remained con Today enough is known about traffic stant traffic deaths rose steadily. The first accident prevention so that reasonable at- 38 tamable app accidents in we are talk able applical utopia. Re can cut trafi Yet traffi* in 1956. Ft four bimdre dollars lost and stayed i two-year sc almost daub vention pro* cumulative ( more vehicle THE What is these stand; objectives o them. Sound unife ties are It Adequate ac grains-- o Good instru in the sch Traffic supa the police Dispense jti --the com I hardly r sweeping im social problt Strict requi tabling dr ties. Increased s streets, thi tion of ad carry trai and highw Vehicles pi safely ant the manui Vehicles tna tion--insp< Gtizens, twe minded, a tion--the radio, anc service du Women's Activities finable application of the program can cut jddents in half. And we emphasize that We are talking about reasonable and attain* able application of the program, not about an utopia. Reasonable, attainable application can cut traffic accidents in half. Yet traffic accidents hit an all-time high in 1956. Forty thousand dead, one million four hundred thousand injured, ten million accidents, and four and three-quarters billion dollars lost Accident rates rose in 1955 and stayed up in 1956. That's the first such two-year set back since 1941. Travel has almost doubled in 10 years. Accident pre vention programs are being swamped by the cumulative effects of more and more people, more vehicles and more travel. THE PREVENTION PROGRAM What fa the action program? What are these standard programs? What are the objectives of the program? Let me read them. Sound uniform laws--the responsible agen cies are legislators and city councils. Adequate accident reports used to guide pro grams-- official record bureaus. Good instruction for children and youth-- in the schools. Traffic supervision and firm enforcement--by the police. dispense justice and create respect for law )--the courts. I hardly need point out that objective has sweeping implications for many of our other social problems. Strict requirements for obtaining and re taining driving privileges--license authori ties. Increased safety of existing roads and streets, through engineering, and construc tion of additional streets and highways to carry traffic safely--objectives of street and highway departments. Vehicles progressively easier to operate safely and minimizing injury potential-- the manufacturers. Vehicles maintained in safe operating condi tion-inspection authorities. Gtizens, two objectives: informed and safety minded, and supporting accident preven tion-- the agencies: the media--press, radio, and TV; citizen groups such as service clubs, veterans organizations, FTA. Chambers of Commerce and safety or ganizations. Last but far from least, coordination of state and local programs--the people re sponsible: governors, mayors, county offi cials, and citizen leaders. NEEDS BED-ROCK SUPPORT We emphasize a balanced program, with thousands of years old. Perhaps balance and soundness kept it standing. It's a struc ture to support our objective of good traffic --good traffic which is safe, smooth, and economical. We show the elements of that program--roads, traffic engineering, vehicle, public education, school, driver licensing, police; courts, accident records supporting the whole program, a foundation of sound laws, and all this tied together by team work and leadership. Butr you see that the structure would not stand up, it would not be substantial, unless it was on a bed-rock of citizen support. How does our structure stand? The state accident prevention activities for 1955, and the results for 1956 are not much different: in the status of preventive activities, the average performance of 47 states was 66 per cent of the minimum program. I em phasize the minimum program. The average performance of 875 cities with more than lO.OfoO population was 50 per cent of the minimum program. Now let's look at some of these elements in terms of our balanced structure. HIGHWAYS. ROADS From 1946 to 1956 we did not build enough additional roads to park the addi tional cars we were operating. Now, as a matter of national policy, we have created the Federal Highway program on an ex panded basis to take care of the interstate road system. If we are alert to preserve against certain pressures the safety features, such as planned access, on that interstate road system, we will get substantial safety benefits. What about the cities which have lagged behind? Are they going to plan on that same basis to handle tomorrow's traffic? What about the existing roads and streets? Traffic engineering on those is woefully inadequate. We do not have enough manpower to study the high accident locations. We do not have the budgets to 1957 National Safety Congress correct those locations after the studies are Accident records. We do not have spot made. We do not have sufficient state staffs maps necessary to diagnose the trouble to give the proper assistance, the kind of spots; we do not have the location files assistance they need, to small communities. necessary to study them; and we do not The vehicle. Today we have a vehicle have the manpower to use the records we which is extremely easy to drive safely. do have. Unfortunately, it is also extremely easy to Laws. We have non-standard hand sig drive dangerously. Until recently we felt nals; we have differences in rules of the that the automobile advertising programs road; and we have wide differences in atti would encourage the use of this potential in tudes on speed.____________________________ ad Teamwork and leadership tie this thing vertising policy of the motor vehicle manu together. Often these are not even recog facturers is a tremendous step forward. We do need to make additional progress in de signing vehicles which minimize injury po tent!at nized as necessary ingredients of a program. And when they are recognized, often the tremendous trifles, the details of getting that teamwork and leadership are not recog ADEQUATE ENFORCEMENT LACKING nized. Public education. We know that the quantity's enough--you hear enough, and read enough in all of the media--but what about the quality? Is this information effec tive in preventing accidents? Do we know enough about working with groups? I think not We have a lot of enthusiasm in groups, such as the service clubs and veterans organizations, but how do we use that en thusiasm? Elemetitary education is pretty good. Driver education in the secondary schools is woefully inadequate. Last year we trained approximately one-third of the eligible stu dents in driver training. Safety in the col leges and universities? In many respects, What about the foundation of citizen support? Unorganized. In many cases it has inadequate leadership, poor direction, andfauity technical information. Often we throw away our books and settle for sup posedly cheap panaceas, special campaigns, shortcuts, and gimmicks. I wish I could tell you that there was a cheap panacea for this problem, but there isn't, and we must all recognize the need for a fully balanced, comprehensive and adequate pro gram. Now that we've marked up our current status, it's a pretty "ratty" looking struc ture. No wonder it won't support our ob jective of good traffic. this is just getting started. TOMORROWS FORECAST Driver licensing. Examinations are good What about tomorrow? This nation will in some states, poor and inadequate in others. Driver improvement programs--calling in drivers for corrective treatment when their records so indicate--do not have enough manpower to study the records, to work continue to grow: by 1966 one hundred ninety three million people, up 17 per cent; ninety million drivers, up 25 per cent; eighty two million cars, up 34 per ant; eight hundred twenty five billion vehicle correctively with drivers, and do not have miles of travel, up 47 per cent It is a firm enough attitude on enforcement to take off the road the incompetent, unwil ling driver, who will not drive safely. anticipated that growth in travel will be the.same in the next 10 years as in the last 10. If accident rates continue un The police. Inadequate manpower, inade changed, 54,000 people will die in 1966, one quate training and administrative practices million nine hundred thousand or more will leave much to be desired. be injured and 6.3 billion dollars will be Courts. Do we give dispense justice? I lost think not. Are the courts conducted with In fact the situation is becoming pro dignity, or do we still have the horse and gressively worse. Rates will continue to buggy justice of the JP system prevelant rise, accidents will skyrocket if prevention throughout much of the country? Do we programs lag behind travel. The results have integrated administration of state will be deaths, injuries, damage, congestion courts from the supreme court down? No, and a stunted economy--not only because of in most states. the accident and congestion waste, but be 40 cause motor v pose a limit on What are w> of the balance new roads ar comparing the about the othe sive program?standard--are form laws? L INCRE> Youth educ dents eligible schools were that every yoi purposes is gc are we going drivers the" tr. present rate o fore we are drivers in the long? Police supe. we are not ju also talking : are talking a! are talking a the times anc accidents. Court effec tegrated corn parable with Other areas t Driver li Engineer Vehicle < Vehicle Public edu work to giv districi The traffic I Chink befo of deciding prevention, little bit on what it con K Women's Activities motor vehicle travel limitations im:j )a limit on economic growth itself. What are we going to do? One element of the balanced safety program-- building new roads and streets--will be doubled, comparing the past with the future. What about the other elements of the comprehen sive program?--Laws which have been sub standard--are we going to have sound, uni form laws? Uses of accident records. INCREASE DRIVER TRAINING Youth education--One-third of the Stu dents eligible for driver education in high schools were trained last year. We know that every youngster today for all practical purposes is going to drive a car. How long are we going to wait until we give those drivers the* training that they need? At the present rate of progress it will be 1985 be fore we are training 100 per cent of the drivers in the schools. Can we wait that long? Police supervision. I emphasize first that we are not just talking about more. We are also talking about better enforcement We are talking about the non-fixed ticket We are talking about selective enforcement at the times and places where violations cause accidents. Court effectiveness. Will we have an in tegrated court system in each state com- rable with the fine system in New Jersey? iter areas of improvement are: Driver licensing Engineering on existing streets Vehicle design Vehicle maintenance Public education. Will we have research work to give us the information we need to make better use of group enthusiasms? Will we have better aim in our public edu cation program? What are we going to do? What now? There is an alternative to these hard facts. It is federal control of traffic. The Ameri can people have exported to the national government many of their problems which were not solved at the local and state level. There have been rumblings in that direc tion already. The Roberts committee of the House of Representatives was told by many witnesses that the federal government ought to take federal driver licensing authority on the interstate highway system. Fortunately, in our view, the Roberts com mittee does not see it the same way. But how long can that go on? How long can the states and the communities fail to. live up to their responsibilities and still expect the federal government to stay out? The people will ask the federal government to come in I'm afraid. The answers to these questions rest with citizen leaders who will help build public support for these official measures and will help imbue each driver and pedestrian with a sense of personal responsibility. There are several questions that each of us has to answer. These questions are: first--Do you have influence in your com munity and your state? and second--Are you part of the problem or are you part of the solution? I hope that you will definitely determine that you will be part of the solution. If you decide to be part of the solution, the people of America will owe you a debt of eternal gratitude. These days are truly the time for decision.