Document jmqzvaMnqoVaQx57Vp89neRZZ

TRANSACTIONS / V 32nd NATIONAL SAFETY CONGRESS Volume II Suit and Highway Traffic. Commercial Vehicle. TrarndL Child Education. Home and Farm Safety Sennlfflin CHICAGO October 5-7, 1943 National Safety Council. Inc. SO North Wader Drive, Chicago Copyright 1943, National Safety Council, Inc. Printed in U.S.A. PLAINTIFF'S EXHIBIT Contents VOLUME 0 Using the Transactions Urig the Transactions........................... Tbs Council's Pnfna........................... StiKt and Hi|haj Traffic Section Commercial Vehicle Section.......... Transit Section ......................................... Child Education Section......................... Farm Safety ................................................. Home Safety .............................. ............ Index .............................................................- iti iv 1 73 109 137 1*7 213 261 The Transaction* of the 32nd National Safety Comma and Fvpoeition of the National Safety Council are published fa two volmnen Vol ume I contains the General Subject and Industrial Section Miras, Volume II the Public Safety, Child Education, Home and Farm Safety Bcsskma. Vofame I a distributed to all members of the Council Volume II to members particularly interested m the sessions it contains. The Transactions are a record of the procudingi of the Congress, condensed and edited hers for reference purposes. They are therefore an abridged vertkm of the papers and discussions. The original manu scripts, totr* of which have drawings and charts not reproduced hare, ars available in the files of the National Safety CotmtiL The National Safety Council, at its Cungteeesa, ueefcx to eliminate from discussion matters which are not pmtinant to the shoe of th"* ^ * |TYse. or which era contrary to the Council's policies. However, it . not accept reepooribflity for slews txpnmmd. Htfcrr fa the papers pre sented or in this record of them. Extra copies of the Transactions may be obtained at the following rates: Vofame I, one to ten copies at $240 each; 11 or more copies at $1.75 each. Volume II, additional eopira, 75 cents each. THE NATIONAL SAFETY COUNCIL, Inc. 20 N. Wacker Drive. Chicago. HL The two volumes o' Transactions pub lisbed each year are a source of supply for safety ideas, for safety methods, and for safety material. Used effectively, the Trans actions volumes can become the safety nun's "Five-Foot Shelf"--an encyclopedia of estab lished methods as well as of the most suc cessful experiment. The safety engineer, the progressive indus trialist, and students of safety will find these volumes valuable for reference. They con tain the best knowledge and the long experi ence of the men and women who appeared before the 32nd Annual Safety Congress. For easy use the material has been ar ranged and identified; first, by the major headings of the TabU of Contents on page 2, and by the comprehensive Index at the bade of tbe book. In the body of the book each gToop of meetings is printed in the same order in which they appeared in the daily time schedule of the original program. Tbe detailed alphabetical Index quickly locates specific safety material. It lists items in three ways: (a) by subjects dis cussed, i. e., cyclists, household appliances, military convoys, traffic "dim outs"; (b) by speakers, in the case of forma] papers. Speak ers* names are printed in italics; (c) by the division or group, as Child Safety, Home Safety, Farm Safety. Sokf accident problems. Traffic officers, judges, highway construction men are faced with unprecedented problems caused by the rnuahi ooming of war plants and the attend ant traffic congestion. Not the least of their troubles is the control and discipline of war worker-drirers and drivers in service uniform. Arousing interest in safety in the schools and in homes and farms becomes easier after reading the experiences of the speakers at the Child Education, Farm Safety and Home Safety sessions. Several inertings concern curriculum problems; others farm machinery hazards; and still others household equip ment, civilian defense, and off-the-job acci dents. Speech-making materials are abundant for the traffic engineer or the school or city offi cial who is scheduled to talk on accident prevention, either in bis own community or at conventions of his own profession. The Transactions contain excellent, examples of safety talks as well as authorities and quota tions for local press releases, poster and bul letin boards. Safety promotion plans always profit by new and novel ideas. Speakers at the Con gresses offer rich source material for the pro motion of safety on highways, in homes and in schools. Outstanding safety leaders arc powerful in fluences in the promotion of the national safety movement. As officers or members of the Council's sections or as public, officials they can be helpful in organizing individual safety programs. Xatiomd Safety Coinedl services and the national safety program will be better un derstood through frequent use of the Trans actions. A survey of the material contained in this volume will give a better comprehen sion of the growing power of the safety move ment and a better understanding of the ways in which this power is made effective. tt The Council's Program Street and Highway Traffic Section The National Safety Council, a Mo-profil, cooperatire association, aims at the elimina tion of accident*. It therefore advocates the following program of safety activities: Creating interest in safety. People try to prevent accidents only when they are con vinced that (a) accidents threaten persona) happiness, industrial efficiency and economic security; (b) accidents hare definite, ascertamable causes: (c) accidents can be prevented- Finding accident causes. Accident causes are not the same in any two plants, in any two cities, in any two schools. They are not the same from one time to another. Every organisation must study the causes of actidents in its own group so that prevention efforts will be effectively directed. Maintaining interest in safety, it is the task of the newspaper, the radio, the maga zine, the school, the public speaker and every other educational influence to keep remind ing the worker, the driver, the pedestrian, the housewife and the school child that free dom from accidents is purchased by selfdistiptinc plus active cooperation in the na tional program of accident prevention. Engineering improvement. Many accidents occur because equipment is faulty. The punch press U unguarded, the automobile brakes are worn, the stairway h crudely built, the stop sign U obscured. We must insist that the things we boy--whether % stcpladder or a stop sign, a bandsaw or a blast furnace be safe things. And we must be willing if necessary to psy a higher price branny of this built-in safety factor, realizing that it Is true economy to do so. Training far Safety. Many accidents occur because the person involved never has been taught how to do the job in the safe wayTherefore people must be taught bow to live safely.' This teaching and training is a joint responsibility of industry, of schools and col leges, of governmental groups, of parents an the home, and of safety organisations. Supervision for safety. We need good fore men in industry, alert patrol boys in oar schools, diligent police officers os oar streets, thoughtful parents in our homes. Snpervidoo can greatly minhum* the dawn of accident, even wbco people attempt know ingly to take risks. Legislation for safety. Sound legislation on traffic, on industrial matters, no public transportation, on boms construction and maintenance; and on many aspects of per sonal conduct provides a standard to which a large majority of people are willing to conform. It also provides a basis for requir ing tie conformity of a small minor!ty. Safety organisation. Every organization, regardless of its principal purposes, on and should find some place for safety hi its program of activities. Accident prevention should have a large place in tbs activities of trade associations, chambers of commerce service dubs, welfare organisations, educa tional associations and local and state govern ments. Leadership. This program of activities can be effective only with the interest and coop eration of everyone men, women and chil dren. The National Safety Council provides national leadership through which the safety efforts of all ear people may be coordinated and made effective. The Gounril offers full est cooperation to all mdmdoals, industries, organizations, communities and agcnocs whose purposes are m accord with its own. iv Officer* 1912-1943 eneral Chairman C*tr J. Rutlavo, Chairman. Griiwu Traffic Commission, 518 Intcrvtsn Bldg-, Dallas, Texas. First y ice-Ctuurmom--W. Gsjucak Cols, Director of Safety, Metropolitan Life Insurance Gnmpoqy, 1 `Madison Are., New York, N. Y. Second Vice-Ckmt man Don F. Stives, Superintendent, Indiana State Police, 125 State House; i--Indiana- Third Vice-Omirmam--Wauw B. Mabtim, Secretary, Peoria Association of Commerce Tshlj Gwscfl. Affiance Life Bldg-. Peoria, W. Fourth KicrCfains**--Eabl F. Camtbsix, Executive Director, State Highway Traffic Advisory Gos^nksce, Insurance Bldg., Olympia, Washington. Chairmen*, Committee on Accident Records--Wosvt S- Smith, Bureau of Street Traffic Rowth Yale University, New Haven, Conn. Chain**, Amend Congress Program Committee--W. K. Ingbam, Chief of Police, 222 N. Main St, South Bend, Indiana. Members at Largo-- Junta Jon Baown Cum nines. Municipal Court, 815 Stahlman Building. Nashville, Pact. F. Hnx, Executive Secretary, State Highway Traffic Advisory Committee, State Ckpitol, Da Moines, Iowa. IZOTCTta Jossns k Kamkeby, Deputy Conunisstoocr of Traffic, Cleveland Police De partment, OneliDd, .Ohio. D. GzANT MlCKU, City Traffic Engineer, 429 Wayne SC, Detroit, Michigan. Raufs W. SmonoH, Secretary-Manager, Grater Los Angeles Safety Council, Ran. 222, 530 W. 6th Stt Los Angeles, Chlifocujs. Ex-Ofido, Former General Chairmen Roam L Monsisox, Professor of Highway Engineering and Highway Transport, University of Michigan, Ann Arbor, Michigan. Junes Habby H. Poatna, Chief Justice; Evanston Municipal Court City Halt Evanston, m. Secretory Habvkv D. Booth, Traffic Engineer, National Safety Council, Inc., Rm. 960, 20 N. Wacker Drive, Chicago, III1 2 32nd National Safety Congress, 1943 Officers 1943-lSUt Generoi Chairman--W. Graham Cotx, Metropolitan Lift Insurance Company, 1 Madison Ave.. New York 10, N. Y. First Viet-Chairman--Don F. Stimi, Supt- Ind. Suit Polk*. Indiana State House, In dianapolis 4, Ind. Second Vice-Chairman--D. Grant Mickle, AmnuwiTt Safety Fomduios, 726 Jackson PI., Washington 6, D. C Third Vice-Chairman--Walto E. Mamin. Safety Council, Peoria Assn. of Commerce. Peoria, HI. Chairman, Committee on Accident' Records--William . M. Guwn, Connecticut Motor Vehicle Dept.. State Office Bldg., Hartford, Conn. Chairman, Annual Congress Program Co$nmitter~Bumx W. Marsh, American Automo bile Assn., Pennsylvania Ave. at 17th St-. Washington 6^ D. C Members-AtLarge-- Judge E. W, Fiost, Municipal Courts Bldg., Kansas City 6, Mo. Joseph B. Kenxsdv, Cleveland Police Dept, 2001 Payne Ave, Cleveland Ohio. Turn. M. Matson, 311 Strathcona Hall, New Haven 11, Conn. Jambs A. Pan*. P. O. Box 1165, Olympia, Wash. Ralph W. Robinson, Greater Los Angeles Safety Council, 530 W. 6tb St., Los Angelc*. Calif. Faaz> M. Rosshlaxil c/o Newark Safety Council, 24 Branford PI, Newark, N. J. Ex-Officio, Former General Chairmen-- Jtmce Hajv H Parrot, Chief Justice, Evanston Municipal Court, Evanston, 111. j. Ruhand, Chairman Gtixens Traffic Commitston. $18 Intenirban Bldg, Dallas. Texas. Secretary--Harvey D. Booth, Traffic Engineer, National Safety Council, Chicago 6, 111. tAa elected by the delegates in Caagrrm sa*in. Street and Highway Traffic Section 3 TUESDAY AFTERNOON SESSION October 5, 1943 General Swiop Presiding: Carl J. Rutland, Chairman, Citizens Traffic Commission, Dallas, Tex. The Challwtg* of Traffic Accidents in Wartime Bjr USD H. DKAKBOKN Kmwlirt Vice-Prealdeat, National Safety Connell, Chicago The war has done a strange thing to the word '"total." We hear of "total" war, of "total" destruction, of "total" effort, of "total" production. For a word that used to be so fiat and colorless, so much a matter only of school sums and account books, the word "total" certainly has acquired glamour. It is a glamour we cannot afford to ignore, for whether we like it or not, we are part of that sum, and our efforts do influence the ultimate result; not only for the immediate objective of winning the war, but for the oec we more and more are coming to think about--the construc tion of a better post-war world. It requires no flight of the imagination to understand that traffic accidents in wartime have a direct and serious effect upon the successful prosecution of the wsr. It likewise is true that something is being done about reducing these accidents --just ss something must be done to cor rect any recognisable situation or condi tion which hinders an early victory. From the peak of 40,000 deaths in the nation in 1941, traffic deaths fell to less than 29,000 in 1942. At the present rate the total this year will be in the neighbor hood of 24,000, or a redaction of 40% from 1941. Lest you be heartened too much by this sizeable reduction, let me add that traffic volumes are about 32% under, those two years ago. So our net gain for safety is slight indeed--but it is a gain. Our statisticians figure it repre sents a 5% improvement. I have but to remind you that more and more people must be brought into the job of meeting this problem of acci dents in wartime--and it is to be hoped that any measurable accomplishments toward that end now can and will be used for insuring even better control of traffic accidents when wartime driving restraints are lifted. The total job of winning this war requires recognition of this dual as pect of the accident problem--and the fur ther fact that something can be done about it. The meeting of the challenge of this two-fold problem is really as simple ss the fact that A is followed -by B. If a man or woman is presented with the facts concerning the traffic accident situ ation and is sold on the Idea that there is a certain process that must be followed in order to reduce the number of such accidents, it stands to reason that another convert will be added to the long list of those who are striving scientifically to prevent traffic accidents. The Two-Fold Challenge The first part of the two-fold challenge consists of traffic accidents in wartime. The year that has just passed has brought a great transition in the attention to traffic safety. At the Congress a year ago we were directing all of our atten tion to the place of traffic safety In main taining essential transportation and con serving manpower and material for win ning the war. That problem is still with us, as important, as challenging as ever. Traffic accidents killed 16,500 workers and injured 600,000 more during 1942. Forty-two millioo man days were lostman days that might have, been spent in building airplane motors, landing barges, or gun sights. Or perhaps they were man days that would, have been spent growing food, always a weapon when nations wage war. The cost of traffic accidents in 1942 has been estimated at $1,600,000,000. That would be a sizeable contribution itself to the nation's war effort could it have b$er invested in war bonds. 4 32nd National Safety Congress, 1943 Until Un w i* woo we nut mutiwic our attention to transportation at cm> plojm and material, to adaptation of traffic ooatrol to wartime demand*, to preventive aminWnor for footerriag the tka&y dfamrishfag n^ply of whkJcs, and to other measure* that arc ^edfoOr ahHtf t *r tm^Hnw Toftc War i a Pura Wer Wort* XCti with ht Uwtied Kam*' efforts and educational programs were hnmedutdy returned So their 194! levels but that ve kept our prevent 5% gain for safety. Without a doubt the new prob lems presented at the wd of the war will lead So change that S% gain into a fans mhii we do miusffasag sfanat it, and d* k now. We dare not wait antB these changed So Identify than and do fan Rather, we nalitrd nr|irrannr irf 1*~r| fuBy for all present f <rf these, honew, offers troicr potri' bility than that of phma| far poet-war traffic safety- The waitknc challenge carries a direct challenge to get ready to combat the possibility of a wAfai up surge of accidents as wartime driving re straints and restrictions are removed. Traffic patterns will change greatly when industry shifts from wartime to peacetime production and many em ployees retrace their steps hack home from war production centers. Driving restraints relaxed when war de mands are again converted to peace time requirements offer a possibility of serious accident losses as free rein is given the millions of drivers now "chafing at the ' bit* If we would have a "safety minded" public attitude, then, niacb most be done about it now. Millions of servicemen returnlog to civil life will cause many changes in our daily habits. There may be a serious rehxatioa in the public interest in traffic safety which has so laboriously been developed These and other changes fas the indus trial, commercial, occupational and finan cial sliuctTC arc fikdy Sn Wing iium problems fa traffic safety if they mwt safety defease against paaMt points of attack against oar gahs in naffic nitty. More important, we awt pi anafiy in take the offensive, so that net aufiy wM present gains be held, ha hfidsfar greater progress be aidt fa hrfaging safety to our people fa then everyday lives. The initiative that the Street and High way Traffic Section has taken fa prepar ing to meet the post-war traffic accident problem is commendable. It show* again the alertness of the leaders in the field of traffic safeity to changing traffic con ditions. CaekaiM This Congress carries a challenge vastly different from any preceding Congress. The )ob we are in is far from being com pleted. We most continue to apply special wartime adaptations of the well-known three "E't" to the unfinished job of win ning the world's greatest straggle. The nearer we come to final victory, the nearer the tame approaches for the great transition that most take place applying the same three **EV to another vastly changed traffic accident problem. We will need .then new weapons fa aoitkm to our old ones, for attacking the post-war traffic accident problems. The job of this Congress is So renew dm famention and faformathm that will >941 Street and Highway Traffic Section Tim Part--trim Aeddao1 Problaoi md Da Solution rJEKsntCTOK EDWARD J. FLANAGAN 5 In the latter pvt of 1937. the CrtMcr Oerthadi Safety Coadl took aa setm interest fas the pedestrian srridrnr liuu tioa and. as coopentaew with the policy depamuini. tufertif on an arridrat preveurioa pvsgnt The traffic fnfafas was rv rump id aa coardwmae the program A traffic ragmen was imyhiji d and asapnd an she traffic fainoa Swnajs were itorul and an tsgasauf program was am its way. We had no tdanrioail program ether them a spWoifid safety educational program aftiJi had been fa effect a far years before in the public schools. There was no educational pro gram for adults. Consequently. the Bu reau of Public Relations was farmed within the police department. The purpose of this Bureau was to create better public relations between the public and the police. This bureau con sisted of a captain in charge, a lieutenant, a sergeant and twelve patrolmen. Radio programs and newspaper articles eman ated from the bureau, explaining (he func tions of the police department and point ing out how the average citizen could cooperate. The Public Relations Bureau accepted aa their first task, one which is still their most important--a traffic safety educational program for adults. Providing Enforcement Traffic authorities and civic minded citizens were divided on the advisability of instituting an ordinance providing en forcement on pedestrians. We debated that question for a year or marc. Mean while we carried on a pcdssliisn edu cational campaign which hew^ht some results but sy laehwd enfeveammd with those people who remained sfetmk. High police nffirwl* vgnad fist the e- be diffitnir and mafic fir pafat very ordnaancy. We then intensified the educa tional ptogi am by making more use of the raffio and wtlupuJ^ Slants of all kinds sue tmplujtd chat provoked newspaper puhfirity. A pofartMa permitted himself to be rapped in bandages and disguised with dark glasses Bearing the sign "I Was A Jaywafficr^ he was paraded slowly chrowgh Sown aw a wheelchair aoutrd by ba usher officers who handed out warning cards they moved along the avenue. Tins warning card antd notice that after July 15ch arrest would follow any jaywalking practices. The warning cart carried the simplified phraseology of the Ordinance. Police officers boarded street cars and bases with a tnegopbone re questing passengers to refrain from jay walking. The police sound car cruised the streets. Signs and placards appeared all over town urging people to walk with care. Crosswalks were repainted and new ones created wherever the distance be tween intersections was great Stanchions of the same type as those used to mark safety zones were erected to mark cross walks. making them easily, visible to motorists. Motorists were warned tinough the same publicity, that failure to yield the right of way to pedestrians lawfully in the crosswalk, would result tn arrest On the morning of July 15th, we used a picked group of officers who were con sidered to be the diplomats of the force, aud placed them at al! Intersections in the downtown and main outlying business centers. They gave pedestrian summons to all jaywalkers. The summons notified them to go to the Traffic Division and pay a fine at owe dollar or go to court aud face aid Crowds gathered and found great aamowvt watching others get tickets. We Continued this procedure for a week and then felt the job to regular routine poficc bittiness Souse grumbling was c*peeved by police officials, but surprisingly fit pfific rsatinu was unanimously in hiw W she rsmysiga. which has since f 6 32nd National Safety Congress, 1943 become a permanent phase of law enforce ment work. No serious eompUiots have been registered to date. We then made bouse to house personal delivery by police officers, of a pamphlet entitled "Are Your Feet Killing You?" Results were gratifying