^ THE TRAFFIC PROBLEM by JAMES D. HILL district director, Field Service dept., National Safety Council, Dallas, Tex. The traffic problem is our mutual interest I think before we go too far into the matter of deciding how to use this tool of accident prevention, it might be well to dwell a little bit on what the traffic problem is . . . what it constitutes. What kind of problem is the traffic problem? We get so busy sometimes I think in trying to solve the problem, we are on the run (it has us on the run) and we don't analyze the problem adequately before we try to do things to solve it The question 41 1957 National Safety Congress arises whether we run into some lost mo anybody says about anything. Leadership is I tion in this procedure, so let's in some detail irratic and frequently dishonest among such ] examine this thing that we call the traffic people^ That we all recognize. It is easy to I problem. recognize because in most ways these people j We can describe the traffic problem as are ignorant or underprivileged. I a problem of knowledge. We have had auto It is not quite so easy to recognize when mobiles 50 years, 50 years in history is a you find a bunch of people who are smart short time. People haven't learned how to in most ways, well-informed in most ways; drive . . . right That is more or less obvi but, ignorant in one way, which is the ous. I think we can all accept that de situation we are in. in our so-called traffic scription of the traffic problem. problem. You can get a bunch of people WE JUST DON'T KNOW together who are what we would call upand-coming people of the community, well- Something that is not quite as obvious is informed, well-cultivated and well-motivated. that as civic workers trying to prevent acci You can ask them what to do about the dents, and as officials working at the job smallpox epidemic and they operate at once of trying to prevent accidents, we too, are with a minimum of lost motion. suffering from the impact of a new problem. You can get these people together and We too, are delinquent in the knowledge of ask them what to do about polio, about how we might do our job to prevent acci cancer, about any problem of public health, dents. We are just as subject to it as the -and is general they waste a minimum of driver is to lack of knowledge. As we must time deciding what to do about it and tiiey be tolerant of the driver and understand him and the problem that he lacks basic knowledge of how to do his job of driving, so that driver must be tolerant of us too, get about doing what they' have decided to do about it NO ORGANIZED THOUGHT and understand that we are still trying to But you get these same people together find out how to do our job best at a meeting and let them decide what to When I say "we," I mean it very broadly; the National Safety Council doesn't know nearly so much about doing its job of accident prevention as it ought to know. If we knew all the answers to the problems, we wouldn't be having 35,000 to 40,000 people killed in the United States every do about motor vehicle traffic accidents, and they remind you of a man that jumps on his horse and tries to ride off in all direc tions. Everybody has a different idea, no body likes to follow anybody, nobody wants to accept what anybody else says. The chances are if I make a safety speech, year. One of the essential components of there are people listening to me and wonder any land of a successful and a defensive ing how fast I drive after I make my problem must be humility. We must admit safety speech. They wonder how much of we don't know. what I preach, I practice. Isn't that a IGNORANCE IS MISTRUST characteristic of this thing we call the traffic problem? Don't we have the mis We can call the traffic problem a problem trust born of ignorance among otherwise of ignorance, an unprejudiced ignorance, well-informed people permeating our think perhaps, an ignorance that can't be helped, ing about the traffic problem? but an ignorance that should be recognized. I recognize this sort of thing as an oc People just don't know, just don't know. cupational hazard to me. There is abroad Now then, one of the characteristics of in the mind of the people a cult of un ignorance is mistrust One of the almost belief. We in so many cases don't really constant corollaries of ignorance is mis think that much can be done: We don't trust This is easy to recognize like to follow what people suggest to us Some of you know what happens when because we aren't really well sold that what you go into a small area, an area in a city we undertake will prevent accidents. I where everybody is underprivileged about believe we can describe the problem in terms everything. People in such an area don't such as that know who to follow; they don't know who I believe we can also describe the traffic to trust; they are loathe to accept what problem as a psychological problem. You 42 know the p of iudividtc specialize in up with sot to laymen, use to bote psychologist apply to tra ----------------- D The psycl perhaps, we to be bean psychologist it the id in < form. Soffit recognize tl is a desire, desire to sp< There is others. As ' bring this d subject to < ogist calls individual w infant, has when he g< around, he i eventually Take, for something t tries to tone restrained, strained rej where there tor. He sts Dresden ant has been tol pression agi But, as w ogists tell regular syst these repres as we are i jasted, we is still ampl expression There are himself. D of golf, pla; a book; the we can do But, every c a great dea to where w Women's Activities now the psychologist studies the behavior k individuals, and like most people who specialize in one thing or another, he comes up with some terms that are not familiar to laymen, but which laymen can perhaps use to benefit. So let's explore what this psychologist talks about and how it might apply to traffic. The psychologist describes a thing which, perhaps, we call the well spring of desire to be heard, to express one's self. The psychologist calls this two things; he calls it the id in one form, and the ego in another form. Suffice to say, but he tells us and we recognize that within each individual there is a desire, to consort with his fellows, a desire to speak and be listened to. There is a desire to act and to influence others. As long as there is life in a human being this desire is present However, it is subject to certain things that the psychol ogist calls repressions, or inhibitions. An individual when he is bora, when he is an infont has no repressions. Eventually, when he gets up to where he can walk around, he may run into a prohibition that eventually will turn into a repression. Take, for example^ a ceramic piece or something that must not be touched; he ries to touch it and he has to be physically Jstrained. As time goes on and he is re strained repeatedly, he gets to the point where there is within him a built-in inhibi tor. He starts to reach for this piece of Dresden and he decides not to because he has been told not to so much, there is a re pression against it But as we go through life; the psychol ogists tell us, we gather and set up a regular system of repressions. As long as these repressions are in order, and as long as we are in order and reasonably well-ad justed, we get along all right because there is still ample outlet for our urge for selfexpression in socially approved channels. There are lots of ways man can express himself. Doing his job, playing a game of golf, playing a game of canasta, reading a book; there are just any number of ways we can do this all right it is constractive. But every once in a while all of us, during a great deal of the time some of us, get to where we rankle at all these repressions that society imposes on us. We may even do an overt act or revolt against them. We may decide we are going to break the law just to see if we can get away with it Now when I say "the law," I mean the code or rule, not necessarily the written law. When that happens, the psychologists tell us it is an escape mechanism, a way that we have of revolting against the system. It is kind of like when a boiler builds up a head of steam, and it breaks out at the weakest point when the steam is too much for the boiler to contain. Now what is an example of an escape mechanism in traffic? One is the fellow that loses an argument with his wife at the breakfast table and tries to win it bade driving downtown. Another example is the person who is a paragon of politeness in theJiving.rootn, but who is a "heel behind the wheel." He sees here an opportunity to violate the code and get away with it He can escape from this corral of inhibitions and repressions and at the same time escape social pressure, so he does it Another escape mechanism is the teenage boy, whose parents are very strict on him and he can't get away with a thing, but be gets behind the wheel of an automobile and lets off steam there. Somehow or another Pop has forgotten to lay down die law on that too, or maybe he laid down the law but the boy still thinks he can get away with it. A young fellow has an argument with his girl and he sticks his foot in the car buretor all the way home . . . escape me chanism. I think, perhaps, here is a valid description of this thing we call the traffic problem. It attaches itself to individual be havior, individual psychology, and individual expression. GROUP BEHAVIOR PROBLEM We can also describe it as a phenomenon of group behavior. Now the sociologist is a fellow who studies group behavior; a psychologist studies the behavior of the in dividual ; the sociologist studies the behavior of a whole group of people and he, too, has some terms that probably we can use. The sociologist talks about culture. What he talks about is the sum total of the way people live and do things. He talks about the instruments of culture. Anything that man invents to make his life more gratify- 43 I I" 4i..: UM : if6 fcijpji ||# 1957 National Safety Congress ing in one -way or another may be described as an instrument of culture ... a chair, a table, a tray, an ash tray, an automobile, all instruments of culture. The sociologist talks about folkways; the way folks do things. If I am a guest in somebody's home and a picture falls off the wall, I don't stand on his overstaffed furniture to hang the picture bade up. There is no law against it, but folkways are against it The sociologist says that the unpopular laws are the ones that vary or deviate