and we found that where 80 per cent of oar traffic accidents tn 1940 were pedestrians, it was reduced to 71 per cent in 1942 despite a general increase in all accidents. The year 1942 however, brought some 80,000 additional war workers to the city and we 6nd that they have met with more than their share of accident*. The selective educational program now includes these newcomers to our city. 1 have briefly discussed the pedestrian situ ation an so far as Cleveland is concerned but there arc baste fundamentals to deal with when attempting a solution of the pedestrian accident problem. So we must seek the reason for the pedestrian acci dent problem. Some of these reasons are: Unfamfliartty With Driving Problem* Recalling that 9 of every 10 adnlta killed afoot are non-drivers and that most pedes trian fatalities involve persons aged 50 or over who formed their habits of street use when there was no serious motor vehicle problem, it seems evident that unfamiliarity with the problems of driving is a major reason for their accidents. Relative Invisibility of Pndeotrians The ignorance of many pedestrians of how very dose an oncoming car must be at night before the driver sees them, is probably the greatest single cause of night-time accidents. The second greatest cause of night pedestrian accidents is prob ably the failure of the average motorist to realize' that the pedestrian does not have a proper understanding, on this im portant matter, and to adjust his driving to talee account of decreased visibility at night. Effects of Advanced Old Age Tbe lack of keen vision and hearing added to their less agile pace and lowered alertness of persons of advancing years make them potential accident victims. It is probable that momentary lapses of at tention and unawareness of existing haz ards are important factors. Unwillingness to readjust walking practices to present traffic conditions is another serious factor. Other Causes Unsound walking practices are the pre dominant factor in pedestrian accidents. We find that a large number of our acci dents occur when people cross against (he signal. They are victims of the minute saving phobia which urges them to cross against the lights. In the middle of the block and dash from behind parked cars, that's pedestricide. Lack of proper pedestrian facilities is still another factor. It is now being real ised that one of the major causes why pedestrians have trouble is that street and traffic facilities have not been prop erly designed for them. For example, a 90 foot roadway in a secondary business district that has no raised island or refuge for pedestrians. Other examples relate to traffic control signals. A pedestrfaa is expected to obey a signal even though there is no signal face directly in front of him as he crosses. Most signals fail to advise pedestrians when they should no longer start' to cross. At a considerable number of signalized intersections, ve hicles are allowed to turn right on the red light, thus adding to the pedestrians' troubles. Rebind it all, major feasons for existing pedestrian ills are tbe lack of local facts and even lack of proper analysis and use of what data are available. Most com munities in tbe United States haven't known In many respects, what their pedes trian problems were and hence have not been in position to deal with them. * Sdocatiooal Aida Major developments an pedestrian con ditions in the near feture will be largely through better traffic education. There are several important points which should govern such educational programs. The rules for cooperative street use need to be sold to the public. Education should, in large measure, be selective mid directed toward areas of major need such as the elders, the non-drivers, the foreign born or under-privileged and against those practices which produce the most pedes- Street and Highway Traffic Section 7 trian accidents. Certain basic understand ings must be developed, such for example as the large difference of speed of walk ing and of moving cars. Each pedestriau needs to realize.the many things to which a driver most give attention, so that he will understand that the driver is not looking at ham all tbe time and may not indeed have seen him at all. Before I conclude may I now antk'.atc a qoestio* which you may ask. That is: "Who put op the money for Cleveland's educational campaign?* Well, this came largely from the Greater Cleveland Safety Council. Tbe to Club has likewise been aiding greatly. The Green Cross Drive of the Safety Council has become an in stitution with an annual campaign the same as the Red Cross and operates in approximately the same manner. A dollar charge is made lor the individual annual membership. The member receive* a cam paign button for use while the drive is on and he also receives a membership card and a Green Cross sticker to place on his windshield. We find that people are made safety conscious when they pay their dollar to become members. The pro ceeds are used in part for supplying mate rials for traffic safety education. This year we have about 45,000 members. This co operative effort between the citizens, the police department, safety agencies and industry is tbe best kind of evidence that safety for the pedestrian as well as the motorist is a community concern and in tcrest TUESDAY AFTERNOON SESSION October 5, 1943 Group gnerioq for City and State Police Presiding: Lr. C. L Lvcax, Traffic Division, Police Department, Decatur, 111. The Mental Attitude of Automobile Toward Enforcement Br KARL MKNNINOER, CUM of Stff. The Meurinate Clink, Top.WKmm. _ ^ " The thoughts of the man in the car arc better known chan the psychology of tbe police officer, whose duty it U to control the sometimes feeble-minded, often illit erate and frequently accident-prone driver. An evolution has taken place in tbe role of the police officer and correspondingly in his social status. Many advances have been made ia tbe past ten years over the small town con stable and the city political-appointee type of law enforcement officer. State police or ganization* have the advantages of recent formation, new ideals and higher stand ards. These standard* refer to physical status, intelligence and character. Bat intelfigeacc, physique and character are not the only factors to be considered in the selection of competent police offi- ccr,. Motive, and emotions are just as worthy - of coasideratioa as brains arid muscle. It is important to know why a man wants to do a certain thing, for ex ample, to become a police officer. It is important to know what coocA>t the young applicant has of the profession he is about to join. What does he hope to do in that profession? What ideals does he have and what sacrifices is he willing to make In order to fill his uniform whh com petence and pride?. There are always certain secret satis factions or at least secret hopes connected with any new project. Does the young candidate for police training aspire to this job because he wants to look important? Because he wants to bully people? Be cause he wants to have an excuse tot 8 32nd National Safety Congress, 1943 remaiuing away from his wife longer hours? Because he likes firearms and wants to economize on the expense of target practice? Sometimes these secret motives are of determining importance. Actually we do not know very much about the deep personal motives that impel men to elect any profession'and certainly we know little about the motives that ac tuate prospective police officers. This docs not mean, however, that it is impossible to ascertain these motives, to study them and their relation to the successful perform ance of the work elected, granted a co operative group of subjects. From a study of 50-odd police offi cers of the Kansas State Highway Patrol a number of technical facts of considerable interest were learned. Some inferences were derived, partly from our study of these officers, and partly from a study of other people -- persons who have been arrested, and persons who were in need of help for medical reasons. First of all, the police officer, in choos ing his profession, is electing to be a superman. He is saying that he wishes to announce himself as stronger, wiser, calmer, more law abiding and, in general, a better m^n than the average man. In some of these respects he can prove his point; for example, in physical tests. Fre quently, although not always, he can prove his point in-suspect to intelligence. Bnt in some of these respects it is bard to prove that one is a superman, hard in deed, to be a superman. Nevertheless, a superman is exactly what a police officer has to be. Why? Hunt Control Tmpnla-- Because be has to be able to control completely his own criminal impulses! This few people can really do. Wc have to remember that all of the radios, bathtubs, neckties, cosmetics and automobiles in the world---all the things that we call crrilizatioo--constitute a very thin veneer over the basic biological nature of people who drive the automobiles and use the cosmetics, listen to the radios, do the arresting, etc. Every human being, whether he is a Japanese soldier, a Ge stapo thug, a quiet little groccryman, a priest, a poet, a drunken bum, a president of the WCTU, a racketeer or a police officer, has aggressive, destructive; lawless, cruel*, selfish, ruthless tendencies within him which are capable of coming to the surface under the right conditions. I call them tendencies to indicate that while they may rarely come to full expres sion. they are always there. Civilization is oothing other than the development of a program for controlling these aggressive impulses. Our entire three are spent in trying to master and refrain from express ing them, and in helping others to do like wise. We arc constantly losing partial control of these tendencies and requiring help from our neighbors or our police officers or our wives. Now and then some individual gets so confused that he begins to defend the principle that he has a right to be all the things that society and civilization have agreed to prohibit. He may call It nagged individualism, he may call it expressing himself, and he may call it taking the law into has own hands; However, thoughtful people know that in the long run, no matter how It is glori fied or justified or legalized, lawlessness does not work. And in an effort to banish it from our society aod banish it from our lives, we have developed a lot of thing! that help. Ooc of these aids to the control of aggressiveness Is good manners. Now and then s police officer gets the hard-boiled sergeant's idea that good manners art not very important We know he is mistaken. After all, the customs and laws of the country are merely some rules aboot good manners. It simply is not good manners to take another fellow's property. It used to be, but it isn't now, and it is written `down in a book so H is called a law. Good manners help. So does education. So does religion. So do work aodpUy. In work one has to destroy something: It is certainly better to cut weeds thaw to cut throats, and it takes tbc wc. kind of energy, psychologist and physical. It is better to beat a golf ball arownd the links or to beat someone at tennis than to use up this wc energy in a fist fight. People Need Umparen To this list of some things that help m the control of tbc destructive impulses. Street and Highway Traffic Section 9 I give a prominent place to the function of the "umpires." This is my conception of police officers of the new type--en umpire or linesman, whose primary duty is not to arrest people but to enable people to avoid the necessity of being arrested. People need policemen. People are most comfortable when they feel there are rales aod regulations re garding such things as driving, for ex ample, which exists for a reason (the rea son of safety, naturally) and from which it is not the privilege of any individual to break. They are more comfortable when they feel that such rules and regulations arc en forced by umpires who are not inverted footpads but who are friends of the driver, not of one driver but of all drivers. If such a policeman most make arrests, He does it in a very different way from the predatory sadist, the stnall-man-in-bigblue pants who exploits his authority to die discomfiture of an occasional offender but who in the long run encourages lawbreaking. But to have this attitude, a policeman has to be a superman. Policemen must master tbeir own aggressive, destructive, sadistic impulses, before they can effi ciently master them in others. A police officer becomes in fact a representation of the conscience. It may either be a con science of ideals or a conscience of ven geance. The police officer has many temptations, and one of them U to use his power and authority vengefnlly, and "hence destructively, instead of construc tively. The'possession of authority is a great burden. Few can bear it and still fewer can be trusted to employ it con structively. The man who has secret inferiority feel ings, tbc man wbo lacks self-respect, the man with an overstrong, vengeful con science, the man with such a burning re sentment toward the authority he has had to submit to--such a man will become a had police officer, a man who promotes public danger rather than public safety. It is of soch men that prison bullies^ sadistic third-degree infUcters, coucentrataoa camp torturers and corrupt wardens are Such individuals, given tbc authority of the law, become the de stroyers of the law. They think that to insure respect, they must instill fear. Every police officer has to remember that people are not only animals, they are also children. No matter how old they are, they are always in certain respects children. This is one reason why the man behind the wheel in a high powered auto mobile is such a different individual from that same man as a pedestrian. A child Is small and weak aod he knows it and he thinks when be grows up he will be big and strong, but when we grow up we find we are not very big and not so very strong compared to all the forces in the world. Inferiority Complex Hence, all people continue to suffer from a feeling of inferiority. If one gives such a person a 90-horsepower engine that will run many times faster than the most vicious step mother or the most irate uncle or the most vehement father--give such a grown up child a machine like this and what docs he care for little bluecoated policemen or little printed sigus that say "slow," or little marks in a book that say "30 miles an hour." The child in him is always tempted to forget the rules and penalties and all the realities of social existence. But the police officer has to remember them and has to remember the child in every man and the beast in every man-- even in himself. If the child or the beast in the man has become dominant, the police officer pan no longer stand as a symbol, a reminder, a warning He most act. Empowered by his author ity, be must oppose the irrational childish ness or the ruthless beastliness of the driver. He most pot himself on the side of the driver's better self, his adult self, his mature self. And the police officer should never forget there is such a self. Even the worst man has bis ideals. It is oo tbc side of these ideals, on the side of this offender's intelligence, conscience, knowledge and better judgment, that the policeman must align himself. This is the part of the offender which must not be frightened by the policeman but strength ened. It needs help from the police officer in suppressing the rebellious, ebullient element of the personality. 10 32nd National Safety Congress, 1943 How shall we get supermen of this type into the police profession? How can we get men who are big enough ami balanced enough and perspicacious enough to carry the necessary authority' without being bullies? Need Leaden With Vision First of all, by clearly defining for policemen, for officers, for taw-enforce ment officials of alt land*, the definite psy chological requirements of the modern police officer. Then we can look first for leaders who have caught this vision and can impart it to others. But these men can rise up and new men can learn the way only if systematic educational programs arc provided for the training of police officers not only in marksmanship but in psychology. A further way in which such men can be obtained is by making the monetary compensation of police officers appropriate to the real requirement* of the job. It seems absurd to expect men of superior attainments to be attracted by positions which pay sub-standard salaries and offer limited opportunities for advancement. No honest man who goes Into police work ex pects to get rich bat he should expect, (although t am afraid be cannot now ex pect it) to'have economic security, credit for creditable work and an opportunity for advancement on the basis of merit .Toward better compensation, there is needed an increased recognition on the part of the public of the principles of safety policing which 2 have outlined. Bat for the public to appreciate it re quires that we appreciate ourselves. Noth ing is more human than the plaintive wail that no one appreciates us. Every psychiatrist bears it every day from almost every patient as wei) aa his secretary, nurses, colleague*. and to say nothing of his own complaints to his wife and hi* friends. ^ It is true that do one is fully appreciated by others but to gain even some of the recognition one deserves, it is necessary to.appreciate one's self, not in a false, mis leading way, but in a way of true ap praisal.. When police officers come to have a high opinion of themselves, recognise that they arc leaders in the community, the conscience of the community--umpires in the great game of semi-domesticated hu man beings trying to live peaceably with one another in a complicated world, they will inspire similar respect, support and admiration from the public at large. TUESDAY AFTERNOON SESSION October 5, 1943 Qroup Session for Traffic Court Judge* as* Pweiwtwi Wartime Problems of the Traffic Court By JUDOS BAKU W. FROST ^1--^1 Court, Kansas City, No, and Chairman of Commlit-- on Traffic Courts of the National Safety Council The all out wartime objectives of con servation of manpower, war material and transportation have been seriously threat ened by the continned high general traffic toll, and particularly by certain major wartime traffic problems resulting from increased frequency of traffic violations by defense workers, members of the armed services, and juvenile and parental de linquents. Defense Wovkem Defense workers engaged in essential war work are responsible for a dispro portionately large percentage of traffic violation*. This may be due to the great influx of such drivers into metropolitan areas, many of whom are wholly Inexperi enced in city driving and unfamiliar with even standard driving regulations, and *** rsnoo- Psychiatric Aspects of Highway Traffic Law Enforcement KANSAS HIGHWAY PATROL fieprint from the "Bafktix of the licaningtr Clinic VoL 9, No. 1, January, 1945* PSYCHIATRIC ASPECTS OK HIGHWAY TRAFFIC IAW ENFORCEMENT* By Ku. Marnnwom, M. 1). It is a very impressive experience for one like myself, unac quainted with the-extent to which the program of safety planning has been developed, to attend such a Congress and Exposition os this, filling three large hotels with a week pf intensive programs. The growth of interest in the important problems associated with the general idea of "safety" is indeed enheartening. In strolling about through these miles of booths, reading the edu cational placards and examining the mechanical devices for the pre vention of accidents, I was struck by the fact that the emphasis seems to be so preponderantly an the side of mechanical prevention, as if the psychological factor in safety insurance were something only incidental and relativ^Jy negligible. I realise that this is partly due to the fact that the psychological factors in accident prevention are not something which lend themselves to commercial displays. But this would not explain the absence of topics on- the program dealing with the psychological factors. I shall feel the more justified, for this reason, in limiting myself exclusively to the psychological factor in this presentation, par ticularly as it applies to the problem of highway safety. One could discuss this from many standpoints and, hence, I must mrfke a fur ther selection within this selection. Many studies have been made, for example, of the psychology of automobile drivers.! We' know from such studies that drivers are often feebleminded, often illiterate, often totally unskilled in driving, often defective in vision, sometimes physically or mentally ill, and occasionally acci dent prone.! When arrested for-violations they are occasionally belligerent, defiant, supercilious, and uncooperative, but always scared1 The psychology of the man in the car however is better known to us than the psychology of the man outside the car, the ltd at the thirty-* I National 8*f*ty Pnmii aad expoeitioe, State end Dish- wf Tiafle flarthm, Hotel Sherman, Chicago. fBhifde, October , 1BU. A Much ehortv iMiica ef Uu* article Mtltthg mm wifiliBe data wae puhliehed ia Pah* ht Aopnet, 1944. t Oaa of the beet of theee h that of Dr. levdl 8dlac, Director of the' hyvhophttk of the Becotdcr'e Court of Detroit, who, with hie aseaerour amietaat pbpeicaeae and perchnloajete, hM puhliehed Migr Htida en the euhject. | thig letter esUyory, eea the dieeueeian of puipadn accident* in the euthor'e JUtm iyaiMt aiail/, N. Y., Usieourt, Biscs A Cb., l$9l. W 4 Kama* State Highway Commission police officer whose duty it in to control these sometimes feeble minded, often illiterate and frequently accident prone drivers. It is unnecessary for me to tell this audience that an evolution has taken place in the career and role of the policeman, and in bis social status. I am not here to make invidious comparisons, but we all know that many advances have been made in the past ten yearn over the small town constable or the big city political appointee type of law enforcement officer. We know that the state police organisa tions have had the advantage of recent formation, new ideals and higher standards. Time was when the physical requirements of the policeman were the chief ooneiderations in his selection. I recall an amusing dis covery of one of my colleagues about twenty-five years ago. He had a theory that crime could be directly related to feeblemindedness. He tested all the prisoners in a certain large state Penitentiary and the general intelligence average was indeed low. But to.check his findings, he then tested all of the guardj taking care of these pris oners and also a group of policemen, and he found the average in telligence of the men in these groups to be even lower. 80 he gave up bis theory, but he started some thinking on the part of law en forcement people. The state police of today constitute a superior group, not only physically but in point of intelligence. Intelligence and physique, however, are not the only factors in the selection of competent police officers, in modern psychiatric thinking we are no less concerned with emotional factors and motives than with brains and muscles. We think it is important to know, for example, why a man wants to become a police officer. We think it is important to know what con cept the young applicant has of the profession he is about to join, what be hopes to do, what ideals he has for himself and his pro fession, and what sacrifices he is willing'to make in order to wear his uniform with competence and pride. Then again we know that there are always secret satisfactions or at least secret hopes connected with any new project Does the young candidate for police train ing aspire to this job because be wants to look importantT Becausehe wants to bully peopleT Because he wants to have an excuse for remaining sway from his wife longer hours? Because he likes fire arms and wantsto economise on the expense of target practice? Sometimes these-secret motives are of determining Importance. The fact of the matter is that we really do not know very much about the motives that impel men to elect any profession or field of Ptychiatric Aspects of Traffic Policing 6 work. Few of us in this room today would be satisfied with his own explanation of the reasons why he chose the work he is now doing. This does not mean, however, that it is impossible to ascertain these motives and to study them and their relation to the successful per formance of the work elected,' granted a cofiperetive group of subjects. During the past year the offioere of the Kansas State Highway Patrol (an organisation of which I have the honor to be a member), under the direction of Colonel Will Zurbucken, have cooperated with the medical and psychological staffs of the Menninger Clinic in a rather elaborate study. One after another of these gentlemen pre sented himself st our Clinic, gave us a history of his life, interviewed one of our psychiatrists, took an intelligence test and gave his re actions to a number of other technical psychological testa--the Rorschach, the BJtX. Sorting Test, the Thematic Apperception Test, and others. As a result of these studies we were able to draw some conclusions about the personality structure of a group of police officers, all of whom had been carefully selected and carefully trained, and all of whom were functioning in a superior manner. From this study of fifty-four police officers, we learned many tech nical facts of considerable interest. Through the kindness of Dr. David Rapaport, Dr. Merton Gill and Mr. Roy Schafer, who made most of the studies, I can report briefly what some of these findings were, and what they showed as to the motivation of the patrolmen. First of all, 32 of the 54 (60%) were found to be well adjusted individuals, 17 (31%) showed some maladjustment features, and only 5 (9%) were definitely maladjusted. Interesting light is shed upon the nature of their adjustments to life if we consider the de gree and kind of aggressiveness of these patrolmen as revealed by one of the psychological tests (the Sxondi test). In general we can say that the patrolman appears to be a man ready to be aggressive In a controlled way. Clinical investigation revealed the parallel fact that these men liked to be active and to move around. They are good fathere and husbands when at home for a short time but get restless and anxious if they stay borne tong. The patrolmen who are under a greater tension than the well-adjusted- ones, attempt in general to inhibit these aggressions with some degree of resulting maladjustment. For the good patrolman, curbing other people's aggressions would seem to be an outlet for his own. However, if he is so aggressive that the patrol life itself does not provide sufficient outlet for his 6 Kansas State Highway Comtmirnom aggressions, he is apt to either infringe cm the regnlstinaa or to in hibit his aggressions and become or remain maladjusted. Another datum establishod by this Buttfagatiqp reflects the change in the function of the patrol in the last 30 yearn. Twenty-one officers (30%) were of. superior (LQ. above 119) or very superior intelligence, 18 (33%) of "bright nonnaT* intelligence (LQ. between 111 and 119). Fourteen (26%) of high average iruanigpane (LQ between 101 and 110) and only one (2%) of low average jniriUgenoe as measured by the Beilevue-Wretwlrr Istrlligran Beale. One would expect, according to the old cnawepta, to find that patrolmen are outstanding in their bodily cnflrriinetirw of ssovameata ami in manipulations, while relatively nnirfirwlsla in their mhsl facsBty. Actually however, the opposite proves to be the eaaa. Statistical tests indicated that the patrolmen's verbal facility and thinking are definitely superior to their manipulative ootSrdiaating performance. This shows a radical change from the concept uqxcased in the "annof-the-law," to that of the officer whose task is mainly to think and talk to avoid using force. This fact is the more striking since better than half of the men come from a rural background which in itself would favor manipulative over verbal facility. The manifold considerations open here for selection of and train ing for tbs job of patrolmen is hereby merely touched upon. Be cause we believe that the cultivation of bobbies represents a con-> structive adjuvant to good adjustment, it is interesting to note that only eight of the fifty-four had no hobbies; fourteen of them made collections of guns, pipes or other articles; thirty were fond of bunt ing and fishing; ten were interested in various toons of athletics; four in farming, eight in mechanical shop work; four in music; and a number of others in such miscellaneous fields as navigation, mete orology, photography and public speaking. The main point is that the police officer in choosing his profession asserts-that he feels sufficiently in control of his own aggressions to be able to assist others to control, than. He elects to be regarded as a superman and in reality, ha* to be one. He asserts (by impli cation) in applying for admission to the Highway Patrol, that he believes himself to be stronger, wiser, calmer, more law abiding, and, in general, better adjusted than the average citisen. In the physical tests, these men must prove their point in order to be accepted. The psychological testa reported show that usually, although not always, the patrolman proves his point insofar as in telligence and life adjustment are concerned. Psychiatric Aspects oj Traffic Policing .7 Now it is very difficult to be a superman at all times and i n all respects, and yet that is exactly what the police officer has to be and roust continue to be. It is very important that he realise this and realise also the reasons why it is necessary. Hence, in The Kansas State Highway Patrol school for prospective officers held under the direction of Colonel Zurbucken and Major Rutherford, we explain it and emphasise it as an important .part of the preliminary training. What I (as one of The lecturers) tell the men is something like the material of the next few paragraphs. From time to time we have to remind ourselves that all of the radios and bathtubs and neckties and ooemetics and automobiles in the world-rail the things that we call civilisation, constitute a very thin veneer over the basic biological nature of the people who drive the automobiles and use the cosmetics, listen to the radios, do the arresting, etc. Every human being, whether be is a Japanese soldier, a Gestapo thug, a quiet little groceryroan, a Catholic priest, a poet, a drunkard, a racketeer or a police officer, has aggressive, destructive, lawless, cruel, selfish, ruthless tendencies within him which are cap able of coming to the surface under the right conditions. I call tfrnm tendencies in order to indicate that whether or not'they ever come to full expression, they are always there. They are instinctive, they are persistent, they never die out so long as life lasts and they are capable in anyone of expansion and exploitation. Civilisation is nothing ether than the development of a program for controlling these aggressive impulses. Our entire lives are spent in trying to master them and to refrain from expressing them in appropriately and in helping others to do likewise. We are con stantly losing partial control of these tendencies and requiring help from our neighbors or our police officers or our wives. Now and then some individual gets so confused that be begins to defend the prin ciple that he hae a right to let them go, to do a]l the things that society and civilisation have agreed to prohibit. He may call it "blowing his top" or "losing bis bead"; be may call it rugged indi vidualism, and he may call it expressing his personality, and he may call it taking the law into his own hands. But there can be no doubt ss to what it is; it is just as damning as liquor on one's breath or stolen goods in one's hands, and when such an individual has sobered down he will admit it if he is not psychotic. It is criminality. Indeed this is the very thing that Work) War II is all about. For reasons that ore partially understandable but totally inaoeeptable to us, the Germans and Japanese have renounced the attempt to 8 Kansan State Highway CWimuum control these aggressive, destructive, cruel impulses. They have, on the other band, glorified the expression of brutality and cruelty. They have evolved a curious doctrine of peeudomasculiiiity accord ing to which one is only a man if he acts like a beast. Meanwhile most of the thoughtful people of the earth know that in the long run, no matter how it is glorified or Justified or legalised, lawlessness does not work. And in an effort to hmiA it from our society and banish it from our own lives, we have developed a lot of things that help. One of these is good manners. After all, the customs and laws of the country are merely some rules about good manners. It simply is not good manners to take another fellow's property. It used to be, but it isn't now, and it is written down in a book so it ia called a law. It ia not good manners to take the food off another man's plate. That isn't written down in the books so it isn't a law but it is the sains principle. Now and then a police officer gets the hardboiled sergeant's idea that good manners are not very important. He is mistaken Good manners help. So does education. So does religion. Es pecially, I believe, do work and play help to control the aggressive ness in us--we can work it off and play it off. In work one has to destroy something; it is oertaihly better to cut weeds than to cut throats, and it takes the same kind of energy, psychological and physical It is better tq beat a golf ball around the linlm or to beat someone at tennis than to use.up this same energy in a fist fight. Last of all, in my Hat of things that help to control destructive im pulses, I would like to put "the umpires." This is my conception of the police officer pf the new type--an umpire or linesman wliuse pri mary duty is not to arrest people but to enable people to avoid the necessity of bring wrested. People need policemen. People'are most comfortable when they can have the feeling that there are rules and regulations regarding such things as driving, for example, which exist for a reason (the reason of safety, naturally) and from which it is not the privilege of any individual to take exception; they, are more comfortable when they feel that such rules and regulations are enforced by umpires or referees. These must be honest officials, not wolves, not bullies, not inverted footpads who want to sneak up on someone or get something on somebody, but friends of the driver, not of one driver but of all drivers People want to feel that these policemen are persona of friendly authority like the doctors who say you may do this and you may not do that; you have been making Psychiatric Aspect* of Traffic Policing 9 a mistake; it's better to do this. If Such a policeman must make an arrest, he does H in a very different way from the predatory sadist, the small-inan-ia-big-bhM-pants who exploits his authority to the dwcrmiifitnre of an occasional offender but who in the loDg run .encourages law breaking and the defiance of and disrespect for the guardian* of public safety. People like this load of supervision; a pofieeman who has tins attitude furthers public safety and makes people Jove the policeman instead pf fearing and hating him. Those, whom we love ere strive to please, not out of fear but out of that very love--call it respect, admiration or anything else you wish, but H really is love. The police officer has many temptations, and one of them is to use his power and authority vengcfnlly, and bence destructively, instead of constructively. The possession of authority is a great burden and there are few who can bear it, and still fewer who can be trusted to employ it only constructively. The man who has secret feelings of inferiority, the man who lacks self-respect, the man with an overstrong vengeful conscience, the man with a burning resentment to ward the authority to which he has had to submit, such men will be come bad police officers, officers who promote public danger rather than public safety. It ia of such men that prison bullies, sadistic third degree mffieters, concentration camp torturers and corrupt wardens are made. 8nch individuals, given the authority of the law, become the destroyers of the law. They think that to insure respect, they must breed fear. But, as a very arise old police officer once re marked to me, the bullying policeman is always a scared policeman. "If you are net scared yourself," he said, "you won't try to scare other people." 1 felt as if I. had learned a great lesson from this man who had never studied any psychology inr books. I told him I thought he knew more about it than I did, and he said, very mod estly, "No, but I have learned a few things the hard way, and I'm glad you are telling these young fellows something they don't realise the truth of as well as I do." The "n behind the wheel of a high-powered automobile is a different individual from that same man as a pedestrian. A child is mall and weak'and he knows it and be thinks that when he grows up he will be big and strong, but when he does he discovers that he is not so very big after all and not so very strong, when compared to all the forces of the world. Hence all people who are not outright feebleminded continue to suffer from a feeling of inferiority all their lives. For some of them it remains a rankling sore; they are con- 1(1 Kamos State Highway Commission stoutly impelled to deny it or'refute it. Give such s person a ninety horsepower engine that, will run many times faster than the most vicious stepmother or the most irate uncle or the most vehement father, give such a grownup child a machine like.this and why should be care any more in his secret soul for little blue-coated policemen, or little printed signs that say "Slow I" or little marks in' a book that say, "Thirty miles an hour limit"! If the child or the beast has become dominant (n a man, the police officer can no longer stand as a symbol, a reminder, a warning. He must act. Empowered by his authority, he must oppose the irra tional childishness or the ruthless beastliness of the driver. He must put himself on the side of the driver's better self, his adult self, his mature self. The police officer should never forget that there is such a self. Sometimes we talk so mush about the bad side of human bein@i that we forget to mention the good side. Even the worst man has his ideals. It is on the side of these ideals, on the side of the offender's intelligence and conscience and knowledge and better judgment, that the policeman must align himself. This is the part of the offender which must not be frightened but strengthened by the policeman. It needs help from the police officer in order to suppress the rebellious, ebullient elements of the personality. This explains the importance, then, not only of intelligence and character in the police officer but also of technique. To be. sure, certain superior personality types come by the right techniques naturally, but far most of us they have to be learned, to be thought about, to be practiced. In no other way can fear, hatred, defiance and ultimate defeat of the . police officer be prevented. It is not sentimental but highly practical to insist that the public's fear of the policeman be replaced with affection-and trust. How shall we get supermen of this type into the police profes sion! How can we get men who are big enough and sufficiently wellbalanced and perspicacious to be entrusted with the necessary au thority without being bullies, to be fathers and big brothers and friends to driven who, as we said at the beginning, are sometimes feebleminded, sometimes illiterate, sometimes accident prone, some times tick, and very, very often childish and forgetful! How can wc find policemen who can measure up to their own ideals and standards of such supermen? I think we can do t!ii- (i/st, by olearly defining for policemen, for officers, for law enforcement officials of all kinds, the definite psy chological requirements of the modem police officer, perimps some thing along the lines of the foregoing. Psychiatric Aspects of Traffic Policing 11 Secondly, we can look for marc leadens who have themselves caught this vision and can impart it to others--such men as August ToOner and Neil Anderson of California, Chief O. W. Wilson loruiilj of Kansas, Colonel Zurbucken and his associate, Major Pmhofcsd--men like these I am sure are not so few as they are CTtly inconspicuous and unknown to me personally. You, in this field, know who they are and where they, are and if you. give them the encouragement they deserve you will find other young men ris ing up to follow in their footsteps. But these men can only rise up and new men can only be expected to learn the right ways if systematic educational programs are pro vided for the training of police officers not only in marksmanship but in psychology. A fourth way in which such men can be obtained is by making the monetary compensation of police officers commensurate with the real requirements of the job. It seems absurd on the face of it to expect men of superior attainments to be attracted to positions which pay substandard salaries and offer limited opportunities for advance ment. No honest man who goes into poliee work expects to get rich but be should expect economic security, credit for creditable work and an opportunity for advancement on the bams of merit These 'tiring have all been said before and I am afraid they will sound very hollow to mime of you who have hoped and worked for them so long They arc essentials just the same--essentials which it is in the interests of public safety to insist upon and extend. Finally, in order to get the type of men into poliee work, that we have described, we need increasing recognition on the part of the public of the principles of safety policing. Nothing is more human hn the plaintive wail that no one appreciates us. Every psy chiatrist hears it every doff from almost.every patient. It is quite true that no one is fully appreciated by others. But to gain the recognition that one deserves it is necessary, first of all, to appreciate oneself, not in a vain way but in a manner of true appraisal. When poliee officers come to have a higher opinion of themselves, recognize that they are leaders in the community (the conscience of the com munity, as it were), umpires in the great game of semi-domesticated human beings trying to lire peaceably with one another in a com plicated world, they will inspire similar respect, support and admira tion from tbe public at large, and men of the highest type will be attracted to this brave, fine profession.  