from the mores. If you press him, he win cite you an example of a Constitutional Amendment of the United States Constitu tion that was destroyed because it was in contradiction to the mores, and that was prohibition. When I was a young fellow, I couldn't walk into a schoolroom without seeing some vividly colored charts on the The group motive we have is to get along with the group. The strongest hunger we have is to stand well among our fellows. We have individual hungers, but insofar as the group is concerned or two or more people are stomach, my lungs, my heart, and every thing else would look like if I took a drink of alcoholic beverage. I was thoroughly convinced that anybody who would take a drink of alcoholic beverage was crazy. concerned, we want to be well thought of. So, if die fellow wouldn't think well of us for walking on Us overstaffed furniture, we ask him if he has a ladder. That is what sociologists call folkways. Obviously, -folk ways build up around all instruments of culture. EDUCATION BROUGHT LEGISLATION The church was a part of a 20 years or longer campaign of education on the evils of alcohol. The educational campaign cul minated In this condition of the folkways and the mores in this country to. the extent that it' was possible to pass the constitu LAWS REFLECT MORES tional amendment prohibiting the sale or There is a thing to do or a group of transportation of alcoholic beverages. accepted things to do with any instrument of culture. Now the sociologist says that as these folkways have more and more time to develop, people have more time to ex change thought and ideas about them; they solidify or they get more firm and definite and they become mores. Mores is a Latin or Greek word. I'm not sure which, mean ing laws. Now the sociologist comes tip with this term mores, and then he tells us something that gives the policeman, law makers, and all people in general, I think, some pretty good reasons for cause. Now at that time, the mores were against the law. Then what happened? The people who had been carrying on this education for 20 years congratulated one another and went home. They said, "Now our job is done, we have legislated it and therefore made it so. It is now a police matter." The people were then left to their own voices and not subjected to education on the evils of drink or anything of the sort, and they went back to their old mores, which said that a man can transport it, or sell it, or do anything else with it as long as he doesn't unduly He says that a law passed by a legisla impose it on anybody else. ture or an ordinance enacted by a dty It then became smart, of course, to fool council Is not original, it is a reflection. He the cops about this prohibition. We didn't says that these laws are valid, they are have force of the pressure of this educa effective in controlling peoples' behavior tional campaign any more, and the mores only insofar as they reflect the mores. The and the law grew apart Well, we all know only real law is what people think about it, the result of the thing. The mores won. says the sociologist. The amendment was repealed. If we had Well, police officers know that there is a practical translation of this. There are some laws that are extremely popular and easy to enforce. There are some laws that are difficult to enforce. The sociologist says that the popular laws are the ones that coincide with the mores, and the mores had a continuing educational campaign after the amendment had been' adopted, the chances are that today we would have a law of the land against selling or transport ing alcoholic beverages. Bat the mores didn't say so. Well, that's pretty strong medicine. preceded them. The laws then, only reflected While it was becoming the smart thing to the mores. do to fool the cops about this alcoholic 44 beverage law, developing call their minds we it more or let became the sn cop about trafi comment aboni mistreating the death-dealing c ing, of course, TRAFI These thing! scribe the trafi sociology, of like. The so< other term th one, and it gh in traffic. He is a problem culture lags b ference betw culture is usee used. He draws feeling pretty another, natar wanted to mi myself, and 1 out into the : air being very and shoot it of events take bor calls the ] me and throw have bung u] gratalating th< The fellow i But let's ! I say I feel ti and the more: way; let's say I go 50 mph anybody call Maybe they ; calls the poIi< come along, 1 He is not as were using s gently. He says, " were exceedu duty to give Women's Activities beverage law, we had a new phenomenon (f ^ping called "traffic" that nobody had 1 /minds well made np about anyway; so it more or less, by a process of osmosis, became the smart thing to do to fool the cop about traffic too. And we had a lot of comment about speed traps and the police mistreating the people, the disadvantage, die death-dealing disadvantage which is persist ing, of course, to the present day. ----------------TRAFFIC PROBLEM AROSE These things I think we can use to de scribe the traffic problem. It's a problem of sociology of folkways, of mores, and the like. The sociologist comes tip with an other term that I think is an interesting one, and it gives us a nice close application in traffic He said that the traffic problem is a problem of culture lag . . . how far culture lags behind the lead ... . . the difference between the way an instrument of culture is used, and the way it ought to be used. He draws this comparison: If I was feeling pretty exuberant from one reason or another, natural or artificial, and decided I wanted to make a little noise to express mj'self, and I take my six-shooter and go out into the street and point it up in the air bring very careful that nobody gets hurt and shoot it A perfectly predictable series ^-events takes place. My next door neigh- jcalls the police, who come out and grab tuc and throw me into the jail. Before they have hung up the key, somebody is con gratulating them for doing a wonderful job. The fellow might have killed somebody. CULTURE LAG But, let's say I'm more discreet Let's say I feel the pressure of the folkways and the mores against using the gun in that way; let's say I get into my automobile and I go 50 mph down main street Well, does anybody call the police? Chances are, not Maybe they are a little upset but nobody calls the police. If a policeman happens to come along, he pulls me over to the curb. He is not as unceremonious with me as if I were using a gun. he handles me rather gently. He says, "You're violating the law, you were exceeding the speed limit and it is my duty to give you a summons." I am, of course, the soul of innocence. I say, "Offi cer, what did I do? I didn't fait nobody did I? Did I do something wrong? There wasn't anybody on the street" Maybe 10 people will walk by and nine of them will say, "Why doesn't that speed-crazy cop leave that poor fellow alone. He didn't hurt any body. Why doesn't he go catch himself a burglar, or do something important Why do they have to pack on good people for?" Which is the most dangerous instrument of culture to misuse, the gun or the auto mobile? A gun kills six people without reloading, and an automobile Mils 30 peo ple at one shot It's been done. The auto mobile is at least five times as dangerous misused. Yet we condemn the misuse of the gun and condone the misuse of the motor vehicle. Why? The sociologist tells us it is culture lag; He explains it this way. We have had guns 400 years, and we have had cars 50. We haven't had automobiles long enough to make up our minds about the right way and the wrong way, and come to a unanimous agreement about how they should be used, and how they should not be used. PROBLEM SOLVED IN 400 YEARS Well, if we ask the sociologist then what we should do about it; he may in a detached and academic way say there is nothing really to worry about; by the time we have had cars for 400 years like we have had guns, that probably will have taken care of itself. We won't have a traffic problem any more than today we have a gun problem. If I hand a gun to you, muzzle fore most, loaded, you say, "Don't point that thing at mel" And everybody standing around says, "Don't point that thing at him!" I loose face. But, if I go 70 mph between here and Fort Worth and you know dam well that 60 is just as fast as you can safely drive, what do you do? The chances are, you keep quiet. So we haven't got our folkways and our mores developed. We have a case of culture lag. And in another 350-years it will have disappeared because people will have had time to think it over and talk it over, and come to an agreement Of course, while all this is happening we will be killing 35,000 to 40,000 people a year. So why are we holding safety meetings, staging state safety conferences, publishing all this literature; 45 1957 National Safety Congress taking an annual inventory of traffic safety get somewhere." Dr. Peale said, "Well, haring to cran activities, and everything else? that's fine. Where do you want to go?" body agreed al What are we trying to do? We are try ing to cover in 10, IS, or maybe 20 years the social development and group thinking that ordinarily would require 350 years to cover? But how do we do this? But how do we stimulate the rate at which concepts evolve concerning the use of the motor ve hicle and concerning the control of its use? We stimulate it the only way, we accelerate it the only way it can be accelerated, by accelerating the rate at which people think and talk about it. INVISIBLE ESSENCE The boy was taken back a bit and said, "Well, I don't know." Dr. Peale said, "What would you like to do?" To which the young was available ; vehicles, it was starter so Ketfc man replied a little bit defensively that he Shortly after just had never thought about it definitely engineer accost like that tering, I resen So then the good doctor was a little bit starter thing." hard on him and he said. **Tt wnn fr> mp ^ so?" "Because you have your mind made up a lot better about what you don't like than what you do like; about -what you don't want than what you do want You tell me you want to get electricity." W1 violated my hi that it couldn't laws of electric somewhere, and I ask you where you want Shortly after to get and you can't tell me. I ask you called in all the I think we can describe the traffic problem as a social problem. I think we can describe it in all of these ways. I think we can de scribe it as a problem of ignorance, a prob lem of sociology, and a problem of psy chology. I think there is one other way to describe it . . . invisible essence. A couple of years ago I was reading the Birmingham News, and on the editorial page I read a what I can do to get you there, if you had your mind made up, and you can't tell me. I ask you what you would like to do and you can't tell me. Now you must deride this thing for yourself, and until you do all the help in kingdom come will roll off you just like water off a duck's back. When you deride, then whether help comes your way or not, you're still on your way." quite a numbei men who were < doesn't seem t< this negative m to be much c seem to be ab ttemely well-et enslaved by it." Well, anvwa. parable written by Dr. Norman Vincent Peale. This was land of an unexpected way to find some light on the traffic prob lem, but I would like to tell you this parable and my thinking following it Dr. Peale was telling about a game of golf he played one time. He was out in the woods looking for his ball and