Street and Highway Traffic Section li of whom arc too irresponsible to be with am automobile. the ipcca] enforcement and oot of these viola' Is the pnniiins of court sessions trial of mini to avoid conflict with bales. This problem requires rial nnioBi. The ses- he limn 11 to meet the dil- Tnhc cases most be to a prwvtdt appropriate arrest > avoid delay ` arrangements i and euforccof ticket d minor viola' swmtDy re: of work* boundaries, moos viola- thonU he simplified. a problem of rather than installment where dcfcadin full, provide to tha problem of satis* conflict with nb Orion and Equipment : attention should be given to the -fioai of minft drivers, particularly rt carrying other passengers for If we had adequate examinations d rtquhcments for the issuance of we would not have to deal with i. to the extent that is necessary today ause of the woefully inadequate license niiwcBti Uadi such conditions are ' nged, about all that can be done is to -mate the unsafe drivers after viola- have occurred by suspension or ocation of Houses pusafe equipment within defense plants huBtdattb efimhmted or replaced on However* little, if anything, lone to dimifute unsafe auto biles csrrjrmg the same workers to and work. This undoubtedly has recd h uisny see shills and loss of much anpower because of injuries. One of the excuses assigned for leilure to take preventive measures has been that the task is too great and might result in some instances in eliminating the transporta tion means of a majority of the workers Accordingly, again, about all that can be done to solve the problem is to im pose appropriate fines and penalties in the event of violations and to impound the equipment until made safe, after viola tions have occurred. A definite traffic safety educational pro gram should be provided for workers by defense industries. Such education is particularly necessary for workers in volved in major traffic violaboos, and the courts should utilize court room educa tion and require compulsory traffic school attendance for such violators. A sound analysis of the enforcement problem would indicate that war workers deserve no special consideration from the courts of law or law enforcement officials, other than the measures before stated, and that war workers must expect to pay the full penalty for traffic violations. In fact, these violations are so damaging to the war effort, resulting in the aggregate in much absenteeism and great loss of manpower that, if anything, more drastic penalties .should be imposed on war work ers to bring them to a realization of the seriousness of stacb violations. Vjnhrinns of Service Men In cases of traffic violations of mem bers of the military services, the question of the legal jurisdiction of civil traffic courts arises. In wartime, although both the civil and military courts have con current jurisdiction, the military courts have superior or paramount jurisdiction, and unless this jurisdiction is waived by the military authorities and consent given to trial in the civil court, the civil au thorities can only detain members of the military services and hold them for the military authorities. It has been established that any con sent to civil trial for military personnel must he made by the commanding officer of the individual to be tried. The ac cused person does not have the right to .select the tribunal by which he is to be tried. Close contact and cooperation should Street and Hiyhu'ay Traffic Section l i|hc of whom arc too irresponsible to be ^jp|trd with as automobile. Among the special enforcement and eoi|rt problems arising out of these viola tions is the provision of court sessions leg trial of workers to avoid conflict with work schedules. This problem requires More and varied traffic sessions. The mtiahs must be staggered to meet the dif(rent work shifts. Traffic eases must be Mftegiud. continuances reduced to a minimum, and trials expedited. jn order to provide appropriate arrest booking procedure to avoid delay detention of workers, arrangements e between war Industries and enforcet officials will permit use of ticket tmooses for speeding and minor violas and eliminate bonds normally re ed because of non-residence of workwithin jurisdictional boundaries, ids required for more serious violas should be moderate in amount and iking procedures should be simplified, s is, of course, primarily a problem of enforcement officials, he imposition of fines rather than fences of confinement, and installment fgiment of fines in cases where defend ant?? cannot pay their fines in full, provide the best solution to the problem of satismng penalities without conflict with working hours. I Unsafe Drivers and Sqnipment jStrict attention should be given to the elimination of uusafe drivers, particularly drivers carrying other passengers for Ure Ii we had adequate examinations I nd requirements for the issuance of \ cense, we wooid not have to deal with ff mis to the extent that is necessary' today i >ccau*c of the woefully inadequate license requirements. Until such conditions are i hanged, about all that can be done is to ...i liminate the unsafe drivers after vsola. i ions have occurred by suspension or i evocation of licenses. Unsafe equipment within defense plants i - immediately eliminated or replaced on < iscovery- However, little, if anything, las been done to eliminate unsafe auto mobiles carrying the same workers to and from work. This undoubtedly has re spited in many accident* and loss of much ,Manpower because of injuries. One of the excuses assigned for failure to take preventive measures has been that the task is too great and might result in some instances in eliminating the transporta tion means of a majority of the workers Accordingly, again, about all that can be done to solve the problem is to im pose appropriate fines and penalties in the event of violations and to impound the equipment until made safe, after viola tions have occurred. A definite traffic safety educational pro gram should be provided for workers by defense industries. Such education is particularly necessary for workers in volved in major traffic violations, and the courts should utilize court room educa tion and require compulsory traffic school attendance for such violators. A sound analysis of the enforcement problem would indicate that war workers deserve no special consideration from the courts of law or law enforcement officials, other than the measures before stated, and that war workers must expect to pay the full penalty for traffic violations. In fact, these violations are so damaging to the war effort, resulting in the aggregate in much absenteeism and great loss of manpower that, if anything, more drastic penalties .should be imposed on war work ers to bring them to a realization of the seriousness of such violations. Violation* of Service Men In cases of traffic violations of mem bers of the military services, (he question of the legal jurisdiction of civil traffic courts arises. In wartime, although both the civil and military courts have con current jurisdiction, the military courts have superior or paramount jurisdiction, and unless this jurisdiction is waived by the military authorities and consent given to trial in the civil court, the civil au thorities can only detain members of the military services and hold them for the military' authorities. It has been established that any con sent to civil trial for military personnel must be made by the commanding officer of the individual to be tried. The ac cused person does not have the right to select the tribunal by which he is lo be tried. Close contact and cooperation should 12 32nd National Safety Congress, 1943 be established between the civil and military law enforcement authorities. Through such cooperation, arrangements can be made for the handling and deten tion of military personnel so as to permit trial in the civil courts for minor offenses or to facilitate transfer to military au thorities for trial. It is imperative, of course, that the civil authorities furnish military authorities complete reports on violations and competent evideuce to sus tain the charges. The civil authorities should Insist on reports of the final dis position of cases turned over to the mili tary to complete their records. The mili tary courts generally can be relied upon to impose more severe punishment than civil courts, which probably accounts for the apparent desire of many members of the military service to have their traffic violadons tried iu the civil courts. Juvenile and Parental Delinquency Nationwide juvcnOe and parental de linquency is the latest wartime problem, and is a problem that indirectly affects traffic safety by contributing to the in creased frequency of accidents involving drivers and pedestrians of this type. Tbh is the natural result of the increased num ber of such drivers and pedestrians on the streets and highways at night and their free use of intoxicant*. Traffic courts must cooperate with other agencies to solve this problem. The manner in which these delinquents indirectly affect traffic accidents should be kept in zniud in handling cases Involving such individual*, whether the cases are for traffic or non traffic violations. Reconciling apparently opposing fac* tors is necessary in handling traffic court problems involving war workers and members of the armed services. Both must be kept on the job. On the othqir hand, the ideal and practice of fair and impartial traffic law administration nod all that has been accomplished in the cause of traffic safety must be preserved, and'where necessary, drastic and severe measures must be applied to stop the carelessness that is seriously impairing our war effort. TUESDAY AFTERNOON SESSION October 5, 1943 . Group Sfitinn on Public Safety Education Round Table Discussion on Safety Education TacScs in Wartime The first session for the public educa tion group was a round-table lead by Leo R. Welch of New Jersey. Points discussed in this session stressed the need for reach ing tbe groups of people who were causing accidents and yet bad not been reached ondcr previous programs. A wartime program for safety education must be based on the following points: (a) public relations, (b) public education, (c) training, (d) local cooperation, (e) re search and planning. Discussion of films for public education dealt with the matter of whether the most horrible pictures should be shown, to gether with the relative merits of various films available. There was discussion on how to make a safety talk more interesting and the mat ter of stunts, dramatisation and comedy were aO given considerable debate, [n the use of films it was agreed that stu dent* should he given' an outline o( the film first in order that it may not be considered purely entertainment. While fitting public education programs to the present times, it was emphasised that some influences trill be very valuable later on. The training of military per sonnel, civilians, motor corps members and high school stodent* under the pre; induction training plan had met with un usual success in several states. Another adjunct of safety education which should not be under-estimated is the development of local cooperation. Usually it is easy to obtain and often the success of the entire program is dependent upoo this assistance. Another suggestion was that serious consideration must be given now to the possible necessity for tbe rr-exsminatioo of drivers after the war when mental ap well as physical defects wfl] pose a defi nite problem to the motor vehicle at* miuirtrator. Street and Highway Traffic Section 13 TUESDAY EVENING SESSION October 5, 1943 Joint Tgsrinn With Commercial Vehicle and Transit Sections end Institute of Traffic Engineers Women in Transportation By DOROTHY SELLS Chief, Perowl Supply Section, Division of Transport Personnel, Office of Defense Transportation, Washington, D. C. There are now approximately 200,000 women employed h all branches of do mestic transportation --rad, water, air, motor, street car and pipeline. Though this number represents only about ft per cent of the total employment in the trans portation field, it means that the number of women engaged in this industry, .which has always been strictly a man's indus try, has doubled within a period of two years. More than that it means that half as many women again, and 100,000 u s conservative estimate, must be added to transportation's labor force within tbe next year, if the necessary war services are to be adequately maintained. Without further words or figures it be comes obvious to you who arc so well acquainted with industrial techniques and problems, that such an influx of relatively inexperienced employees into a group of highly industries--industries In volving the safety of nuUions of human beings must cause considerable disloca tion. If transportation bad to absorb 200,000 green men within a short period of peace t*--, it would be considered a big job. What are these pioneer women in. trans portation doing, you wall want to know. Most of you have seen them, white or colored, driving cky buses, taxi cabs, street cars and delivery trucks; selling railway, airway sad bus tickets; checking parcels; loading airplanes; working on railroad trades; chasing passenger sta tion* and coaches; washing and servicing trucks; even serving In dining cars. Be hind the scenes ia the offices of railways, airways, inuieity bus lines, motor track and transit companies thousands of other women are also substituting for men. Increasingly women are being em ployed to perform mechanical and elec trical work in railroad shops, in tbe hangar* of commcrcia] airfines and in automotive repair and maintenance shop*. Some are telegraphers and tclcphoncrs; a few arc despatebera on railroads. Others receive and send teletype messages, plot weather maps, or guide airplanes on to tbe landing fields. Still another considerable group of women do inspection and instru ment repair work requiring fine measuremenu and a high degree of accuracy. Among these and a host of other jobs which I have not specified arc many in volving responsibility for the lives of their fellow workers and the lives of the public, to say nothing of their own. Now what is the impact of women transportation workers upon accidents? Does experience substantiate the com mon belief that women as a group are poor drivers and that In almost every occupation they are accident-prone? I regret that I am unable to give you any conchuxre figure* that wff) settle this matter of women and accidents for ever. Neither in Great Britain nor the United States Is there, to my knowledge, any statistical material that answer* the question either way. For one thing women have been employed for too short a time in most of the hazardous jobs to warrant definite conclusions, and for another, both the statisticians and tbe employers seem to shy away from this moot subject. What can be said about women and accidents must, therefore, chim no more authen ticity than general impressions and spe cific instances. 14 32nd Notion*} Safety Congres1943 First, what do we know concerning accidents of women workers in Great Britain, a country where a larger pro portion of women has worked longer in industry than in the United States? Ac cording to the annual report of the Chief Inspector of Factories for 1941. report able accidents (fatal and oon-fatal) to adult male workers had increased 42 per cent in 1941 over 1938 while it had in creased 192 per cent for adult female workers. This staggering increase in the percentage of accidents to women is mainly attributed, however, to the large increase in factory employment due to war and to a marked increase in the num ber of women employed in dangerous occupations and in dangerous industries. Since the hours worked by the injured persons in these years are not known, the frequency rate is not given. Consequently these figures do not tell us much. The available figures in the report do show, however, that if all the accidents were equally shared, one adult man in 25 would be liable to an accident each year at the 1938 rate and one in 20 at the 1941 rate, while the rate for women in 1938 would be one in 105 and io 1941 one in 56. That sounds more encouraging for the women. Moreover, figures showing the percentage increase in accidents to women for a few specified industries notorious as "accident producers." add weight to the conclusion that the overall figure is heavily influ enced by the fact that women arc partici pating io a much 1 larger number of the dangerous processes in industry. Specifically with regard to the acci dents of women in transportation, l can only state that my general impression from visiting a number of companies in the different branches of transportation iu Great Britain during 1942 and 1943, and interviewing the supervsors of women workers, was that the actual facts failed to warrant the statement which I fre quently heard; "women have a lot of accidents." When chapter and verse were called for, it usually turned out that the accidents cited amounted to nothing worse than a bruise or a cut or other relatively minor injury. Up to the present, a proportionately smaller number of women seems to hire been employed for mechanical work by the transportation companies of the United States than of Great Britain. Women are more largely employed as bus and street car operators here, however. This differ ence may perhaps account for what ap pears to be au opposite impression on the part of employers in the two countries concerning the liability of womeu to acci dents. When I ask local transit com panies in the United States, about the accidents of their womeu operators, 1 am told almost without exception that they are certainly as" free from accidents as the men drivers, and sometimes 1 gather that they are a little better oo this score. They drive more slowly and more cau tiously, at least at first, and they have an unusually keen sense of responsibility with regard to human life. Of course, there is still the question as to whether or not this will continue when they be come seasoned drivers, or whea it becomes necessary to let down on qualification standards for women operators. At any rate, the written testimony of persons having first-hand experience with women motor vehicle operators tends Io substantiate the general impression that so far the womeu have measured .up to previoos safety standards. The director of motor vehicle safety for one insurance company says, for example,. in a recent issue of the Commercial Car Journal: "As to women drivers, they ap parently are fully as safe and reliable as men drivers, at least for the operation of light equipment One over-tbe-road opera tor in California has been using women drivers on a long haul and has found them to be most efficient and they are maintaining much better time schedules with lower operating costs." Another writer in the Journal of Amer ican Insurance for June, 1942, reports that women give no evidence of being more accident-prone than men, though they are more susceptible to the following types of accidents: (1) catching hair, clothing, jewelry, etc., in moving machinery; (Z) falling; (3) cuts and bruises. These acci dents are obviously doe in most cases to failure to wear suitable work clothing or to inexperience at work. As a group, this writer ays, women tend to be less reckless than men and their safety record is good. Street and Highway Traffic Section 15 The assistant manager of a company employing 12S women as drivers of Army vehicles from the factory to points of de livery states that his safety experience with women drivers has been especially satisfactory. Over a three-month period prior - to December, 1942, the' women drivers, while delivering 33^5 per cent of the military vehicles handled by the com pany, had only 8 per cent of the accidents. The men drivers, who delivered 66per cent of the vehicles, had 92 per cent of the accidents. During the first 5 months these women delivered 2200 units for the Army, but they were not involved in a single accident necessitating more than $50 in repairs. Similar testimony is given by the Chief of tbe sales operating division of still another company using 700 drivers of light delivery trucks. He testifies that though women have a somewhat larger proportion of accidents than men, most of them result in nothing worse than dents or scratches doe to failure to judge dis tances correctly when backing or when entering and leaving garages. The consensus of opinion among super visors of women bus drivers in local trapsh appears to be that women are as a rule safer drivers than the men now available for employment. One intercity bus company employing 300 women drivers on abort runs finds that the acci dent frequency rate of women bus drivers is 20 per cent in excess of that for men, but the accident severity record of the women is better than that for men drivers. The women are inclined to misjudge dis tances when backing and making turns. One the other band, they exercise greater caotkm at intersections and other dan gerous places along the road, where the serious accidents usually occur. . Though there is some difference of opinion and no conclusive evidence re garding the relation between women and accidents, I thank we can fairly say that women in transportation have done much better in this matter than was expected. When human life is at stake, however, doing better is not good enough. An effort must be made to eliminate all acci dent hazards. When wc took the problem squarely in the face without any attempt to com pare the record of the two sexes or to exculpate oue sex or the other, it is clear that there are certain factors which tend to produce accidents on the part of women workers. Most of these arise out of the fact that women are inexperi enced workers. Any new worker, whether a man or a woman, is subject to these same accident-producing factors, and they can be overcome for the most part by adequate training for the job coupled with careful safety instruction. It should be remembered in this connection, however, that there can be danger in over empha sizing accident hazards. Perhaps even more than men, women are contra-sug gestible, and it is possible--in fact it has happened in Great Britain and elsewhere --that too much emphasis upon what not to do causes an accident-shy person to do that very thing with unexpected and sometimes tragic results. There is the further fact that a great many women, indeed most of those who will be employed from now on, perform two jobs--one job as hoipe-maker and another as bread winner, which meant that they arc frequently weary or their minds are pre-oeeupied when they begin work, especially if they are married. None of these problems are impossible of solu tion, however; not even the last one, as our brief experience with women in trans portation so far indicates. The likelihood of accidents involving women can be further curtailed, first, by recognizing that women, like men, are in dividuals, each -with her different apti tudes so that a suitable selection of the right woman for the right job can be made; and second by teaching new em ployees about the necessity for wearing suitable work clothing, about the impor tance of cultivating a confident and leisurely attitude towards their job and about (he advantages of taking special patns to overcome inherent weaknesses. If, In addition, the hours of women workers are kept as near to 8 per cent as possible with short rest periods where that can be arranged, or if they are employed on a part-time or a split trick basis, in order to reduce fatigue; if the driving seats in motor vehicles arc so placed that no undue strain upon the body is involved; 16 32nd Nationai Safety Congress, 1943 if scats ar< provided in workshops as re quired under most state laws; if women bus drivers are given day-time runs when ever possible; if provision is made for a hot raeml in the aiddie of the day; and if every opportunity is taken by manage ment to btdld up tbc confidence of women workers in themselves- if these simple and ordinary human steps are taken to help women to help the United States meet its prescat emergency, there is no reason that l can see why both the acci dent frequency and the accident severity rate for women should