there was a young fellow out there raking leaves on the golf course. This young man knew Dr. Peale and approached him rather hesitantly and he said, "Dr. Peale, I need some help. I don't like my life and I've been aiming to come see you for more than six months." Dr. Peale said, "Why did you wait so long?" He said, "Oh, I just haven't got around to it I do need help. I want to get somewhere. Some time I would like to come see you and talk to you. Some time." Dr. Peale said, "Well, why don't you start talking to me now while I'm looking for my ball?" NEGATIVE THINKING I reflected on that a while and it occurred to me that he was talking about the traffic problem. Dr. Peale went on to say the young man did make these derisions and eventually did get somewhere; was con stantly and quietly failing himself. He was faffing himself, and that is the traffic prob lem. Man's failure of himself. Fundamentally, the problem is "no," isn't it? The problem is the negative mind-set: the propensity of people to say and act negatively, instead of positively. It came to me as a revelation; and, perhaps, I shouldn't be proud of it because at the time I had been in traffic safety for 17 years. It came to me as a revelation that traffic was not a new problem at all. It was a new kind, a new manifestation, a new form of a prob lem as old as man. The problem of man's failure of himself. search engineer all bring their said. "Now gen inventing the se couldn't be done a few years b; to prove to me I've asked yoc tow nviav toft DONT D "I want to warning that tl with an idea tl of you pulls ot prove to me it to bum them a to me It can b stan out on t done and unde > cause I'm not factor." So the boy poked his rake in his leaves DESPAIR FACTOR ;j Menninger, tl and started. He said, "Dr. Peale, you see We've recognized it in lots of ways. This ' pefca. Kan., hs what kind of job I've got here. I'm raking General Motors research director, Charles i says that ever leaves on this golf course. I want to amount Kettering, expressed it this way: he said t his own destru< to more than that and I want you to help it is the despair factor. One of his favorite everyday comi me. You've helped other people. I want to stories is about the time he invented the about It colloq get somewhere. I don't like my job, my sdf-starter. Everybody agreed that some or Jim, or Toi situation, or anything about it I want to thing should be done to relieve people from own worst ene 46 Women's Activities Raiding to crank automobiles; but, every* I 'j agreed also that on the set-up that available at that time on the motor vehicles, it was impossible to invent a self starter so Kettering invented it Shortly afterward, an eminent electrical engineer accosted him and said, "Dr. Ket tering, I resent your inventing that self starter thing." Dr. Kettering said, "How so?" "Because you violated the laws of electricity." What he really meant was, you violated my hide-bound, negative mind-set that it couldn't be done. You violated the laws of electricity. Shortly after that happened. Dr. Kettering called in all the research engineers. He had quite a number of brilliant, well-educated men who wtre extremely capable. Education doesn't seem to have anything to do with this negative mind-set There doesn't seem to be much correlation. Ignorant people seem to be able to surmount, it, and ex tremely well-educated people seem to be enslaved by if Well, anyway, Kettering called his re search engineers together and told them to all bring their slide rules, so they did. He said. "Now gentlemen, we have just finished inventing the self-starter that everybody said couldn't be done. When I proposed the thing a few years back, a lot of you undertook to prove to me that it couldn't be done. Now J'*~\ asked you to bring these slide rules ) today because I want to warn you sontething about them. DONT DISCOURAGE PROGRESS "I want to give everyone of you fair warning that the next time I come to you with an idea that needs developing, and one of you pulls out one of these slide rules to prove to me it can't be done, we are going to bum them all up. If you want to prove to me it can be done, I'll listen; but don't start out on the premise that it can't be done and undertake to prove it to me, be cause Tm not interested ... the despair factor." Menninger, the famous psychiatrist in To peka, KaiL, has a way of saying it He says that every man contains the seed of his own destruction. We recognize it in our everyday comings and goings. We talk about it colloquially; we say John, or Joe, or Jim, or Tom, or Dick, or Harry is his own worst enemy. He works against him self. And the payoff, of course, is that it is John, or Joe, or Jim, or Tom, or Dick, or Harry that does that You never hear anybody say, "I'm my own worst enemy." The traffic problem in its fundamental es sence is a moral problem. It is the same kind of problem that the Master was sent here a little over 1900 years ago to do some thing about It is the problem of negativism, of despair, of "no." The fact that it involves motor vehicles, the fact that it in volves streets, traffic lights, pavements, and all that, is purely incidental. There is noth ing new about the problem of man's failure of himself. Now then, do you need proof of that? I can sight you proof that is selfevident, like the things you read about in the Declaration of Independence. When an accident happens, somebody fails himself. MECHANICAL PROBLEM? I think the most striking proof of the fundamental nature of this traffic problem can be found in the fallacies that we pro fessionals burden ourselves with as we go about our jobs trying to correct them. What are some of these fallacies? Let's nail some of them to the wall. Well, the first one is that traffic is a mechanical problem. You hear people on all sides talking about their grammis adjusters, grammis indicators, hay seed polishers, and incriminator filters, and so on. If we can just get enough gadgets, if we can Just get enough policemen, and enough motorcycles, and enough traffic lights, and enough jail sentences; if we can just get enough mechanical things done, we can solve this problem. Do we really believe'that we can pile on these mechanical correctives deep enough that we can relieve ourselves of the neces sity of facing out some of the seemy moral necessities in this business? Do we really think we can hire enough policemen to stop accidents if a judge turns loose people with out justification that the policeman brings up? Do we really think that chemical tests will help us stop accidents if you can fix a DWI case? Do we really believe that a fraud pay ment or an extremely complex signal system at an intersection will stop accidents when we will listen to this real estate promoter that says make it a night rate intersection so I can sell filling station locations on this comer, don't make it a clover-leaf intersec- 47 1957 National Safety Congress tion. Do we really believe we can solve the traffic problem mechanically? No, I don't think we do. Yet, we talk about it all the time, and we promise the world with a ring around it if you will just give me a $100,000 signal system, or just vote for this new bond issue to get all these streets paved. Aren't we deceiving ourselves, aren't we failing ourselves when we do that? AGE OLD PROBLEM ------ Another fallacy is that there is anything new or different about the problem. There isn't. We, therefore, need experts to solve the problem. We don't. And fortunately we don't, because there aren't any. There has been one traffic expert in the history of the world, and that was the Man of Galilee. What the Man from Galilee told us 1900 and some odd years ago is all we need to know about traffic safety; nobody needs to add anything to it. Whether we are operating as an individual driver, an official, a civic worker, or any thing else, traffic is nothing more or less than applied Christianity. Traffic safety ... applied Christianity. We need only to use our God-given intelligence to interpret and apply what is there, and what we know, and what we have been told until it is a part of our frame and bone and sinew. Yet we look for experts. Yet we look for some way around moral necessity'. Now then, here is a real tricky one, a real tricky fallacy that we professionals work under; that is the fallacy of public approbation. The public tells us we are doing a good job of accident prevention. How does the public know? They lull 40,000 of their own land every year. How do they know? I make a speech at the Lions dub, and they' come up and shake hands with me. They are pretty consrientious folks, some of them have lots of money, some of them are successful busi nessmen; they come up and shake hands with me and say, "Mr. Hill, you are doing a very wonderful job." LET SLEEPING DOGS LIE Well, I want them to think so because that puts them in a receptive frame of mind, but I'm not kidding myself. I'm not doing a wonderful job just because they tell me I'm doing a wonderful job, they don't know. If I let myself be satisfied with pub lic approbation of the land of job I'm doing. I'm liable to get into any number of mantraps. One of them is the sleeping dog blind alley. If the public is happy, Jet them go ahead and kill 40,000 of their own kind as long as it isn't me. Let sleeping dogs fie. We are liable to get into a super-serious, cheap character building routine. If the pub lic thinks I'm doing a good job, then I'll say the things the public enjoys hearing. I go to the Kiwanis, Rotary, Gvitan, or what have you; and I tel! them what a won derful safety program they have when I know darn well their safety program stinks. I please the public so the public will tell me how good I am, and the first thing you know I'm as phony as a three dollar bill, and they' are too. That is the terrific man trap we get into and we end up with an insecure feeling of walking on quicksand. There are more fizzles, fallacies, phonies, and dreamers in the safety movement today than any other movement I know' of. And one of the big reasons is because they de pend on the public to tell them whether they are doing a good job or not. The pub lic doesn't know. That is one of the things that makes it difficult Where do I find out whether I'm doing a good job? I never know really, but I keep asking myself is this the best I can do. is this sound think ing, is this sound action? TALK DOES ACCOMPLISH A fallacy that we professionals succumb to from time to time, is the fallacy that a lot of talk accomplishes nothing. Yon hear it in any sort of meeting, take your choice, someone draws up very profoundly' and they drop their voice an octave or two and get a hollow sound in it and they say, "Well, it is all very good, but it is a lot of talk that won't amount to anything. Everybody gets religion about it here today, and then we go home and forget about it A lot of talk accomplishes nothing." I reject that as a fallacy. I rite you again the first safety expert, the last, and the only one in the history of the world; the Man of Galilee, who lived about 34 years and did nothing but talk, and we are still listening. It took a lot of talk to make the Bill of Rights, the Magna Charta, the Declaration of Independence, the Constitution, all of the things that dis tinguish free men from slaves obviously' had t a 4S to be preced talk does act who says a means that; than I've pt Well, thef lem is man' rective is ai faith. Unlei reasonably i directed to vent them, crate or act anybody els around the ' mistrusting ignorant; an bdieving, wi . Traffic is s testations ai pression of corrective w these old p Well, I ask efforts to sc give you ju I can. I ca torical justii Back in 1 records. Th but they we vehicle title and those s of 19 peoph million vehii six and two faith and th dents, preve we can rels was done a through tho Here is t; we had ou about acrid laws, newsp bought mot people, and about it In from 19 to vehicle mile Then we had a lot o We even hr Women's Activities to be preceded by a lot of talk. So a lot of ( Jk does accomplish something. This fellow no says a lot of talk accomplishes nothing means that a lot of talk with no more faith than I've put into it, accomplishes nothing. Well, the problem is an old one, the prob lem is man's failure of himself. The cor rective is an old one too, the corrective is faith. Unless we believe that something is reasonably intelligent and reasonably well__directed to prevent accidents, it won't prevent them. Unless we believe, we can't op erate or act intelligently or in unity with anybody else. We will still be flocking around the tower of Babel, we will still be mistrusting our leadership, we will still be ignorant; and, as long as we persist in not believing, we will still kill one another and ourselves. . Traffic is a moral problem. Only its mani festations, are mechanical. It Is a new ex pression of an old problem and the same corrective will apply as it has applied to these old problems through the centuries. Well, I ask you then, to have faith in the efforts to solve this traffic problem. Can I give you justification for this faith? Yes, I can. I can give you a little bit of his torical justification. MORAL QUESTION Back in 1925 we came out with our first records. They were admittedly incomplete, It they were our first records of a motor Aide title in this country. Fatal accidents and those sets of records produced a rate of 19 people killed for every one hundred million vehicle miles traveled Today it is six and two-tenths. I take that as fuel for faith and that what we do to prevent acci dents, prevents accidents. Especially when we can relate directly and traceably what was done and how the rates came down through those years. Here is that picture: from 1925 to 1932 we had our first national concerned cry about accidents. The legislatures passed laws, newspapers raised cane, and the police bought motorcycles and started arresting people, and we had a great deal of to-do about it In 1932 the death rate had dropped from 19 to 16A per one hundred million vehicle miles. Then we had a wave of reaction and we had a lot of yammering about speed traps. We even bad some laws passed that a po liceman had to be dressed a certain way, and in a motion on a certain kind of a motorcycle on a public street or highway before he could arrest anybody for speeding. We also had the situation of a depression back in those days. Jobs were hard to get in 1932, and policemen had families in the habit of eating. Well, there was a let-up and the death rate increased from 16Ar in 1932 to 18t% in 1934. Then the conscience of the American people began to catch up again, and in 1933 four significant things happened. ESSAY HITS HOME J. C. Furnas wrote an essay called And Sudden Death and finally got through the thick hide of the American automobile driver with that essay. He is the one that first so graphically described the brains on the fender, the blood on the streets, the. scream of a child in the night, the curious flopping efforts of the injured, the moans and the screams of the oil-soaked body on the pave ment, the apologetic expression of the face half gone away, and Brother Furnas got it through the heads of a great many people that unless they changed their driving habits, that was what they were headed for. That article reprinted five million copies out of the Readers Digest. It had an impact In 1935 something else was done to pre vent accidents. The National Safety Coun cil set up a five year accident prevention publicity campaign significant two ways: first, we can advertise safe conduct like we advertise cigarettes, and toothpaste, and au tomobiles, and all the other things we do. There is a potential here in publicity. We can advertise and sell safe conduct We are also going to do it for five years, and we are not going to do it for a couple of years and quit That was significant too. Even today we have people who think that we can get this thing done in a couple of weeks and then forget it We have a lot more today who know that we must live with it from now on. The Council also started the National Traffic Safety' Contest which was a precedent or a granddaddy of our Annual Inventory of Traffic Safety Activities ... a relating or pooling of experiences between cities. Also, the Northwestern University Traffic Insti tute was established in Evanston, 111. ... a step made toward scientific traffic policing. 49 \ -1957 National Safely Congress All those things added up to something done to prevent accidents. The result, the death rate dropped from 18& in 1934 to 12& in 1939, five years later. Now then, for the next seven years we had no more reduction. Why? We fought a World War, we didn't do anything about traffic safety. la 1946 the death rate , was 11-5/10. In that year the war was over, everybody was getting concerned again and the President of the United States got into the act He called the First Annual Presi dent's Highway Safety Conference. This conference has been held annually since. PRESIDENTS CONFERENCE This President's Highway Safety Con ference adopted an action program for vol untary implementation by cities and states. The death rate that year was 11-5/10, and three years later it was seven and five-tenths. Something had been done to prevent acci dents. The rate is still going down and is now six and two-tenths. Those people who used to have the audacity to dream of a national death rate of six today are thinking of a national death rate of two or three in somewhere between five and ten years, if we don't get into a war or some other major national distraction. Is there fuel for faith in that history? I think so. What we do to prevent acci dents, prevents accidents. As further fuel for faith, on any Annual Inventory of Traffic Safety Activities we put a specific percentage evaluation score on what a state or dty does to prevent accidents. Our na tional death rate currently is six and twotenths. In some states, however, it is as high as 10-5/10. In some states, as low as two and fourtenths.--Invariably, the states with the low death rates are the states with the highest scores in the Annual Inventory of Traffic Safety Activities. The states that are doing the most to prevent accidents, are preventing the most accidents. The states with the high death rates are the ones with the low per formance in the Annual Inventory. We made a five year study of 32 cities in Wisconsin; we portrayed the results on a graph, in the beginning the total deaths in these 32 cities stood high on the graph, the inventory. low, the lines crossing in the middle of the period. At the end of the period, the situation was reversed. The total inventory scores were high, the deaths were down about 40 per cent They were the low point on the graph. What we do to prevent accidents, prevents accidents. This I take as fuel for faith.^k FUND. assistant Over the ; home safety has also bet until 1955 l find out "w much. That Safety Imre sorship of More than ' for the. first formation at conducted or " Believing ~ be effective wanted to la tions were programs. T In 1956 tt developed wi to add to ot what" in bor late further The Inventc lowing quest 1. Wbal most probl 2. Whai frequ eanir 3. What 4. Whai ties t 5. Who to tea More thax received and published ar centers that a The findin; of people w safety raessai l' I rations pron ttCSfariJUkiA*. 50 -ft .FUNDAMENTALS OF HOME SAFETY ACTIVITIES by MISS EUNICE KEYWOOD assistant director, div. of home economics prosrams, federal extension service, U. S. Dept, of Agriculture, Washington, D. C Over the years much has been said about tempting to make their efforts part of a home safety, but unlike the weather, much continuous, long-range program. Some ap- has also been done about it However, not--parent gaps, however, were uncovered: until 1955 had any attempt been made to find out "who was doing what"--or how much. That year a trial ran of a Home Safety Inventory was made under the spon sorship of the National Safety Council. More than 600 reports were received, and for the, first time we had some reliable in formation about borne safety activities being 1. More attention than was reported could be directed at safety for young children and for the elderly; 2. More effective use than reported could be made of mass media, such as television and radio; 3. More inter-agency cooperation might conducted on local, state, and national levels. be achieved than reported. Bdieving that home safety programs, to be effective, should be cooperative; we wanted to know what groups and organiza tions were interested and active in such programs. The results were most gratifying. In 1956 the Home Safety Inventory was developed with two major objectives: first; No national Home Safety Inventory will be made in 1957 but one is planned for 1958. The long-range objective of the Home Safety Inventory is to contribute to the reduction of accidental home injuries by helping those conducting state and local home safety programs to: to add to our knowledge of "who is doing what" in borne safety; and second, to stimu late further home safety program activities. The Inventory sought answers to the fol lowing questions: 1. What organizations generally were most actively concerned with the problems of borne accidents? 2. What types of activities were most frequently conducted by these or ganizations? 3. What community groups cooperated? 4. What determined the types of activi ties undertaken by an organization? 5. Who did these organizations attempt to reach through their efforts? More than 4,100 program reports were received and analyzed. A summary has been published and sent to all state and local centers that assisted in malting the Inventory. The findings indicated that large numbers of people were being reached by a home safety message and that most of the organi zations promoting home safety were at- 1. Stimulate the development, expan sion, and coordination of home acci dent prevention programs in their respective areas. 