not decline. Tak ing all the good points of women into account,' they might even drop a' little lower than either rate yet has stood for men. WEDNESDAY MORNING SESSION October 6, 1943 General Subject 17--inn on Employee Transportation Problems of Inrtneiiy (ThU ***"! is reported under Subject Sessions in Volume I of the 1943 Congress Transactions) * WEDNESDAY MORNING SESSION October 6, 1943 Group Session for City and State Police Cooperation oi Police With Plant Protection Organization* By F. J. DORR General Superintendent of Plant Protection, Mack Ifannfsstoring Corporate**. Although actively engaged in the manu facture of vital war materials, thousands of small plants throughout the country have been unable to meet War Depart ment demands in providing - adequate police protection for those materials or the plant and property that produce them; consequently c must look to some out side agency that is ready and available to assist us whenever an emergency should arise. At first glance this seems simple. Most Industries are heavy taxpayers, with man agement playing an important role in civic and local governmental affairs. But because of the present emergency and the ever increasing demands for weapons of war. management is prone to put forth an all-out effort to produce these mate rials, thus overlooking the many direc tives emanating from Washington calling for the expenditure of vast sums of money towards the guarding of the responsible facilities and their product. Surveys of our .plants by the various government agencies, including the F.B.I., were made fn accordance with a welt de veloped and coordinated plan, aod the many suggestions and recommendations offered by these agencies were made in good faith and with the understanding that big and small Industry vmld, wher ever possible, abide by them. But, again we are faced with small industry which wanted to do a good job but did not have the finances nor the personnel to put it across. Just how should we go aboat to secure Street and Highway Traffic Section 17 outside help in setting up a protection group within oar property ami still stay within certain bodget limitations? First, we must bear m mind thst big iudustry, employing thousands id men and women, arc sufficient unto themselves, and natu rally were fully prepared to meet this emergency and the many hazards that accompanied it with a well trained and disciplined force of men commonly re ferred to as "plant guards.'' Therefore, for the moment let us con centrate oo Small Industry. Get FdBm Veteran First otf all it might be good policy to head Ibis small group with a'man having local police background--one that has many contacts in the police profession aod hi well thought of by all and sundry in the community. If no one is available, endeavor to secure a leave of absence for someone from the City or Borough offi cials, and at the same time ask for the redoubling of police protection in the immediate vicinity of the plant. Now as never before, countless oppor tunities arc continually presented, calling for full coopcratiou between police de partments and plant protection uoits. All employees working iu war industries most be finger-printed as a prerequisite to em ployment. This affords au excellent avenue for cooperation on the part of the local or state police, who will be glad to assign a man to teach the simple fundamental* of finger-printing. Tbe F.B.l. likewise wilt classify and file this record, where it is always available in the event of further investigation. A regular employee can handle the printing, and very good results can be obtained without the installation of expensive equipment It Is vitally essential that the local Chief of both police and fire departments, particularly in the larger cities, be con sulted aod taken Into tbe confidence of the company. Frequent discussions cov ering plant problems on and off tbc prop erty should be encouraged. In the absence of police power for your men, or until such time as they can be sworn in as auxiliary military police by the Governor, ask tbe local authorities for more frequent and extended beat cover age. Look to them for protection from the outside and for information about those working on tbe inside. Liquor joints, taverns, and so-called "danger spots" are the frequent hangout for those seeking information, and many a clever enemy agent cloaks his movements be hind the gui^e of a good fcHow, well-met. The copper on the beat knows his peoplcCultivate him, gain bis confidence, and above all, share that confidence with him alone. Watch the "Joints" Gambling joints and bawdy houses pro vide excellent rest havens for the weary worker, and through him valuable infor mation often leaks out into the waiting hands of the enemy. Inquiry should be made continually through the owners of these places ia order to determine if any of their patrohs have attempted to secure information of a confidential nature fi plant employees. Rate of production, type of material manufactured, and many other pertinent facts can be secured from men that have imbibed too freely. Loiterers either on foot or in cars, who, without any apparent reason, are seen in the vicinity of the plant, should be turned over to the police for questioning. / Turn over all information on sabotage or suspected espionage to the F.B.l. At no time should there be an attempt to investigate or evaluate that type of ac tivity. This is a job for specially trained officers who operate officially under the President's Proclamation. Because of the limitation of authority vested in most plant guards, it is advis able that in the event of riot, mob vio lence, destruction of property, and the blocking of gates and traffic, you have a prearranged agreement with the local chief for him to dispatch men on call, aod thus confine the guards to the area Inside the property. Seek out the help of a seasoned police man to survey your traffic problems. A poor system wastes`many valuable man hours and leads to dissatisfaction, and In many instances injury, to the plant worker. Rules and regulations as pre scribed by the department, and enforced later by the plant guard, will have a tendency to speed up production, make for a more efficient handling of traffic, and 18 32nd National Safety Congress, 1943 eliminate the possibility of street and high* way accidents. Neighbors Can Help Bring the Chief of Police and Fire Chief into your plants, show them the vital spots and hazardous areas, and above all, be sure that they are familiar with all en trances and exits. State police, sheriffs and their deputies, air raid, aud civil de fense personnel, are all good contacts to have In the event of disaster. One or two state police units to my personal knowl edge are cooperating in this respect. The neighbors can be brought into this picture. Have them report any signs of disorder, attempts to photograph the property, or anything of a suspicious nature. They too will be glad to assist in keeping the plants in operation. Fire brigades, air raid squadrons, first aid groups, al' m be trained within your plant il proper contacts are maintained with your local and state police. Police are ever mindful of their obli gation and duty toward the protection of plants and personnel in their area, and at ifo time should the question of authority or jurisdiction interfere with our one pur pose, and that is--safeguarding lives and property during these most troublesome times. Building Support for the War Traffic Program By BSTRL HACK Manager, Louisville Safety Council, Louisville. Ky. There never was a period in tbe history of this country when safe transportation meant so much to every American as it has since our natjon became involved in the present world conflict. 'Building support lor the war traffic pro gram is little different from building sup port for the peace lime program, except that during times like these it is consider ably more difficult Since Pearl Harbor, we have been sold, and rightfully so, on the idea that winning the war is our first job. We have not been convinced that the best ways for all of us to help in the war effort are first, to walk and drive safely ourselves, and secondly, to fully support our traffic safety-program. One of the principal reasons tbe traffic problem has not been solved with a greater degree of efficiency is that the problem of crime has been made paramount in the minds of most of our public officials, police officials, judges, and jurors, while accident prevention has been relegated to a less important place. In some cities, for example, there has been no change in tbe amount of fines for major traffic violations daring tbe war emergency.' It is obvious that small fines in these days of big money mean little to the violator. He pays the pittance, goes right out and commits the same violation over again. We are in vital need of a renewed conr sciousncss of the seriousness of the traffic accident problem. The terrific death and injury toll must be burned deep in the noinds of all our citizens. Leadership Needed We often hear officials say that tbe traffic problem is a community respon sibility. They reason, the citizens make the problem, therefore the citizens must solve it I don't agree with that reason ing. Our citizens are not traffic experts. They don't have possession of our traffic* records; consequently, they must have leadership. It is iny opinion that the leadership should be furnished by the top official with -the full cooperation of the local safety council I say it is the top official's first respon sibility because be alone can select a safety-minded Director of Safety, Chief of Police, and Traffic Judge, and has the power to demand of these officials effi cient performance of their respective duties. When the top official has assumed his responsibility and has appointed the right people to these key official posi tions, then it is the duty at tbe local Street and Highway Traffic Section 19 safety council to fully cooperate with his administration in coordinating a well balanced community-wide traffic safety program. I can hear you say: "That's a splendid idea but how are we going to sell these top officials on their responsibility?*' I'll agree that it isn't an easy task, but I say to you It must be done. I'm sure most of you will agree with me that our failure to secure the full cooperation of top officials has resulted in the death and in jury of thousands of our citizens each year. Unless we find a satisfactory way to enlist the full support of these officials, wc*U go right on slaughtering multitudes of men, women, and children every year in spite of all our efforts. Go to Top Official Now. there may be many ways of solv ing this vital problem, such as public pressure groups, unfavorable publicity or, if you wish, an application of political ointment However, I am not in accord with any of these methods. My idea, and it's predicated on experience, b to appeal directly to the official and submit to him records which prove very definitely that tbe traffic accident problem is the great est individual, social, and police problem facing the community. The safety coun cil is vitally concerned and most anxious to cooperate with him and his administra tion in doing more about it. Emphasize to the official that the first responsibility for a safe community rests squarely on his shoulders, and that no other organization or individual can do the job successfully without his support; that the citizens are looking to him for leadership and the solution of all of their civic problems; that the officials under hb supervision will not do a safety job unlec- he assumes Use leadership and re sponsibility. The next step would be to offer the official the suggestion that he call to gether a small group of hb advisors and plan the safety program to be followed, which obviously wOI be built around the three E's, Engineering. Education, and Enforcement. Once this procedure has been followed and the top official's full cooperation obtained, then the officials and safety council together can sell the program to the community. Then, and only then, can we hope to accomplish the desired results in traffic accideut prevention, and this holds true whether it be in peacetime or wartime. Therefore, my recommendation to every person in this audience ` is that if you really want to build support for the war traffic program, and you do not have the lull cooperation of the top official in your community, then get together the right group of people, call on your top official and follow through with the procedure we have outlined- If you arc successful in this task It will be tbe greatest individual step you coold possibly take toward build ing genuine support for the war traffic program. 20 32nd National Safety Congress, 2943 Military Violators of Traffic Bsgnlafioai By MAJ. MARTIN P. OEHMKK Judge Advocate Qcocnl'i Dept, 6tfa Scrvkt Cnmmsnd, (Nrnw The War Department you no doubt realize has great numbers of motor ve hicles, to carry the enormous commerce of the war, which traverse all sections of the country, and the maintenance and opera tion of which requires unceasing vigilance, planning, effort and cooperation to the end of a minimum loss of or damage to persons and property. Traffic laws and regulations of all the states and their mu nicipalities are understood and regarded as a means to that end and cooperation with all enforcement officers and agencies is a settled policy of the War Department. Quite naturally, therefore, the respon sible officers of the Army are at all times interested in the "Wartime Aspects ol Traffic." For the moment, my own thought concerns the handling of military violators of traffic regulations. Military violators usually fall into two classes: those who transgress through in tention or negligence, and those who offend through ignorance. The Army, ever confronted with the problem of discipline, applies the theory of prevention la an effort to provide itself with motor vehicle operators who will not be traffic law violators. This application is made by proper operation and maintenance of equipment and careful selection and train ing of prospective drivers. Commanding officers are enjoined by Army regulation, which has the force of law so far as he is concerned, to prevent improper use of vehicles which results in abuse. In the term abuse are included excessive speeds, improper ''use of controls, including gears and brakes, racing engine, over or im proper loading, lack of or improper use of lubricants, lack of inspection, deferred maintenance, and accidents. Such abuse when due to carelessness or indifference of responsible personnel is considered cause for disciplinary action. Observe that anproper or insufficient maintenance result ing in defective equipment cannot readily be made' an excuse for a law violation, and that not only the driver of a vehicle but his supervising officer may be held respon sible for defective equipment which may be the actual or alleged cat>mt of a viola- **0n' All Driven Trained Prospective drivers are aO subjected to prescribed courses of training before they are allowed to operate motor vehicles. A condition precedent to the training is the completion of a driver's aptitude test which includes inquiry as to general intel ligence and capacity with particular refer* ence to vision. The training cowers Che whole field of operation and such nuTrtr nance as does not require a mechanic. Thr end of the course should find the driver qualified as to mechanical knowledge, operation, which includes actual driving and handling under usual traffic cumlhiuns and knowledge of traffic regulations, tend procedure, safety precautions, speed limits, and vehicle abuse. If he is so qualified, he will be provided with the Army's Motor Vehicle Operator's Permit, which, the ap propriate regulation provides, wBB be a guarantee that the individual is a qualified driver. Such specialized training under Army ditdptine designated to --*--*--*** respect for all law and order should pro duce a driver who will avoid infraction* of traffic regulations. Nevertheless, there are military drivers who do sometimes become traffic law violators. The Army does not distinguish such a driver from any other violator of military law aod accordingly be may be punished by military authority end tri bunals for such offenses as he may commit under applicable Articles of War. So be may be punished if be misuses, or wflfuDy, or throogli neglect, suffers any military propr rty of the United States to be lost, or damaged, or wrongfully disposed of. and is required to make good the loss. As already Indicated, he will have been instructed as to the proper operation of his vehicle with regard to observance of all traffic regulations, and if he fails to obey such Instructions he may be punished accordingly. For any other offenses he may commit in and about the handling and disposition of the vehicle entrusted to him he will be subject to military Street and Highivay Traffic Section 21 discipline. This means that he may be tried by court martial for homicide, in a case where he operates his vehicle so as to cause the death of any person. Dnmkaanese No Excuse The foregoing suggests that the driver is responsible for his personal conduct as well as his conduct with any vehicle en trusted to him. This he cannot escape by a plea of drunkenness. It is a rule of military as well as civil law that volun tary drunkenness, whether caused by liquor or drugs, is not an excuse for crime committed while in that condition, al though it may be considered on the questioss of intent where intent is a necessary element of the offense. It may be noted here tint military personnel may be pun ished for bring drunk on duty, or drunk under such orcomstanccs as to bring dis credit upon the military service, and this is so In case of a drunken driver who may not have violated any traffic laws while driving. It is obvious, of course, that the Army would not knowingly permit an in dividual to be a driver if he is addicted to the use of alcohol or drugs. Most of you know that Army dis- ciplinary action against military violators of traffic laws does not prevent the prose cution of these offenders by civil authori ties. The War Department expects all its drivers to observe all traffic laws, and ex cept in unusual cases, where military necessity or expediency dictates otherwise, it will not interfere with such prosecutions. On the contrary, it may safety be assumed that military authorities will at all times cooperate with civil authorities to their general and mutual objective of the elimi nation of motor vehicle accidents involv ing military personnel, whether such acci dents are due to law violations or other causes. As a matter of cooperation, the War Department has had and now has agree ments with the states of Illinois, Wiscon sin. and Michigan, comprising the Sixth Service Command, for the handling of all traffic problems which are of common in terest including, of course, the handling of military violators. The purpose of these agreements Is to unify the efforts of all the authorities for the sake of safety in traffic. You may be assured that tbe War Department and its responsible officer per sonnel will adhere to and uphold such worthy purpose. WEDNESDAY MORNING SESSION* October 6, 1943 General TT--inn for Traffic Coart Judges and Prosecutor* Presiding: Judo* Hakxy H. Poena, Chief Justice, Evanston Municipal Court, Evanston, DL Tb Traffic Court Program at tha American Bar Association. Junior Bar Conference By JOSEPH Ol CALHOUlf lUtnke Nadoiul Cbdnwo, Junta* Bar CMnaOL Anoiiaa Bar AaocMaa. Uadh. Pa Some of us have a primary concern over of highway aod traffic aditrieis tratioa. Some of us worry more abocu pwtK- mgard for the enforcement of law* to general- All of us are vitally interested to American Welfare--the protection of our nation from external and internal dan ger*. While the external Amgen arc today yymaort to oar mind*, we must remem ber that our abtfity to save uueaeJvu de pends largely on the condition of our bonorhold, and the importance of victory to World War II will be mh nmzrd if American Democracy does not strengthen itself to the confidence of its citwma The 22 32nd Notional Safety Congress, 1943 judicial and law enforcement systems mutt have public confidence, and in order to assure the retention or the regaining of sectional meetings devoted exclusively to consideration of traffic courts and related enforcement problems, have been held that confidence, those systems most be under the auspices of the National Safety strengthened and Improved. Council. Most effective of these meetings Education Necrustry And so, you who have been traveling with the importance of national safety, and we of the organized bar who befriend the administration of justice, find oar paths intersecting at a peculiarly danger ous time' in the history of our -country*' The young lawyers of America, aa or have been some sectional meetings with Stale Bar Associations, where programs were devoted to consideration of prob lems facing judges and prosecutors in the handling of traffic violators, especially under wartime conditions. -Survey Uhrisnsksfi amf Baca--nmdttkmm Made ganized in the Junior Bar Section of the A surrey was undertaken under the American Bar Association, have mobilized auspices of the National Committee on the resources of our organization in an Traffic Law Enforcement, which resulted effort to do something about this lurking in* the publication of George Warren's danger of America's household. We be book on "Traffic Courts.** This book is lieve that in order to have national safety, the fourth volume in the Judicial Adminis we must have not only education on tration series published by the National safety, but we must have enforcement of Conference of Judicial Councils, of which the law relating to the violation of the mils Dean Roscoc Pound Is the editor. rules of safety, and we can't have law en George Warren, in his book, lists fifty- forcement without an effective, iatclUgeat seven recommendations accessary to the and comprehending judiciary. improvement of traffic courts generally. We, as young lawyers, see In the faulty administration of the traffic courts, a source of weakness which leads to lack of public confidence in the judicial sys tem, and a great defect in any program for law enforcement and national safety. These recommendations have been ap proved by four national groups within the American Bar Association, namely: the Section of the Junior Bar Conference, which I represent today, the Section on Judicial Administration, the Section on While the traffic laws are enforced in what is known as thl inferior conns, there should be no inferior justice. The first court, and very probably the only court in which most American citizens first find themselves, is the traffic court. Approxi mately five or six million citizens each year come into contact with traffic courts, many of them juveniles and many of for Criminal Law, and the House of Dele gates. Also, this list has been approcd by the International Association of of Police, the National Conference of Judicial Councils, and your Committee of Traffic Judges and Prosecutors of the National Safety Council. The fifty-seven recommendations may be grouped in three general classifications: eign birth. The impression they receive first, basic changes in traffic court set-up is an important one, and generally an . and functioning, requiring state legisla unpleasant one. Most lawyers have noth tion and, in some places. Constitutional ing to do with traffic courts, and the dis Amendments; second, changes which can respect which is bred by these experiences be effected without legislation by some is. in my ratnd, one of the dangers I re administrative authority, such as the City ferred to in America's household. Council; third, changes ua procedure, the You. of the Committee on Traffic Courts of the National Safety Council, have seen the problem also, for some time, and particularly those of you who are judges have become more and more traffic minded equipment and physical appearance of court rooms, which can be placed into effect by the individual judge of the traffic court. Opportune Time far A^*irw in the last few years. National and regional The safety considerations of the pro safety conventions, as well as regional and gram are well known to yon. The peace Street and Highway Tragic Section 23 tuna situation of alarming death and injury rates occasioned in motor vehicle acci dents originally brought about the study. Traffic enginers and safety engineers had progressed to that point in their work where it became necessary for them to en list the cooperation of Bar Associations, judges and prosecutors, in improving the type of enforcement of traffic regulations found in traffic courts. Now, the peace time problem has bexome suae aggravated under war time conditions, and despite gas rationing, the rubber shortage and reduced speed limits, the percentage of decrease in automobile accidents has not been as great as the reduction of automobile travel. It is true that the dockets of the traffic courts havt greatly decreased, but what better time could there be than now when the court can place in effect, and, if necessary, experiment with the more substantial re forms contemplated by our program? Fur thermore, the time is here for anticipa tion of the post war problems that will come with the reconversion of the auto mobile industry to the manufacture of automobiles. We can properly contemplate the post war problems relating to national safety, but the war is not yet woo and every automobile accident today in which a war worker as injured means man hours lost from the war effort. In addition, we are faced with a vital national transportation problem. The automobile is a necessity. Parts are scarce. Every accident means a unit of transportation lost. The Brooking# Institute has published a report which in dicates a minimum requirement of twenty minion automobiles, trucks, buses sad other motor vehicles for a successful prosecution of the war effort. Today there are only approximately twenty-four mil lion vehicles in operation, which number is rapidly decreasing to the essential mini mum of twenty million. Cooperation of All Agencies The concentration of war workers in already crowded traffic areas and the prob lem of war worker and military violator of traffic laws have raised acute difficulties to be solved, and they can only be solved by the intelligent approach of the local judiciary aod the law enforcement authori ties- It has been our experience that they welcome our help and the advice which comes from a nationally organised effort. Through the cooperation of the Na tional Safety Council, a grant was obtained from the War Production Fond, which enabled the Junior Bar Conference to im plement and apply the program as sug gested in the fifty-seven recommendations of Mr. Warren's book. As- Chairman of .the Junker Bar Con ference, I appointed a Traffic Court Com* mittee, which has become a standing com mittee of our organization, and which has done a great job in establishing a founda tion for future efforts in regard to the national safety program through the Bar Associations of the United States. James Economos, of Chicago, during the past year, served as fuQ time secre tary of that committee, and all of os were delighted when Mr. Economos was elected the new Chairman of the Junior Bar Con ference, for we know that be will continue his interest and efforts for improvement of the traffic courts. Intensive Campaign Carried On Although the manpower of the junior Bar Conference has been strained by the demands of military and civilian service incident to the war effort, we have, during the year, carried on an intensive pro motion campaign through field contacts with the local bar units, and a number of local Bar Associations have established Traffic Court Committees. Mr. Economos has traveled considerably throughout the United States and on one occasion he and I covered ten of the southeastern states, peaking before the local bar groups in those states. Recently a very successful regional meeting was held in the west coast, par ticipated in by the leaders of the bar m that area, the primary purpose of our efforts this year being to educate the law yer in the importance of his interest and concern over the problem. After all, the legislatures, the dty administrations, and certainly the courts are largely controlled by the thinking of the lawyer members, and we have felt that if we can have the local leaders of the bar aroused over the 24 32nd National Safety Congress, 1943 local traffic court situation, we would then have the door open to improvement and further progress. We have found that the local traffic court judges have welcomed suggestions, and In fact, most of them have been keenly interested In what Js being done throughout the country io rela tion to their particular problem. From Nashua. New Hampshire, to Houston, Texas, the Junior Bar effort for the im provement of the traffic court has had a very real and concrete effect. We have been able to get the young lawyers, not only in those areas but in other areas of the United States, to go into the traffic courts, to compare their local court with the more or less ideal coart as recom mended by George Warren, and to gain the sympathetic ear of the local judge and prosecutor. These ambassadors of traffic court re form have laid a foundation of good will upon which we most cootinoe to build-in the future, if we are to make progress in this work. We have started the ball roll ing. aod the judges* thmhaog on this sub ject to the ultimate improvement of public respect for law, and to a real law en forcement program. - You, as prosecutors and judges of traf fic courts, as well as we younger members of the bar, hold the future solution to this great problem in our bands. Your concern is our concern,-snd in the days of peace, which we hope wiU sooo come. w who continue our efforts in this regard will certainly find our reward in aroused and intelligent public cooperation. Soma Important Recommendations of the "George Warren" Report By JAMES P. RCONOMOS Secretary, Traffic Court Committee, Junior Bar Conference, American Bar Amrhtioo, Chicago You have been informed today that the 57 recommendations of the "George War ren'* report can be divided into three main groups. It is advisable to repeat these general divisions, which are; (I) Basic changes in the traffic court set-up and functioning which require state legisla tion or constitutional amendments; (2) Basic changes which can be effected with out legislative authority but require ac tion only by a city council, county board, or state agency; asc^ (3) Basic changes in procedure, equipment aod physical ap pearance of courtrooms, which require action only by the judge. In addition, your attention is directed to the wartime court problems that arise out of violations of traffic laws committed by war workers aod members of the armed forces. These are not touched upon in Warren's report and they developed after its completion. Fortunately, military violators have been fairly well taken care of by procedures developed by the* cavil and military police and naval shore.patroL This is not true of war workers, bat the various panels and discussions at these sessions win deal further with the prop osition of working oat procedures to com bat this problem. Any attempt to pick out the most im portant recommendation would be futile because the selection mast depend on the approach used in determining importance. One group would attach considerable im portance to ooc recommendation while another would not consider it vital to their program. My selection of rccommendations for discussion today is guided by the preponderance of judges attending the sessions. The judge, in one sense, is directly concerned in an 57 recom mendations, nevertheless there are im provements which only he can pot Into effect. Need Higher Standards Obviously, the most important recooi mendatioo we can consider is No. 36 which reads: "Thera is a general need Street and Highway Traffic Section 23 for ' higher standards of decorum and courtroom procedure iu traffic cases.*' Here the judge is directly concerned. The definition of decorum is: "Propriety of manner or conduct; dignity arising from suitableness of speech and behavior to one's own character, or to the place and occasion; decency of conduct; scan tiness.** Therefore what the judge does, what he says, and what be requires of the defendants, witnesses, court clerks, bail iffs and Other personnel will greatly deter mine the type of dcoonun that will pre vail- If a courtroom is opened promptly at the appointed time, if all preliminary work required of the clerks is ready, if the prosecutor assigned to this court is prepared, then the judge can enter his courtroom from his chambers, wait until the formal pronouncement is made aod then proceed with the business at hand. The clerk, or whoever does it, shall call his cases in a dear loud voice. The path to the judge's bench shall be easily acces sible. The judge should ask. in a courteous manner, what kind of plea the defendant wishes to make to the charge. From that point until disposition of the case, there is nothing that is more important in that en tire courtroom than the trial of that case. Regardless of how minor the offense, the defendant must be made to feel that be is receiving the fairest and most impartial trial ever held in that court room or any other court room. The moment sentence is Imposed, whether at be dismissal or punishment by fine or jail sentence or otherwise, that person should feel as if he had received the highest consideration. In traffic cases this is doubly important be cause of the safety and other educational problems involved. Many Avenues Open I know that this is an ideal but prog ress is never made unless ideals are set op for achievement. Some of you may say, you can't conduct yoor court in that formal rndhncr. Some of you may say, your docket is too heavy to be so patient and so courteous. Some of you may say, you hove no control over the clerk or the prosecutor. Let us grant that you are correct and 111 still say to you, "If yoo want to achieve higher standards, you most work for them." There arc many avenues open to you to make improve ments here. Let ns go back to the defendant. He is usually standing alone in strange sur roundings, apprehensive and self-consci ous. and confronted with the representa tives of the public, a uniformed police officer and a prosecuting attorney ready to present the evidence against him. To the court and court attaches* it may be only one of a hundred cases of that day; to the individual at the bar of justice, it is an all important case, which may have a bearing on tus fate throughout his life: Let your court function in such a manner that no one can ever accuse you of high handed injustice, lack of courtesy, snd irresponsibility. So far I've been talking about the judge's attitude, demeanor, and judicial presence. There is, however, another re quirement that is essential. That is to require everyone in the courtroom to re main quiet; no unnecessary noise, no un necessary interruptions, no hangers-on or bondsmen cluttering op the scene and no recesses to speak to friends or others desir ing to see you on business. This, too, is dependent upon your attitude. You do your job properly and the others will soon fall into tine. It doesn't take very long to instill these qualities if you set the ex ample. When you go back to your court room, take a mental yardstick with you to measure the standards you have set up in* your court. If you find deficiencies, then do something about them. Courtroom Housekeeping Every artisan, every worker, every practitioner of medicine, and every law yer, must have adequate tools and a suit able place where he can apply himself to hi* business, trade, or profession. He selects the best tools available and the best office, bench, desk, or other place to carry on his trade, business, or pro fession. The judge is oot so fortunate be cause he inherits the courtroom and the chambers from his predecessor. This brings me to Recommendation No. 6 which rends: "Physical courtroom condi tions should be improved as to facilities. 26 32nd National Safety Congress, 1943 arrangements, cleanliness and appear* ance." What problems arise when considering this proposition? Must we think of high ceilings, marble slabs, paneled walls, fancy woodwork, massive lighting fixtures, stained windows, beautiful pictures, leather chsirs. and other items of interior decoration? Is there any set architectural rule for courtrooms? I do not know. I am certain we must leave the answers to the interior decorator and the architect but we must instill them with our ob jectives. There is one thing all of us know and that is that all court rooms should be designed for impressiveness and be so impressive that all persons crossing their portals wilt automatically doff their hats, as in entering a church. The courtroom mast be a temple of jus tice, not only in name but also in appear ance. The judge can't do much about the structural picture but he can call at tention to the lawyers, the citizens, and the city fathers about the conditions and request action. The situation in Chicago's traffic courtroom was bad. Judge Gotknecht and Judge Gorman called It to the attention of Chief Justice Shcffier. He then undertook to secure improve ments. Slowly but surely, improvements were made and Chicago will have one of the finest traffic courtrooms in the coun try. The judge can do other important things. First, he can request that the entire courtroom be dean from top - to bottom and that it remain clean all day long. If this means no smoking, then it must be "No Smoking.** If it means no chewing of tobacco, then there must be "No Chewing.* He can insist that the superintendent of maintenance have all approaches to the courtroom clean before court opens every day. He can insist that the clerk and bailiff also adhere to this rule. Second, the judge can rearrange or ask for a rearrangement of the facilities in the courtroom. This may mean pro viding counsel tables, witness stands, jury boxes, and a traffic board or table to ex pedite the explanation of accidents by witnesses and parties. If the place pro vided for the court clerk is wrong, change ft All of the changes required to meet this recommendation usually can be accom plished by a persistent and insistent judge. Some of the judges hold coart in rooms and under conditions they would never tolerate in operating their own law of fice. If you have a cash register n your courtroom, you can sorely sttchce it, even if It isn't removed from the courtroom. lanathm of Courtroom Many of yon win recall Arthur T. Van derbilt's foreword to Warren's book and the reference to courtrooms that mdt Why tolerate these conditions in the courtroom? The statement la made by George Warren that the motor^g public is paying in fines and tones for an ade quate court system which it is not getting. The location of the courtroom is a very serious problem. It should be loosed in the same building with the ocher comes and not be considered a stcp-dnM of the judicial system. In Philadelphia, every one of the courts but the traffic court Is housed In modern buildings. Yet the traffic court Is in tbc oldest police buildtog n town; at least it seems to he the old est This example can be repeated many times over in this country. Many courts trying traffic cases are known as police courts and boosed in the police department building. As far as the trial of traffic cases is concerned, this is usually not advantageous cither to the police or to the defendants; even though it may be as to other criminal business, as in drunk and disorderly cases Many tames the traffic court is separated from the place where the cafeteria court or violations bureau is operating. This is a mistake. They should be in the same building. As a matter of fact, wouldn't the Ideal be a "traffic safety building"? Now you have a right to ask, "Can this be a solution to all our troubles?" Does a new, dean, properly arranged, and im pressively designed courtroom automati cally confer superior wisdom, impartial ity, and fairness upon a member of the judiciary?'* Of course, the answer is, "Not" You can even go farther and say the most impressively arranged courtroom cannot take away the stigma of rank in justice. However, other things being equal, you at least have set the stage Street and Highway Traffic Section 27 tor the enactment of a scene in which justice is administered fairly and imparti ally with understanding and ability. Need Specialised Training We have written the script which is to be acted out in the courtroom .and we have provided all the props necessary for this dramatic presentation. Now we must find the actor who will assume the lead ing role in this every-day drama dealing with the rights, liberties and privileges of a citizen. We could fill the judge's part by calling upon any lawyer to as sume this role. However, we are not satisfied with just any lawyer and we most call upon lawyers with special train ing. Therefore, wt must be vigilant to obtain a person who will qoalify with the conditions set up in Recommendation No. 14, which reads as follows: "Traffic judges should recognize the fact that a knowledge of traffic laws, traffic policing and engineering is necessary in addition to a legal background and should aim to an understanding of these factors." The first requirement of knowledge of traffic laws is a simple one. Any lawyer can* read the traffic laws but what about traffic policing and engineering and what about safety education? This is the re quirement which separates the wheat from the chaff. Today it is very simple for any judge to find out what is being done by the police. The same is true about engineer ing and the same' is true about safety education. All that any judge has to do is to step across the hall and into the police department. Buttonhole the chief of po lice and tell him you want to learn all about what has police are doing in regard to handling traffic and the activities un dertaken in behalf of accident prevention. A Few. Days Study A few days is all that is needed to get a fair realization of the different methods and procedures used by the police in this field. Yoor interest in their Work will be flattering to them. They will how you, with great pride, the entire set-up and ask for your suggestions for improvement. Naturally, you will not be ready to make suggestions for improvement in the po lice department because you don't kno*v enough about them. This simple experi ence should lead you into greater re search. There arc plenty of books that Northwestern University Traffic Institute and the International Association of Chiefs of Police have prepared to assist yon. The National Safety Council baa many publications which will be tuefol to yon. Then there is the persoo with the title, "traffic engineer." Your next visit should be to his office. Sit down with him and ask him to explain the fundamental prin ciples governing him in his work. The traffic engineer will be ready and willing to give you a clear insight into this prob lem. Do your utmost to understand these principles. Next, find out what is being done by the safety council in your community. If there is no safety conocil, there must be a safety committee of some organiza tion giving its attention to this problem. It may be the Parent-Teacber Associa tion. It may be the Chamber ol Com merce. But, whoever they are, be sure and contact them and find oat what they are doing in their field. Yon will be en lightened at the progress that is being made in these fields. After you have done all of this, then go back and read the ordinances of the City Council and state statutes pertaining to traffic laws. You cannot help but be impressed with the fact that the printed word has now taken on life and snbstabcc and become a living thing. You will not have this experience if the traffic laws are not based, wholly or substantially, upon the Uniform Motor Vehicle Code and upon the Model Traffic Ordinance. Here, again, you have another opportun ity to promote improvements in the ad ministration of justice. You will recall that Recommendations No. 1 and No. 2 deal with the subject of traffic laws. If yon fulfill the requirements of Recom mendation No. 14, you cannot help bot do your bit to support the recommenda tions designed to improve the traffic laws. Your help in this respect can do much toward improving respect for the laws themselves, by assisting in the removal 28 32nd National Safety Congress, 1943 of those