2. Establish standards and norms which will encourage officials, voluntary agencies and business organizations to accept responsibility for home accident prevention. Information gained through the Inventory serves as a valuable- guide to those of us who are concerned with planning safety programs and activities or with the produc tion of materials for use in safety programs. For example; a booklet on old-age safety is in process which we hope may stimulate more widespread attention to the special needs of our older citizens. Another publica tion planned for early 1958 will offer pro gram ideas illustrated by examples of inter esting projects gleaned from the 1955 and 1956 Home Inventories. In 1958, more selective advice of organi zations will be sought in developing a ques tionnaire tailored to fit organizations.A. 51 } THE PHILOSOPHY OF THE BEADED SHOES by CHARLES W. FERGUSON senior editor. The Reader's Digest, Pleasantville, N. Y. One good thing about conventions is the opportunity they afford to stand off and look back and decide whether the work done is worth while or might be better done. __ To appraise^ accurately is one of the hardest jobs on earth; the very act of try ing puts us in a critical mood toward our efforts and we usually end up with the mullygrubs. And because this is the case I have derided to tell three stories. These stories are so short that in each case I will have to reverse the usual process for a Digest editor and make a short story long. All the stories are designed to give you some consolation and some brightness of mind in the assessment of your work. DRESS MORE PLEASING The first concerns a woman, a writer who has done some wonderful articles for The Reader's Digest--Elise Miller Davis. Once on a trip to Mexico she took a fancy for a pair of beaded shoes. They looked ex quisite as a piece of work and while she had no immediate or anticipated need for them, they caught her eve and held it--so she bought the shoes. When she got home she didn't know quite what to do with them; they didn't work in with any ensemble: But a friend saw her predicament and with skill made a beaded dress. That's not the way to describe the dress, but it had sequins on it and it was pretty fancy and she had some thing to go with the beaded shoes. Came the evening when Elise Davis de cided to wear the dress and the shoes. She got diked out and then started off to a dinner. The dress was a honey, but when she got outside in the early evening light she noticed that the beaded shoes were not as pretty as she had thought In fact they just wouldn't do. So she went back into the house, much pleased with the dress, and changed her shoes. Now the moral of this story is too plain to need elaborate emphasis; our final accom plishment may be far greater than our original objective. We may fail or discard, but what we have our hearts set on in the first place not uncommonly leads to some thing that is far better than we had planned. I have found this repeatedly true in my business and could rite instance after m. stance to prove the point Once in London Paul Gallico told me the story of the time he as a young sports writer just out of col lege got into the ring with Jack Dempsey. It was an amazing story: Gallico was mauled unmercifully by the Manassa Mauler. I tried to sell it to my associates by mail but nothing happened. Later Gallico came to Pleasantville and told the story again at a luncheon. It did not take an editor to see that this was a story worth telling but there was no excuse for bringing it up in the magazine. On my way back from lunch I suggested that Paul do it as an art-of-living article tt being an art to live in the same ring with Dempsey. The emphasis .and the argument would be placed on the fact that Gallico never took second-hand experience' or hear say evidence. He went in for the real thing. He wrote the story with this point and argument It was accepted, but when I saw . the proof I discovered to my dismay that the argument had been dropped. What led to the results had been discarded, but without this argument as a means, we would have no story at all. FIND IMPROVEMENTS So it goes in the experience of all of us. We cannot say with - precision what will come of our efforts and often the thing that is dropped leads to something vastly better. Arthur Schopenhauer has a passage which states this principle beautifully: "We often find something else, nay, some thing better than what we are looking for; and what we look for, we often find on a very different path from that on which we began a vain search. Instead of finding as we expected, pleasure, happiness, joy, we get experience, insight, knowledge--a real and permanent blessing instead of a fleeting and illusory one." 52 I I The nes of a wor coined by Horace M felt the m it on a II Three Pri the ancien the prince: by aedder they were has come pectedben of action. The goa something ample wh< sage to I land* mas: Americas, the incrdea important --penidllir We nee member tl man Dam product o. the safety get down our efforts what seen we cannot log that tl encounter The next Women's Activities The next story I want to tell is the story if a word: serendipity. This is a word lined by Horace Walpole in a letter to Horace Mann written about 1754. Walpole felt the need of such a word and he based it on a 16th century fairy tale called The Three Princes of Serendip--Serendip being the ancient name for Ceylon. In this story the princes were "always making discoveries by accident and sagacity of tilings which they were not in quest of." Serendipity then has come to signify the detours and unexpected benefits of any journey, of any course of action. The goal may not always be achieved but something better may bob up--as for ex ample when Columbus, seeking a new pas sage to India, came across evidence of a land* mass that proved later to be the Americas. Science is full of instances where the incidental discovery has outweighed in importance the real goals of the researchers --penicillin bring a recent case in point. We need to think of this story and re member this word in our evaluations. Nor man Damon once defined safety as a by product of doing things the right way. In the safety mpvement itself we may often get down in the mouth over the futility of our efforts to make people stay alive against what seems to me their own wishes. But we cannot appraise our efforts without see ing that there are values and experiences we nter that may be, good in themselves, next time you wonder about your ef forts, keep your eyes open for side results. Keep yourself on the line of discovery with a mind alert to the unmeasurable value of incidental accomplishments. LOST NIGHTINGALE My last story is the story of the night ingale as told by Hans Christian Anderson. The Emperor of China had a beautiful nightingale which sweetened his life and his court with unsolicited melodies. The Em peror of Japan heard of this nightingale and, to please his brother ruler he sent the Emperor of China a marvelous mechanical nightingale. It sang with zest when it was properly wound and all at the court com mented at the wonder of it But the ex citement over the mechanical nightingale was so great that in the midst of it hardly anyone noticed that the real nightingale had flown out the window. In a push-button age that worships effi ciency and progress, that forgets George Bernard Shaw's dictum that progress is merely the exchange of one inconvenience for another, we are likely to worship the mechanical, to think that if we but get properly organized and squared away, all will be lovely. But we must beware in a human thrust like the safety movement lest the real thing fly out the window. And in the appraisal of our efforts, let us examine this possibility and realize that there is no substitute for the heart and spirit This can come only from dedicated personal interest 53 OFFICERS OF THE WOMEN'S ACTIVITIES CONFERENCE NATIONAL SAFETY COUNCIL 1957-58 1 .f i i .. . ... i . i:" |j Chairman and Vice-President--MARION E. MARTIN, Commissioner of Labor and In dustry, State of Maine, Augusta, Maine. Vice-Chairman--MRS. RAYMOND SAYRE, chairman. Women's Committee, The Presi dent's Committee for Traffic Safety, Ackworth, Iowa. Board Representatives--MARION E. MARTIN; MRS. RAYMOND SAYRE; MRS. GERTRUDE FRESE, assistant to Vice-President, New York Telephone Co, Brooklyn, N. Y.; HON. IVY BAKER PRIEST, Treasurer of the United States, Washington, D. C Members-at-Large--MRS. ALMER ARMSTRONG, coordinator. Organization Relations, Indiana Farm Bureau Cooperative Assn, Indianapolis, Ind.; MRS. AGNES D. BEATON, director. Women's Division, Automotive Safety Foundation, Washington, D. G; MRS. O. A. BEECH, president. Beech Aircraft Corp, Wichita, Kan.; MRS. RAE V. BIESTER, superintendent. United States Mint, Philaddphia, Pa.; HON. MAR GUERITE S. CHURCH, Congress of the United States, House of Representatives, Washington, D. C; HON. FRANCES COOK, Justice of the Peace, Beaverton, Ore.; MISS DOROTHY DOWNS, assistant to J. O. Herbster, chief engineer. Firemen's Mutual Insurance co. Providence, R L; MRS. GERTRUDE FRESE; MRS. JEAN WOOD FULLER director. Women's Activities, Federal Gvil Defense Administration, Battle Creek, Mich.; DR LILLIAN M. GILBRETH, Montclair, N. J.; MRS. L. G GILMOUR chairman. Women's division, Seattle-King County Safety Council, Seattle, Wash.; MRS. ROBERT W. GUNDERSON, Rapid Gty, S. D.; BETTY GUNNING, Station WJAR Providence, R L; MRS. J. RAMSAY HARRIS, Denver, Colo.; MRS. HELEN K. KNANDEL, educational consultant. Traffic Engineering and Safety Dept, American Automobile Assn., Washington, D. G; MRS. JOHN E. KRUEGER Milwaukee, Wis.; MRS. DOROTHY McCULLOUGH LEE, chairman. Subversive Activities Control Board, Washington, D. G; MRS. ALICE K. LEOPOLD,^assistant to the Secretary of Labor, U. S. Department of Labor, Washington, D. G; HON. GERALDINE MACELWANE, judge; Lucas County Common Pleas Court, Toledo, Ohio; MRS. WALTER V. MAGEE, Ohio State Safety Council, Lakewood, Ohio; MARION E. MARTIN; MRS. CARRIE NOELLING, rice-president, Home Safety & Women's Activities, Kansas Gty Safety Council, Kansas Gty, Mo.; HON. IVY BAKER PRIEST; EDITH RAMSAY, Home Equipment Editor, The American Home, New York, N. Y.; MRS. MARY G. ROEBLING, president, Trenton Trust Co, Tren ton, N. J.; MRS. RAYMOND SAYRE; MRS. ALMA K. SCHNEIDER superin tendent, United States Mint, Denver, Colo.; MRS. MAMIE KENNEDY TAYLOR Executive Dept, Georgia Power Co, Atlanta, Ga.; MRS. BERNICE T. VAN DER VRIES, member, Chicago Transit Board, Chicago Transit Authority, Chicago, 111.; MRS. MILDRED YOUNGER Los Angeles, Calif. 54 . Alan Wooc Abrasive American i Abrasive American j Drybrow American 3 Rubber, American ( Sling ch; own w American Face shi American Fire app American < Head, e; produc Ampco Me Non-spa Ansul Che Dry cho Arcadia M Plastic c Award Inc Safety it Ballymore Rolling hydrat Bashlin, V Linemen Baosch & Safety g Beltone H Audiomi ) Safety Exposition Exhibitors Acme Protection Equipment Co., South Haven, Mich. Industrial gas masks, chemicals and accessories. Advance Glove Mfg. Co., Detroit, Mich. Work gloves. Aetna Casualty & Surety Co., Hartford, Conn. Safety educational aids and services including Aetna Drivotrainer.__________ ________ Akron Brass Mfg. Co., Inc-, Wooster, Ohio Fire hose nozzles and accessories. Alan Wood Steel Co, Conshohocken, Pa. Abrasive rolled steel floor plate. American Abrasives Metals Co., Irvington, N. J. Abrasive stair treads, threshold, door saddles and non-slip coatings. American Allsafe Co., Inc, Buffalo, N. 7. Drybrow the Nation's Sweat Band and Greenline Emergency Release. American Biltrite Rubber Co., Chelsea, Mass. Rubber, composition and neoprene safety soles. American Chain & Cable Co., Inc, Bridgeport, Conn. Sling chains and Kuplex sling chain assemblies, wire rope slings and assemble-yourown wire rope slings. American Industrial Safety Equipment Co, .Inc., Cleveland, Ohio Face shields, goggles, gloves and mittens. American La France Corp, Elmira, N. Y. Fire apparatus and fire fighting equipment. American Optical Co, Southbridge, Mass. / Head, eye and respiratory protective devices; safety clothing and safety specialty products. Ampco Metal, Inc, Milwaukee, Wis. Non-sparking, corrosion-resistant safety tools. Ansul Chemical Co, Marinette, Wis. Dry chemical fire protection equipment. Arcadia Mfg. Co, Birmingham, Mich. Plastic coated gloves and aprons for industry. Award Incentives, Inc, New York, N. Y. Safety incentive award programs, emblems, plaques and trophies. - > Ballyxnore Co, West Chester, Pa. Rolling safety step ladders, movable work platforms, mobile access lifts and hydraulic lift work platforms. Bashlin, W. M, Co, Grove City, Pa. Linemen's and industrial safety equipment Bausch & Lomb Optical Co, Rochester, N. Y. Safety glasses, Ortho-Raters and "Titan" safety frame. Bdtone Hearing Aid Co, Chicago, I1L Audiometers, hearing aid tests. 