law* which are unenforceable, unnecessary, and contain inherent defects. Must Ranch Other Judin It it unfortunate that the judges in the audience are just the ones who do not need to listen to this kind of a discussion. Many of those wbo are absent also hare some appreciation for the additional train* ing required to adequately try traffic violation cases. However, there is a far greater number wbo have very little conception of their duty to society and to the promotion of the public's welfare. These are the judges we must reach. These are the men who mast be instructed in traffic engineering and traffic policing and safety education. Unfortunately there are too many part* time judges in this country. They cannot serve two masters and efforts should be made to consolidate the jobs so as to obtain more full-time judges. A full-time judge will do something to understand his job but a part-time judge hardly ever takes the time. It is one of the functions of your committee, just as it is the func tion of the Tra^Bc Court Committee of the Junior Bar Conference, to spread, by one means or another, the necessity for this type of additional training. When the Traffic Court Committee of the Junior Bar Conference held its first meeting in Chicago last February, it was arranged that they would meet the leaders of the National Safety Council hi Chicago.' visit Northwestern University's Traffic Institute, and attend a session with judges of traffic courts, prosecutors assigned to traffic courts, military police representa tives, naval shore patrol representatives, traffic engineers, safety engineers, and others. These men pointed out the prob lems in their particular fields. Thereafter the Committee arrived ae the conclusion that schools or institutes should be con ducted for judges assigned to traffic courts. Not much has been dooe directly about this suggestion- However, the pat tern for future activity designed to pro mote this conclusion has gradually emerged from the many conversations and discussions that Harvey Booth and I have had in the past year. One of the objectives achieved through the promotion of regional conferences has been the increased knowledge on the part of the judges attending these conferences regarding additional training and skill re quired in the trial of cases involving traffic violations. We must continue this activity and plans are already being made for further regional meetings. I want to stress again that the Junior Bar Conference believes, that the im provement in the administration of traffic courts is one of the most important prob lems requiring its attention. At its an- oual meeting here in August, the Junior Bar 'Conference recommended that the Section on Judicial Administration, an other component of the American Bar Association, evidence its further interest in this program by the appointment of two new committees. These committees are a Committee on Traffic Courts and a Committee on Justices of the Peace. U. S. Circuit Court of Appeals Judge Orie I. Phillips, of this section, has selected two state supreme court judges to take the leadership of these committee*. The balance of the personnel will be made up of justices of the peace and traffic court judges. The main idea; behind this recommenda tion was the feeling that it was about time that the appellate court judges and judges of courts of general jurisdiction, recog nize the jodges of the civil and criminal courts of first instance, ft takes all of them to form the jddkial system. It is anticipated that, from now on. a greater appreciation of the problems confront ing each will be used to the mutual ad vantage of both groups. The day is rapidly approaching when every judge of a traffic court wiK be a lawyer or a legally-trained individual. In dosing, let me assure you of one thing: that the campaign of the last year to improve the administration of justice fat traffic mtnli wiD continue unabated and with imewed vigor this coming year. In paraphrasing the words of Chief of Staff General George C- Marshall. we say: "There must he no lessening of the momentum k has taken us twelve months to develop.1" Street and Highway Traffic Section 29 Presiding; Junes leader. Panel Discnsninn B. Fox, of the Oakland, California, Police Court was panel Members of the femel mere: Junes J. J. Qvaus, Portland, Oregon; Junes A. L. Smc stock. Des Plgines, Illinois; Junes Jossvu M. Wtatt, Baltimore, Maryland, and Junes Haaav H. Poena, Evanston, Illinois. Judge Fox stated that the panel would deal with a few of the practical aspects of the recommendations, and that each question should be discussed thoroughly from the floor. The first subject proposed by Judge Fox, mimed at making the court more impressive, was the use of an opening ceremony in municipal and police courts. Judge Quilliu reported that in Portland the following ceremony is used to open traffic court: As the judgo enters, the bailiff raps the gavel, declares the court to be la session, announces the name of the judge, and all persons in the courtroom stand. This ceremony is of much value in lending dignity to the court. From the floor, the following specific practices were reported: a Spectators in the courtroom rise and salute the flag at the opening of the uiwrt b. Bailiff raps gavel, all stand, declares the court in session and gives the name of the judge presidiog. c. In a coart which has no bailiff, it was suggested that the clerk serve in his place m the opening ceremony. Upon showing of hands, the majority of the judges indicated that they use an opening ceremony similar to that used in Portland. Judge Fox's next question concerned the wearing of a judicial robe. Judge Seugstock said he does not wear one, bat believes It would help in im pressing the defendant and others pres ent in the courtroom with the seriousness of the occasion. He would hesitate to wear a judicial robe unless a precedent were act by the so-called "higher courts'* which he could follow. The following suggestions were offered from the floor: a. The common use of judicial robes will come in time because it helps to dignify the judge and bring greater respect lor those present in the court However, it will be necessary for "higher courts" to adopt the pro cedure first b. Wearing of a robe might make the defendant feel less at bone in court and detract from the educational value of hb appearance iu court. c. In one municipal court represented, the judge wears a judicial robe in jury cases only. Some large cities require all municipal judges to wear robes. The next question to the panel was: "How can the staff be trained and directed to add to the dignity of the court?" Judge Wyatt declared it should be the right of the judge to select bis own staff in order to have personal control over them. The judges of the Baltimore Traf fic Court have this privilege, and the clerks are specially trained. From the audience, five of the judges reported their court clerks were under civil service. In most of the courts the control of clerical staff is not too good, since they usually receive their job through someone else. "How to decorum in tbc court room" was Judge Foot's fourth question to the panel and group. Judge QoiUia declared k u most im portant for the judge to pay full atten tion to the case being tried, and he must not permit anything to be done which might distract his attention. He stated that quiet in the courtroom was a first essential to a good trial. In tbc discussion from the floor, the following points were advanced: a. It may be necessary at times for the judge to -be sharp to reprimanding persons who are not quiet in the courtroom. 30 32nd National Safely Congress, 1943 b. The presence of * telephone iu the courtroom hinders courtroom de corum. c. In sonic courts there is a continuous script oi documents passed across the desk of the judge. Even if the 'judge can sign these and concentrate on the cases being tried at the same time, it creates the impression that he is not paying attention to the case at hand. In courts where the judgemust personally sign many docu ments, he might be able to set cer tain tunes for doing this, and if necesftry, adjourn court for a short time. One judge reported signing warrants in advance in order not to have to do it one by one. After discussion. Judge Fox called for a show of hands on several questions, which brought forth the following in formation: a. Only one judge has a telephone. an court. It is on the ctark's desk in a court with a large volume of busi ness. b. None of the judges permit the wear ing of hats by men in the courtroom. c. One judge permits smoking fa the courtroom. d. One judge permits irregular approach to the bench. e. No judge leaves the courtroom while a trial is in progress. |. Ko judges broadcast their court ses sions on the radio. Judge Fox requested discussion o( the problem of court appearance of traffic officers, since this is a factor bearing in an important way on properly disposing of traffic cases. The following practices, aside from the majority which have offi cers reporting day by day, were described: a. In one court with an exceptionally large volume of business officers are represented by sergeants regularly assigned to court b. In another court officers are assigned staggered court days and cite persons arrested to appear on those days so that the arresting officer can be present. c. In another city tHe arresting officers submit written reports. Judge Fox stated that the physical fac tors are important in auy court, and re quested a discussion of such matters as arrangement and appurtenances needed to maintain decorum iu the courtroom. Judge Sengstock declared the layout of the court room is important, and all fac tors should be carefully studied from every possible angle. For example, the position of the judge is very important, and no one should be sitting on the same level as the judge. In the discussion from the floor it was pointed out that gradual improvement is being made in courtroom arrangement and that this was making for more dig nified trials. Offsetting this, however, is the large volume of cases some courts must haudte, which makes the modem facilities and arrangements of little value. As an ex ample. several courts try cases with all those concerned standing iu front of the bench. At least five courts represented stated that they have to use summary trials iu order to get through. The an swer. of course, is more judges where the volume Is so heavy that defendants cannot be properly tried. Jodge Fox's last question was: "Should there be a prosecutor present in the traffic court?* In the discussion from the Boor, the following practices were re ported: a. A prosecutor is present in cases in which a plea of uot guilty has been entered. b. Another court has a prosecutor pres ent at all times. c. Several courts hare none in continu ous attendance. d. It was generally agreed that there should he a prosecutor present when ever the court is in session. The term "prosecutor* however, U not too popular, and another title, such as "public defender" or "public at torney" would be preferable to the term "prosecutor." Street and Highway Traffic Section WEDNESDAY MORNING SESSION October 6, 1943 31 Group Session on Public Safety Education Presiding: R. G Sausauav, Director, Safety Promotion, State Department of Motor Vehicles, Madison, Wis. A Preview of Post-War Traffic Problems By R.C SALISBURY Director, Safety Division, Motor Vehicle Department, State of Wisconsin Transportation officials must plan now on bow to handle the traffic problems of the post-war era. It is certain that these problems will not take care of themselves. Thus It remains for us to consider now the future ase of every possible aid In the prevention of street and highway accidents. Some traffic experts .have viewed with apprehension our soldiers* homecoming. Imagine a truck driven by a former jeep^ operator meeting a car driven by a former tank-man. Picture a combat flier loom ing around a highway curve In his private automobile. See a dispatch-rider who raised plenty of dust on Guadalcanal step ping his motorcycle up to speeds ap proaching the 100 mile an hour mark "just for the fun of it* The majority, ft 1a reasonable to assume, will be uudous to get back to normal lives as useful citizens, willing to take their part in making the world a better an! safer place in which to five. Taught to kill the enemy, will soldiers return and become criminals because of tbeir war-time experiences? Men trained in psychology and medical research say "No." Then should c give much cre dence to the belief that because a man has been la battle be must be a vicious behind Che wheel of his post-war automobile? The Civilian Picture On the home front in this war, civilians have felt the pinch in transportation at many points. They have been restricted in the number of miles of travel allowed. They have been limited In the number and quality of tires. They have been urged to share rides with others to make their curs last longer. With new cars not available, used cars have been at a prannun. Jalopies which once would have been considered ready for the junkpile are still being licensed. Spare parts for alt types of vehicles are getting scarcer with each passing month. When the war Is ended, civilians wilt want to return to pre-war travel freedom as quickly as possible. As long as the war is on, they will accept certain restrictions as being necessary for the prosecution of the war, but when peace comes, there will be a demand for the lifting of these limitations. With new cars on the market and citizens flush with money earned la a period of war prosperitv, highways will attract heavy tourist traffic. For how long after the war will the presidential order fer a 35-mile speed limit he maintained? In lifting this ban, should lower, speed limits than those of pre-war times he advocated? Should there be a nation-wide effort to get more uni formity in speed regulations, as well as in other traffic regulations? Will a return to normalcy mean that we must continue seeing 40,000 persons killed annually an accidents on our streets and highways? Will we seek to hold on to tlue gains made during war-time? When hostilities .are at an cod, what will be our battle cry to replace the plea, "Save manpower for warpower"? How cum we best attain freedom from fear of continued peril on our rondways? The Rost-War Car Frequently one bears a person say. "I wonder what the cars wfS look like after 32 Send National Safety Congress, 1943 the war.'* Automotive leaders seem cer trian laws might make those on foot ap tain that the first poyt-mr automobiles preciate more sincerely their own respon wfll be the 1942 models This would be sibilities for safe conduct in crossing the quickest possible means of supplying streets and using tbe highways. the post-war demand for cars, for h would require the least amount of time in reconversion of facilities from, war work. Keen competition among maaq> facturers, however, in all likelihood wH) force rapid appearance of newer car# with sleek designs and lower operating costs within a year or two after the war. Since the hardest hit groups of pedes trians are those in the child and the elderly age classifications, education fat safe pedestrian practices moat be directed more largely to these two specific groups. Children of school age can be reached most effectively through tbe schools, with the cooperation of parents, teachers, Some designers believe plastics will pre potiee officials and school safety patrols. dominate in future cars and that they will The pre-school child must be under tbe be air-conditioacd and sound-proof, with wing of the parent. The elderly pedestrian panoramic, foil-vision windshield, a peri can best be reached through newspaper scope-type rear-view mirror and a safety, articles, radio appeals and special leaf shock-absorbing crash raQ all around. A lets. rubber executive recently predicted that Larger cities might well give thought clectroakalty-cootrofled hampers which to establishing mid-block bus stops in prevent cars from getting into collisions downtown sreas where there is heaviest are within the range of possibility. Wind passenger demand- la tbe summer of shield wipers may not be needed on post 1943 the city of Milwaukee demonstrated war cars became of new types of glass now bting aaasfailumL Some think the with success the use of this plan for the abenefit of 40.000 bus riders, with the result bantam-type car will become more popular that exposure of these persons to moving than it was before the war. According traffic was eliminated and end-to-end runs to one survey, we can expect that by the of buses were speeded up noticeably. This middle of 1944 there will be s demand for about 12,000,000 automobiles and trucks. plan, of course, calls for no parking of motor vehicles on such streets in the mid-block areas, but tbe safer, smoother Undoubtedly army engineers who have movement of all traffic is assured. Bus- made extensive use of motor vehicles in riders can board and alight from buses waging the present war may have some without touching the street: end-block influence on future designs of vehicles. safety zones thus are freed for the ex Perhaps these influences will include clusive use of street-car riders- smaller engines,* sturdier bodies, better glass and safer tires. Pedestrian control may be expected to become a more important part of post Have manufacturers made the modern war discussions relating to traffic prob car too comfortable? Comfort is appre lems. ciated and desirable to a degree, but is it pot possible that too much plush uphol stery, fancy ana rests and amazing ease of operation detract the driver's atten Driver Education and Control The smallest high school can promote this phase of Driver Education by ask tion from foil-time alertness at the wheel? Pedestrian education and Control ing the cooperation of a home sunerrisor (parent, other relative or neighbor) to undertake responsibility of actual driving The man on foot still remains the instruction, with lessons provided each problem chQd in traffic control. In our week over a period of weeks by the efforts to reach motorists with the mes school authorities. (This Is wrt of the sage of accident prevention, we must not Wisconsin plan. A copy of Tour Gold* neglect further education of pedestrians. to Driver Education, 1943 Edition, will While *e are about it, we might go on be mailed to you upon request to Safety record favoring a bit of enforcement for Division, Motor Vehicle Department, the pedestrian. Tbe enforcement of pedes Madison, Wisconsin). Tbe "homc-snper- Street and Highway Traffic Section 33 vision" plan of instruction also serves to re-impress on the adults tbe fundamentals of safe vehicle operation. Driver education in high schools has gained momentum because of the interest in pre-induction training of youths about to be eligible for call to military service. Army pre-induction courses in this work now represent approximately 15 per cent additional classroom work because of added study m use of power winches, military map reading, motor marches, etc. Elimination of wartime, extra-curricular activities such as the Victory Corps, in creased physical fitness program includ ing training in commando tactics, etc, will leave more time for the adoption of a better driver education program hi the post-war period. Heavy school program schedules, com bined with difficulty in obtaining supple mental gas rations, make actual driving instruction almost impossible at* the pres ent tone. Any post-war Driver Education activities, however, must Include behindthc-whecl training in order to derive the greatest benefits. Such training should be offered in all high schools, regardless of size. In oar efforts to get sway from auto mechanics in order to stress development of proper attitudes m young drivers, we most not forget that the best driver is Use om who knows something about what goes on under tbe hood of his car. In the post-war period, driver examina tion procedures must be made more rigid. Tbe time to impress a person with the im portance of his driving responsibilities Is at tbe time be applies for bis license. Ex aminers must be thorough la testing knowledge of traffic laws, vision and actual driving ability. Instead of "driving around the block" with the beginner, is it not worth tbe effort to set op driver-testing areas-- proving grounds, you might call them-- where all types of maneuvers required in actual driving cam be tested to show whether or not an applicant has the neces sary skills to operate a motor vehicle safely. Increased attention should be given, also, to tbe attitudes displayed by tiie applicant in meeting various traffic situations. Should drivers, upon reaching the age of--say 65--be asked to submit to re examination before being permitted to continue operating motor vehicles on public highways? Or should examination be required by law at the time of license renewal for every driver? Solving Post-War Traffic Problems In looking ahead to post-war traffic problems] we cannot seek any magic solution that will erase all trouble spots, nor should we expect any radical depar tures from the problems that confronted us before tbe war. But if accidents continue to plague us ia ever-increasing intensity as we return to civilian pursuits, people will want more sad more "safety devices** on their cars-- headlights that will automatically dim when meeting approaching cars at night, safety glass in windshields that will prove resilient when struck by the occupant of a car, body structures of such durability that no roll-over will any part to cave to, and other engineering aids that will help motorists to survive on tbe high way. And the pedestrian will demand more sidewalks along rural highways, foot bridges and underpasses, more police of ficers at busy corners sod more signal tights stopping all motor traffic at in tervals. We are anxious to see improvements made is anything that will help reduce accidents and make our roadways safer. We hope, however, that gams made in accident prevention during the war will not be eclipsed by a terrible devasta tion of life and property on our highways after the waf. At tile same time we mnst keep in mind that increased numbers of vehicles and drivers wOl increase traffic dangers. Our present accident prevention pro grams must be continued and expandedWe must press our legislators for those laws we know can produce best results. We must demand adequate enforcement of all traffic laws. Speed restrictions, and zoning particularly call for special, study. And for the majority of our people--good, loyal citizens the year-around---we must have sane, sensible programs of public safety education. 