55 'i. yi- t* t {) i < /. 1957 National Safely Congress The Beryllium Corp., Reading, Pa. Safety tools. Best, Alfred M. Co., Inc., New York, N. Y. Safety publications. Bethlehem Steel Co., Bethlehem, Pa. Wire rope slings, standard and braided slings. Bil-Jax, Inc, Archbold, Ohio Tubular steel scaffolding and equipment. Portable steel bleachers. Bomgardner Mfg. Co, Cleveland, Ohio ____________________________________________ -----Emergency stretchers, cots, first aid equipment, resuscitators and respirators. Bone Dry Mfg. Co, Neosho, Mo. Outdoor foot-wear. Boyer-Campbell Co, Detroit, Mich. Safety equipment for industry--individual protective equipment. Brady Co, W. H, Milwaukee, Wis. Self-sticking safety products, Penna-Code pipe makers. Breck, John H, Inc, Springfield, Mass. Industrial hand cleaner; hair and scalp preparations. Brett-Goard Co, Englewood, N. J. New saw-guard combining safety with Full work visibility. Brossard, Lester L, Co, Chicago, HL Klear-Vu traffic mirrors and Klear-Vu traffic lane markers. Browne, Stewart R. Mfg. Co, Inc, New York, N. Y. Electrical safety equipment, explosion-proof and vapor-proof portable inspection Ikes, explosion-proof fiashlites, grounding devices. Bralin & Co, Inc., Indianapolis, Ind. Floor treatments, cleaners, disinfectants, insecticides. Buffalo Fire Appliance Corp, Dayton, Ohio Portable fire extinguishers and fire department accessories. Buhrke, R. H, Co, Chicago, IllOccupational safety equipment and products for construction and maintenance. Bullard, E. D, Co, Sausalito, Calif. Industrial safety equipment. Cambridge Rubber Co, Taneytown, Md. Non-slip safety soles, Vul-Cork and Vul-Cork Neoprene. Chance, A. B, Co, Centralia, Mo. Hot line maintenance tools and line construction tools. TM. Charleston Rubber Co, Charleston, S. C. Lineman and industrial gloves, sleeves, aprons, safety devices. Chemical Corp, Springfield, Mass. Protective hand creams, cieaners and lotions. Chicago Eye Shield Co, Chicago, I1L Head and eye protective equipment Chrysler Corp, Detroit Mich. "Chrysler Corporation--The Forward Look in Safety." 56 Clark, J. Industi Columbtt Coated Columbtt Alloy s Cunning! Safety Daisy MI Air rifl Davids C Safety Davis En Respin Detex W Watchi AMF De Radial Dockson Weldin saver Dow Che Safety Dow Cor Sight s Doyle Vs Industi Dunn Pr* Protect Neop Du Pont Flame Neop Eagle Mi Safety . Edmont 1 Coated Elkhart I Fire ex Elliott Se Accider Bulle Emerson, Cotton, Fendali C Head a Clark, J. R., Co., Spring Park, Minn. ' j Industrial ladders. Columbus Glove Mfg. Co., Columbus, Ohio Coated gloves and aprons. Columbus-McKinnon Chain Corp., Tonawanda, N. Y. Alloy steel sling chains. Cunningham, M. E., Co., Pittsburgh, Pa. Safety marking tools. Daisy Mfg. Co., Plymouth, Mich. ----- Air rifle. Davids Gloves, Inc., Springfield, Ohio Safety gloves. Davis Emergency Equipment Co., Inc., Newark, N. J. Respiratory protection, combustible gas indicators, safety and first aid equipment. Detex Watch Clock Corp., Chicago, 111. Watchmen's clocks. AMF DeWalt, Inc, Lancaster, Pa. Radial arm woodworking equipment and safety features. Dockson Corp, Detroit, Mich. Welding helmets, face shields, cup and spectacle type goggles, respirators and eye savers. Dow Chemical Co, Midland, Mich. Safety solvents, germicides and insecticides. Dow Coming Corp, Midland, Mich. Sight saver cleaning stations, shoe saver, safety shoes. Doyle Vacuum Cleaner Co, Grand Rapids, Mich. Industrial vacuum cleaners, scrubbers and polishers. )dunn Products, Chicago, 111. Protective clothing for industrial workers made from asbestos, leather, rubber. Neoprene and fire-proofed duck. Du Pont I. E, de Nemours & Co, Inc, Wilmington, DeL Fiame retardant for fabrics and paper, anti-slip floor waxes, protective creams. Neoprene products. Eagle Mfg. Co, Wellsburg, W. Va. Safety cans, oilers, oil and gasoline containers. Edmont Mfg. Co, Coshocton, Ohio Coated fabric work gloves. Elkhart Brass Mfg. Co, Inc., Elkhart; Ind. Fire extinguishers, municipal and industrial brass goods. Elliott Service Co, Inc., Mount Vernon, N. Y. Accident prevention displays, safety conference programs, Supervisor's Weekly Bulletin, suggestion system service. Emerson, J. H, Co, Cambridge, Mass. Cotton, jersey, leather palm, all leather and plastic work gloves. Fendall Co, Chicago, 111. Head and eye protection equipment. 57 1957 National Safety Congress Fibre-Metal Products Co., Chester, Pa. Eye, head, and face protection and welding accessories. Fine Organics. Inc, New York, N. Y. High flash, low toxicity safety solvents. Ford Motor Co, Dearborn, Mich. Ford automobiles, featuring Lifeguard steering wheels, sun visors, seat belts instru ment panel padding, and door latches. Frommelt Industries, Dubuque, Iowa Portable welding shield and protective heat cloth. Fyr-Fyter Dm, Fyr-Fyter Co, Payton, Ohio Fire extinguishers, resusdtators and respirators. General Fire Extinguishers Corp, St. Clair Shores, Mich. Quick-Aid Are extinguishers and allied products. Glendale Optical Co, Inc, Valley Stream, N. Y. Chippers and welders goggles, face shields, safety spectacles. Globe Co, Grip-Strut Div, Chicago, III. Grip-Strut grating, stair tread materials. Grinnell Co, Inc, Providence, R. L Fixed pipe fire protection systems. Gro-Cord Rubber Co, Lima, Ohio Gro-Cord, Raw-Cord and Neo-Cord soles, heels and taps. Haws Drinking Faucet Co, Berkeley, Calif. Emergency eyewash fountains, emergency showers and goggle wash fountains. Hild Floor Machine Co, Inc, Chicago, HL Explosion-proof vacuum cleaners and floor machines. Hy-Test Safety Shoes Div, International Shoe Co, St. Louis, Mo. Safety footwear; also conductive and special types for atomic usage. Hygiene Research, Inc, New York, N. Y. Protective ointments and mistproofing doth for goggles, welding masks, windshield. Industrial Gloves Co, Danville, I1L Leather, asbestos, duck, wool, Woven-Gard, Permaproof, and aluminized duck and asbestos finger guards. Institute of Industrial Launderers, Washington, D. C. Industrial launderers and cleaners. Insto-Gas Corp, Detroit; Mich. Torches and furnaces. Interstate Rubber Products Corp, Los Angdes, Calif. Safety Trafficones for traffic control- iron Age Div, H. Childs & Co, Inc, Pittsburgh, Pa. Linemen's and women's leather and rubber industrial safety footwear. Jackson Products, Air Reduction Sales Co, Div. of Air Reduction Co, Inc., Warren, Insulated electrode holders, cable connectors, face shields and goggles. Jomac, Inc, Phfladepbia, Pa. Industrial work gloves, safety sleeves, hand guards. North P.V.C. gloves. North protective dothing. 58' Jones & Co Full visio Jones & La Wire rop Junkin Safe Power pr Justrite Mf; Safety ca Industrie Kelley Pair Convoy s Keystone Occupatic Kidde, WaJ Fire detei Kimball Sa Personal Mathias Kli linemen': Knapp Bro Safety sb Kunz, J, G Linemen': Leeder Mfg Pressurize Legge, Wal Safety flo Lehigh Safe Leather a Lighfoot Cc Shin clear Logan Erne Industrial Lowery Brc Wire rop< Haico Co, 1 Maico au< Marsh & M Insurance Martmdale! Protective Masury-Yot Floor mai McAn, Thoi Safety sh< Safety Exhibitors Tones & Co., Romford, R. I. JFull vision visor goggles. Jones & LaugUin Steel Corp, Pittsburgh, Pa. Wire rope slings, wire rope. jnnVfn Safety Appliance Co., Inc, Louisville, Ky. Power press guards, grinding wheel shields, stretcher equipment. Justrite Mfg. Co, Chicago, HL Safety cans, oily waste cans, safety electric lantern, flashlights and fire extinguishers. Karel First Aid Supply Co., Chicago, HL ----- Industrial hospital equipment and medical supplies: Kelley Paint Co, Louisville, Ky. Convoy skid-proof safety enamel. Halt-fire barrier paint. Keystone mew Co., Meadville, Pa. Occupational and driver vision tests, lantern slide projectors. Kidded Walter & Co, Inc, Belleville, N. J. Fire detecting and extinguishing equipment, ultrasonic burglar alarm. Kimball Safety Products Co, Cleveland, Ohio Personal protective devices for industrial workers. Mathias Kirin & Sons, Chicago, HL Linemen's safety equipment and tools. Knapp Bros. Shoe Mfg. Corp, Brockton, Mass. Safety shoes. Kunz, J, Glove Co, Chicago, BL Linemen's, bridgemen's and welders' quality gloves. Leeder Mfg. Co, Inc, Briardiff, N. Y. Pressurized dry chemical extinguishers. Legge, Walter G, Co, Inc, New York, N. Y. JSafety floor maintenance materials, conductive coatings, static eliminators. Lehigh Safety Shoe Co, Batmans, Pa. Leather and rubber safety footwear. Lighfoot Co, Inc, The, New York, N. Y. Shin cleansers--powdered, liquid, bar and waterless. Logan Emergency Showers, Glendale, Calif. Industrial emergency showers, eye-wash fountains. Lowery Brothers, Inc, Chicago, BL Wire rope splicing service. Maico Co, Inc, Minneapolis, Minn. Maico audiometers for industrial healing testing. > Marsh & McLennan, Inc, Chicago, BL Insurance broker and agencies. Martmdale Electric Co, Cleveland, Ohio Protective dust masks, eye protectors, face shields, safety electric test instruments. Masnry-Yonng Co, Boston, Mass. Floor maintenance materials. McAn, Thom, Safety Shoe Div, New York, N. Y. Safety shoes. 1957 National Safety Congress McDermott, Julian A-, Carp., Ridgewood, L. L, N. Y. Warning and safety lighting for municipal, industrial, utility and aviation use. McDonald, B. F., Co., Los Angeles, Calif. Industrial safety equipment. Medical Supply Co., Rockford, I1L Flexible unit aid, snake bite first aid, burn first aid. Metropolitan Life Insurance Co., New York, N. Y. Useful materials for use in community health and safety programs. Micro Switch, Div. of Mixmeapolis-Honcywcll Regnlator Co.. Freeport, 111.--------------------Safety interlock switches and electric controls for power machines. Mfibora Co., Detroit, Mich. Ply skin protective creams, ply garb safety and protective clothing, plygloves plastic coated work gloves, ply waterless hand cleaner. Miller Equipment Co., In&, Franklin, Pa. Linemen's safety belts, straps accessories and industrial safety belts. Mine Safety Appliance Co., Pittsburgh, Pa. Safety equipment for every industry. National Medical Supply Co., Chicago, HL Industrial first aid supplies equipment and instruments. Neo-Flasher Mfg. Co, Burbank, Calif. Industrial, traffic emergency Sashing signals. Newco Mfg. Co., Inc, Kansas City, Mo. Wire rope fittings, safety hooks, load protectors. New Castle Battery Mfg. Co., New Castle, Pa. School crossing signals. Nichols Engineering Co., Chicago, IBSteel, unloading and tank car work platforms. Notifier Mfg. Co, Lincoln, Neb. Fire detection, sprinkler supervisory, watchman tour, municipal alarm systems. Occupational Hazards, Cleveland, Ohio Publishers. Onox, Inc., San Francisco, Calif. Onox Skin Toughener and Footmats for Athlete's Foot. Osborn Mfg. Corp., Warsaw, Ltd. Safety Pliers and tongs for feeding punch presses. Oxy-Catalyst, Inc., Wayne, PaCatalytic purifiers for controlling CO and other automotive exhaust fumes. Pac-Kit Co,, Greenwich, Conn. Unit type first aid equipment. Packwood, G. H., Mfg. Co., St Louis, Mo. Safety industrial sldn cleaners and dispensers. Patent Scaffolding Co., Inc., Chicago, HL Wood, aluminum and magnesium safety ladders, suspended sectional steel tubular steel and aluminum scaffolding sidewalk protection canopies, steel grandstands and fold-a-way scaffold. 60 Petersen En Pengo ten for the i Pioneer Ruh Gloves; al Porto-Clinic Driver tes Positive Safi Power pre Prairie State Metal and Progress Im Safety goj Protectoseal Fire-preve Prutsman, 1 De-Icer ti Pulmosan S Respiratoi Putnam Rol Reinforce' pyrene--C-J Carbon di Racine Glo\ Gloves, a] Radiator Sj Saie-T-C< Randolph X Carbon di Reece Woo Wooden ! Riegel Text Industrial Rockwood 1 Automati Rose Mfg. 1 Industrial Safeguard 1 Modem i Safety Box Safety sti Safety Clot Safety d< Safety Fin Fire extii Safety Exhibitors Petersen Engineering Co, Santa Clara, Calif, Pengo tension wire stringer, Pengo earth augers and other construction equipment { ) for the utility industry. Pioneer Rubber Co., Willard, Ohio Gloves; all kinds, liquid proof. Porto-Clinic Instruments, Inc., New York, N. Y. Driver testing and training equipment and visual aids for driver and traffic safety. Positive Safety Mfg.- Co., Cleveland, Ohio Power press guards. Prairie State Products Co.. Chicago, Til.__________ Metal and electrical safety and directional signs. Progress Industries, Inc., Norwood, R. I. Safety goggles. Protectoseal Co., Chicago, I1L Fire, prevention equipment for flammable solvents. Pratsman, Ted Defrosto Mirrors, Inc, Lynwood, Calif. De-Icer truck mirrors. Pulmosan Safety Equipment Corp, Brooklyn, N. Y. Respirators, eye protection, helmets, protective clothing, asbestos and leather gloves. Putnam Rolling Ladder Co, Inc, New York, N. Y. Reinforced plastic and extension and single ladders, and oak rolling ladders. Pyrene--C-O-Two Div, The Fyr-Fyter Co, Newark; N. J. Carbon dioxide and dry chemical extinguishers and systems. Smoke detectors. Racine Glove Co, Inc, Rio, Wis. Gloves, apparel, protective equipment--leather, asbestos, and steel reinforced. Radiator Specialty Co, Charlotte; N. C. . Safe-T-Cone rubber traffic guides. andolph Laboratories, Inc, Chicago, I1L Carbon dioxide fire extinguishers, dry chemicals on automatic systems. Reece Wooden Sole Shoe Co, Columbus, Neb. Wooden sole safety boots, shoes and sandals. Riegel Textile Corp, Industrial Gloves Div, New York, N. Y. Industrial work gloves. Rockwood Sprinkler Co, Worcester, Mass. Automatic fire protection systems; sprinklers, waterfog, fogfoam and foam. Rose Mfg. Co, Denver, Colo. Industrial safety equipment Safeguard Mfg. Co, Woodbury, Conn. Modem press guards. Safety Box Toe Co, Boston, Mass. Safety steel toes. Safety Clothing & Equipment Co, Cleveland, Ohio Safety clothing and equipment for every type of industrial worker. Safety First Products Corp, Elmsford, N. Y. Fire extinguishers. 61 t 'f= F ill, 1957 National Safety Congress Safety First Shoe Co, Ihc, HoIIiston, Mass. Safety steel toe shoes for men. Safety First Snpply Co., Pittsburgh, PaIndustrial safety equipment. Safety Tower Ladder Co., Burbank, Calif. Safety equipment for fixed ladders and scaffolds. Salisbury, W. H-, & Co., Chicago, I1L Linemen's rubber protective equipment. All types of protective and safety clothing. Schrader's A, Son Div., Brooklyn, N. Y. Pneumatic press controls, valves, cylinders and associated products. Scientific Industrial Supply Co., Chicago, EL Gloves, clothing and general safety equipment. Scott Aviation Corp, Lancaster, N. Y. Scott air-pak demand inhalator, demand respirator, hydro-pak. Searjeant Metal Products, Inc, Mention, N. Y. Punch press safety guards, controls, and accessories. Sellstrom Mfg. Co., Palatine, UL Face and eye protection equipment. Speakman Co., Wilmington, DeL Industrial emergency showers, eye-wash fountains. Standard Safety Equipment Co, Chicago, IllIndustrial safety equipment. Stephenson Corp, Red Bank, N. J. Automatic resuscitation equipment and chemical breath test for intoxication. Stonehouse Signs, Inc, Denver, Colo. Industrial accident prevention signs. Stop-Fire, Inc, New Brunswick, N. J. Fire extinguishers. The Surety Rubber Co, Carrollton, Ohio Personal protective equipment for industrial and electrical workers. The Surty Mfg. Co, Inc., Chicago, I1L Linemen's safety equipment and industrial workers protective equipment. Taylor, S. G. Chain Co, Inc, Hammond, Ind. "Taylor-Made" alloy steel sling chains and allied products including Tas'co patented alloy steel drop forged hooks. Tect, Inc, Dumont, N. J. Vythene and other Tecsolve safety solvents. litmus Optical Co, Inc, Petersburg, Va. Safety eyewear, ophthalic instruments, lenses, frames and sun wear. Tool & Mfg. Co, Inc, Coverdale, Pa. Non-spalling hand tools and hand protectors for same. 62 Union Wire 3 Wire rope United States Industrial > Universal Mi Safety pro sanitatiot Wagner Sign Wagner ch Watchemoke "Eye-Savei Welsh Mfg. < Safety gog; Western Indi Poison ivy. Westline Pro Industrial Wheeler Pro Industrial s Whitney, L.. Visual aids Williams Jen Safety awa Willson. Proc Industrial ] The Wilson] Rubber am Wolverine SI Industrial : American 0( "Vision Fo Argosne Nat "Equipmen Boy Scouts c Exhibit of Inter-Americ The Safety National Bur "Loading 1 National Soc Educations Safety Exhibitors- Ilmon Wire Rope Corp., Kansas City, Mo. j/tre rope "Tuffy" slings, "Tuffy" towlines. United States Safety Service Co., Kansas City, Mo. Industrial eyewear. Universal Match Corp., St Louis, Mo. Safety programs for employees, match book safety programs, employee health, sanitation programs, fire prevention programs. Wagner Sign Service, Inc, Chicago, 111. Wagner changeable copy displays. __Watchrmoket Optical Co., Inc, Providence, R. I. "Eye-Savers" plastic eye protection and Plasi-Glow safety signs. Welsh Mfg. Co., Providence, R. I. Safety goggles, lens, face shields and helmets. Western Industrial Pharmaceuticals Co., San Francisco, Calif. Poison ivy. oak and sumac ointment Westline Products Div. of Western Lithograph Co., Los Angeles; Calif. Industrial signs, markers, safety signs, pipe markers, labels, letters-numbers-signs. Wheeler Protective Apparel, Inc., Chicago, HL Industrial safety clothing for heat and abrasive hazards. Whitney, L. A, Associates, Inc, New York, N. Y. Visual aids--flannel boards, programs--complete art and production sendee. Williams Jewelry & Mfg. Co., Chicago, HL Safety awards, badges and trophies. Willson Products Div., Ray-O-Vac Co, Reading, Pa. Industrial goggles, gas masks, helmets and respirators, and allied safety devices. Wilson Rubber Co, A Div. of Becton, Dickinson & Co, Canton, Ohio jtubber and synthetic industrial gloves for every use. Wolverine Shoe & Tanning Corp, Rockford, Mich. Industrial safety shoes. EDUCATIONAL EXHIBITORS American Optometric Assn, St. Louis, Mo. "Vision For Safety"--On The Highway, In Industry. Argonne National Laboratory. Lament, HL "Equipment and Guides Used in the Performance of Radiation Safety Work." Boy Scouts of America, New Brunswick, N. J. Exhibit of 1958 Good Turn Campaign. Inter-American Safety Council, Inc, New York; N. Y. The Safety Council serving all Latin America. National Bureau of Standards, Washington, D. C. "Loading Effects of Wind on Towers." National Society for The Prevention of Blindness, New York, N .Y. Educational material on conservation and utilization of eyesight in industry. 63 Other Volumes in this Series 4 Users of this volume mil find much value in its companion volumes. Here is the list: Vel. No. TITLE Stock No. 1 General Sessions and Detailed Index to all Volumes.....................................116 pp. 022.27--I 2 Aviation: Aeronautical Industries Section & Air Transport Section............... 36 pp. 022.27--2 3 Basic Steps in Accident Prevention..................................................................... 32 pp. 022.27--3 4 Cement and Quarry Industries............................................................................. 12 pp. 022.27--4 5 Chemical Industries .............................................................................................. 60 pp. 022.27--5 6 Coal Mining Industry................................................................................................ 44 pp. 02227--6 7 Construction Industry; Public Employment.................................................... 76 pp. ft?? 77--7 8 ---- Electrical Equipment Industry and Public Utilities............................................... 48 pp. 02227--8 9 Farm Safety .......................................................................................................... 32 pp. 02227--9 10 Fertiliier Industry .................................................................................................... 24 pp. 02227--10 It Food, Meat Packing & Leather Industries, Trades and Services........................64 pp. 02227--11 12 Glass and Ceramics Industry and Rubber Industry.............................................36 pp. 02227--12 13 Home Safety........................................................................................................... 60 pp. 02227--13 14 Industrial Subject Sessions (Sponsored by ASSE)........................................... 112 pp. 02227--14 15 Labor ....................................................................................................................... 36 pp. 02227--15 16 Maritime Industries (Marine Section)........................................................ 56 pp. 02227--16 17 Metals Industry...................................................................................................... 48 pp. 02227--17 18 Metals Products Industries (Automotive and Machine Shop Section Power Press and Forging Section)....................................................................36 pp. 02227--18 19 Mining Industry.........................................................................................................48 pp. 02227--19 20 Motor Transportation Industry (Commercial VehicleSection) ....................... 60 pp. 02227--20 21 Occupational Health Nursing Section................................................................. 20 pp. 02227--21 22 Petroleum Industry...................................................................................................52 pp. 02227--22 23 Printing and Publishing Industry........................................................ ... 24 pp. 02227--23 24 Pulp and Paper Industry........................................................................................ 64 pp. 02227--24 25 Railroad Industry..................................................................................................... 36 pp. 02227--25 26 School and College Safety.....................................................................................128 pp. 02227--26 27 Traffic Safety......................................................................................... ... 68 pp. 02227--27 28 Transit Industry.........................................................................................................40 pp. 02227--28 29 Wood Products and Textile Industries................................................................. 48 pp. 02227--29 30 Early Morning Sessions, "Human Relations and Man-Management" .... 44 pp. 02227--30 1957 CURREN PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE 12 or less pages-- 13 to 24 pages-- 25 to 48 pages-- 49 to 96 pages-- Over 96 pages-- I/o 9 copies Each $025 25 .45 .60 J&5 10 to 99 copies Each 020 28 27 20 35 100 to 999 copies Each $0.17 25 23 .45 .70 1000 or more Each $0.17 25 23 .45 .70 Complete set of Current Safety Topics (30 vols.)--$9.50. Stock Xo. 022.17 All prices shown are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AYE. CHICAGO II, ILL. 18M45702 rtwtts imu 022.27--t 116