34 32nd National Safety Congress, 1943 WEDNESDAY AFTERNOON SESSION October 6, 1943 Otneral Sctwion Presiding: Cau- J. Ruiuim, Chairmui, Citizens Traffic Commission, Dallas, Tea. Planning lor Poet-War Traffic Safety jOtfictWj' Traffic By BURTON W. MARSH ~wri Bnfaty Bcpntsitot)' Awnrim ftvtontobBi Association, WnUnitao, D. C Every state and each local community should start immediately--I mean pre cisely that, immediately--to make plana for meeting the serious post-war traffic safety problems. Putting off this essential job can mean that communities will not be ready when these problems are in their laps. Failure would mean a skyrocketing of traffic accidents which could produce easily an all-time high total Doing this post-war planning job will mean new loads of work on the part of the folks sitting in this room as well as oi under staffed officials, and civic leaders. This job must be accepted now. We know it is one of our homefront jobs, aod certainly when we think of our friends on the battiefroct we can't afford to fail It must be recognised that the present reductions in traffic accidents arc not an indication that fhl* problem is getting under control You know very well that b/ and large the reductions reflect two things--the re duced numbers of vehicles, and the re duced mileages of those vehicles. In other words, reduced exposure. That is a job you lave to do--to sell that to the peo ple. To appraise this whole question we must look into the future. One of the questions is about the growth of traffic in the post-war period. With restrictions removed, traffic will increase quickly. There' Is another situation which we will have to face. It is the argument which you all have heard, that aviation Is going to put a terrific crimp in highway transportation. That statement simply will not stand up ouder analysts. The main field of the motor vehicle (and note I say "main") is what? It is for short trips, fifteen miles being the average before the war, and it is reason able. to expect that it will be approxi mately in that range after the war. Remember, too, that highway trans portation before the war accounted for at least four-fifths of all passenger miles rolled up in this country. The major importance of passenger car iiansportation also has been clearly demonstrated in this war. Let's look at air travel It is certainly going to grow, especially for long trips, not only commercial transport air travel but private transport as well The heli copter is going to have Its place m the sun, and so, too, I think, h is reason able to anticipate the tight plane. We may even see such a thing as a combination air and highway vehicle. You can even imagine there wQl be an amphibian vehicle that you can roll across when the bridge is out, then drive on a highway, and in any congestion yon can take It up in the air. However, as to the economics of all that I think we have our fingers crossed. There are certain factors in air travel which indicate very clearly, it seemed to sue, that It cannot be expected to take the place, to any Urge extent, of high way transportation. First, takeoff and lauding space. You have got to have a lot of takeoff and landing space, even with helicopters, if lots of people 'are going to use them. Street and Highway Traffic Section 35 That is a very important factor when you think of the concentration of move ments and mileages in and near cities. Consider, too, that npttcr of the space which must be maintained between air craft, both horizontally and vertically, if they arc to be used in Urge numbers. Make the contacts in your mind, if yon will, between Urge numbers of people using aircraft, and large numbers of peo ple moving in close, compact highway traffic streams, three and four abreast, and' with short spaesttga. and yon will see that there is an important Implication there. * Then, too, remember that aircraft mo tors must be wanned up. You and I will get Into our car and we will go ahead immediately. If the engine stalls, so what? we haven't lost much. But if you are up in the air a few hundred feet and the plane engine should stall it woold be a vastly different story. So if you consider the time needed to warm op aircraft engines, and the time required to get yourself to the aircraft and into it, and if you add those together, I you will readily agree that often you could have been well on the way to your destination by highway trans portation in that time alone, whereas you haven't even started by air. At the other end. of course, there would be similar time taken, because you never could land aircraft exactly where you wanted to go. These are some of the reasons, then, why air transport cannot be expected in the near future to reduce highway trans portation. "Why did you take tune to mention this?" you ask. That is one of the points you are going to have to deal with in post-war traffic and traffic safety. Improved public transportation, if it makes the right kiod of bid. can have an increased value in cities. It can cause people to continue to use it who have had to use It because of wartime restric tions. However, even granting increased utilization, and greater importance of this form, public transportation Is not likely to decrease the use of cars because of that good old fellow, John Q. Public There will be too many people who simply prefer to go on their way in their own private cars. Now let us look at bow much we can anticipate this traffic is going to grow: It appears that highway transportation is destined to grow considerably. Prob ably tbc pre-war estimate of the United States Public Road Administration, that by 1960 there will be a doubling of ve hicle miles of highway transportation, is ot greatly out of line. As new highway facilities are produced in this country they will attract new use. That already has been proved by the Pennsylvania Turnpike and other such roads. We will Have greatly increased traffic, and it won't be long after the war be fore we have it. If we agree on that, then let us look at some of the dangers and problems which are going to be confront ing us. Among these dangers--there arc these points. 1 will give them rather briefly: First, post-war psychology with victory and release from restrictions. What is go ing to happen? Ail of us are going to want to celebrate. We are going to get up and go places. We want to be released from the restrictions and show that sense of release by doing things; and some will go so far as to want to make whoopee, and they will have money in.their pockets, and they will want to make whoopee with alcoholic beverages when they are driving their cars. They will want to throw off all control including self-con trol. That is a very definite danger. Second, old and poorly maintained cars. Do you realize that at the end of this year, half of all our passenger cars will be seven years old or older, and that a quarter of them will be ten years old or older? Ao old car can be a safe car. but under present conditions of poo* maintenance, mapy of those cars will no* be in good condition. Speaking of tires, one likelihood is that a lot of people will want to go places on weak and cut-up tires. Or, if you look at it the other way, maybe there will be lots of (hem having ocw synthetic tires. That will mean that perhaps they will have some of the newest synthetics which 36 32nd National Safety Congress, 1943 arc not yet developed to the point where they are satisfactory for high speed. There is some indication that is true. With these cars driven by drivers some of whom have gotten oat of practice, 1 thinJc you will agree that there is a serious factor there. Vehicle Inspection campaigns have been reduced in some places, which further accentuates this bad car condition. Third, and again one of the most im portant of all; this speed limit question is going to be a highly important issue. You can't dock it If speeds are built up to high levels with old cars in bad condi tion, and with tire* that won't take it, and with drivers unaccustomed to heavy traffic and fast speeds, it isn't hard to visualise the results. Fourth, road defects. Many roads are likely not to be in proper condition be cause of inadequate maintenance. I think you know the reasons behind that Fifth, relaxed controls. Controls have been relaxed and there are very real dangers that they will not be reinstituted promptly and effectively enough. State police forces? How much have they gone down? Forty to sixty per cent already. Traffic engineering staffs arc cut out entirely, or are reduced to a skeleton force. All those things mean that atop signs and traffic signals are not going to receive the attention they should. Lota of atop signs and traffic signals have taken oat. and properly an. because of war conditions. Now the question after the war of getting .those back to the places, either where they were, or to the new places where they should be, is whether it will be done based upon the fact or based upon needs. Those are problems which relate to relaxed controls. Another example of that: Driver ex aminations and re-examinations have been curtailed seriously in many places because of reduced staff*. Traffic jodget have shown all too great a tendency, in many places, to go easy on service men and on war workers. Relaxed control is very serious problem. Sixth, drivers. There will be increased numbers of physically and, let us say, emotionally handicapped drivers after this war. If you consider the situsHob you will rccogfUae it immediately. Other drivers will be out of practice in heavy, fast traffic, and some new drivers who have developed in this In-between period will have never faced that at all Their driving practices have not been tested, and this has been noticed by many judge#. Seventh, pedestrian faults. Children in all too many places again are playing in the streets. Many adults pedestrians are taking even more chances, and one reason they do so is because there U not so much traffic. Eighth, the darkness danger: Most traffic fatalities occur during hours of darkness. Before the war, progress was made against improper headlight mainte nance and osc, and on improved street lighting. There is a danger that with all the wartime reductions on lighting, with dbnouts and brownouts, that there will not be a quick enough relighting nor lighting improvement Ninth, arrested programs: Many traf fic safety activities have been stopped or seriously curtailed, restarting of activities can be much harder than was expected. There is a considerable 'danger of costly delays in reinscituting such activi ties as driver training and traffic research and traffic studies. It has pretty much gone to pot Arrested programs are an other real danger. Tenth, financing: With heavy federal taxes there will be strong pressures brought to hold down state and local taxation. Remember, also plenty of post war plans are going to be developed, and plenty of post-war ideas are going to be set forth which will need money. Where is the traffic safety poet-war planning situation going to be? It is go ing to be down in the cellar, unless you and I and the rest of ns get ready some attractive and practical plans which wOl prodooc the kind of support that will warrant financing. Next, public understanding: Basically, what can be accomplished for post-war traffic safety will be largely determined by public understanding of the need of. and by public support for, sound pro grams and budgets required therefor. There are two dangers: Street and Highway Traffic Section 37 First, that the public will have been lulled into apathy by this reduced traffic accident record. Second, that so many other worthy post-war projections will attract the sup port of the public that the traffic safety program wOl go by the wayside unless, it, too, has an appealing, practical pro gram. Here is another reason for starting this post-war planning job now: Deficient traffic facilities. As traffic increases, it wilt become more and more evident that particularly in urban aad metropolitan areas many of our highway transportation facilities are not only inadequate, but they are outmoded. The same will be in creasingly true of certain main arteries. The need will have to be to have super ior types of high-efficiency traffic-ways, in the cities express-ways and free ways which will be needed not only for crosstown, by-pass and loop movements, but for radial movements out of the heart of the dtiea. Fonda for preparing plans and speci fications for these facilities are available right now--today. Mooey is available for that phm through federal aid oo a match ing basis. The danger b that not enough of fhi planning will be ready SO that this work can start; aad of com sc it has an important unemployment angle, too, right after the war. That is the danger. You realize, of course, the implication that such facilities, if properly designed, eax fa**r uj gnat txa&c safety nine. For instance, pedestrian* are eliminated or put at separate grade in the matter of free ways. What needs to be done? Obviously, each of these prcHwni mast be tackled vigorously, and to assure even reasonably satisfactory results, post-war planning must be started now. If the job is put off there may not be time later. In-as-much as a panel of distinguished specialists is to follow with a discussion of these matters, it ill behooves me to detail more oo just what is to be done about H. I have one general comment, and that is that for post-war safety the human element must continue to receive major emphasis mad physical improve ments are accessary. Now. for five saggestions.which I hope may be of some practical value to you. 1--Get started now. 2--Organize a state or local post-wax traffic planning committee at once. 3--Develop ha written and diagram matic forms your approved post-war policies, programs, methods, financing plans, order of importance, and schedules, also assignments of responsibilities. 4--Coordinate post-war traffic and traf fic mfety planning with other post-war planning. See to it, too, that traffic safety values, adequate features for pedestrian protection, are given proper emphasis. 5--Sell your post-war traffic and traf fic safety poHrirs. plans, programs and budget needs to appropriate government department heads, the executives, key legislators. For example, spread regula tion proposal*, plans for scientific teas for intoxication, and training programs. The T*T*--g for os to to ia to dUc (iltnt which wurut that public anpport, and thy* drive through hard to achieve that by convincing the public. 38 32nd National Safety Congress, 1943 A Plait Diaconioo Planning for Post-War Traffic Safety CHAIRMAN RUTLAND: i would like now to introduce these gentlemen: Mr. Donald Blanchard, technical assistant to the general manager of the Society of Automotive Engineers in New York. He will discuss the Post-War Motor Car/' Mr. Walter Fox is manager of the Safety.Division .of. the Syracuse-Chamber of Commerce. Mr. Maxwell Halsey is executive sec retary of the Michigan State Safety Com mission. Mr. C. Donald Kennedy, now Vice President for Highways of the Automo tive Safety Foundation, Washington, D. C Lieutenant Robert E. Raleigh, asso ciate director of the Safety Division of the International Association of Chiefs of Police. To start this off. I am going to call on Mr. Kennedy, to discuss highway engineering. 'As some of you may know, he is Vice Chairman of a special com mittee which was appointed by President Roosevelt to develop national inter regional highway systems for post-war construction. MR. KENNEDY: About the work of the Inter-regional Highway Committee, I would like to say that that Committee, after nearly two years of work, has per fected the selection of a system of inter regional highway routes consisting of about 40,000 miles or rural highways, plus their urban extensions, which will give this country a national system of highways of a superior type. In part it is a complete answer to the age-old question about 'whether this country needs superhighways, trans continental highways, or not. This Committee discovered that the principal highway and traffic problems lie in our cities. It bad been well under stood by traffic engineers and* by high way planners for a long time, but it is interesting. to point out that half of all highway travel h;-Anerici before the war was on city streets,' and that three out of every five cars, buses and trucks on rural roads are either coming from or going to the city. This is going to change our concept about highway construction. It is going to change the idea of building complete by-passes around cities, and in their place to. penetrate the . city with .adequate modern highways. Another serious problem which should be solved Is off-street parking, and in general the relief of congestion and ac cidents that do occur on oar dty streets. CHAIRMAN RUTLAND: Under wartime traffic restrictions, notably the 35-mile speed limit, do you see any in dication that we should retain low speed limits in the post-war period? MR. KENNEDY: Yon cannot make progress and have accident reduction by concentrating on the speed problem alone. The 15 oik wartime speed limit naturally applied mostly to oar rural highway driving, since cities already had limits before the war. Rural highway deaths for 1942 were down only 5 per cent under the figures of the National Safety Council, indicating that the speed limit has not produced remarkable re sults. In 1942 speed! was a factor in only three out of ten fatal accidents. It seems to me that the post-war an swer, therefore, lies in reasonable regula tions, In continuing our program of driver education, and in enforcing wmd traffic rules, plus the building of highways that will snake it difficult for a driver to com mit a fault. MR. HALSEY: Ur. Kennedy, you have been talking about long-range pro grams, which are costly. How can we finance to create ideal traffic conditions? UR. KENNEDY: The public already is paying the bill through gasoline taxes and special license fees and other excise taxes. The money already is in the pub lic treatury. If we will use the funds that are collected for this purpose, and if we do not divert them but use them intelU- Street and Highway Traffic Section % 39 gently, there will be an adequate amount of money to pay for the improvements. Not all of the'money of the post-war era is to be spent in any manner of means on these newer improvements. The great bulk of funds will continue to be spent on the type of improvements that we knew before the war, particularly the replacement of worn-out sections of our federal aid highway system, the fur ther Improvement of our rural road sys tem, .and. we do need rural marts inthi* country if we are to maintain a balanced economy, and to generate all of fhc traffic that will flow on our principal routes. Also, our dty street system, our major dty thoroughfares, need attention--not only the ones given over to the local express way, but the major city streets and local thoroughfares, and it is to these ends that the great bulk of money will be dedicated. MR. BLANCHARD: Mr. Kennedy, what post-war highlights do you see in traffic engineering? MR, KENNEDY: We will continue to make use of the well-known methods, tools and devices that have brought such satisfactory results in the past decade. The providing of additional one-way streets, restrictions on turning move ments, tbe providing of better signs and signals, the better use of paint aod re flective devices, are just a few of tbe many things that can be done in traffic engineering that will bring great results in the field of safety. CHAIRMAN RUTLAND: In Mr. Halsey's question about traffic engineer ing, what do you see to the states of traffic engineers, engineer divisions of highway departments? How many are * there, for example, in alt the states, and how many do we have? MR. KENNEDY: Tbe mere numer ical answer to that question, Mr. Rut land, would not give a great deal of in formation, since each highway depart ment has bad established for nearly eight years a highway planning survey, and one of the elemeots of the highway plan ning survey has been a traffic survey. There has been developed in tbe fortyeight state highway departments a vast fund of information pertaining to traffic That information, in most instances, is being kept current. All of it is on file, and if we organize in tbe future with ade quate traffic engineering, we do have at our disposal now tbe tools with which to work. I think the number of highway depart ments that have a formally organized traffic engineering division is relatively small, and of course we do need, in each state, to see-that the. highway, depart ment docs organize and maintains an ac tive, progressive traffic engineering de partment. CHAIRMAN RUTLAND: Mr. Hal sey, do you know approximately how many traffic engineering divisions there are in tbe United States now? MR. HALSEY: States or cities? CHAIRMAN RUTLAND: States. MR HALSEY: I would guess then arc about ten or. fifteen that are very fully developed, and about 50 per cent of tbe rest of them are half developed. We still have quite a lot that are largely traffic engineering divisions in name only. There ia i long way to go. We were making very rapid progress the last five years before the war. CHAIRMAN RUTLAND: And you feel that that is an essential part of the post-war planning project? MR HALSEY: I certainly do. be cause wherever they have been adapted they have prospered and have demon strated their value. MR RALEIGH: What about cities where future blueprints are not being drawn today? MR KENNEDY: There arc many such cities, of course. The federal gov ernment already has made $60,000,000 available for planoing of post-war im provements. This money Is available not only to the states but also for the first time to -cities and counties. If the public agencies do not have em ployees of their own, they are enabled to employ private consulting engineers; so there really is no excuse today for not preparing plans--with one possible exception, apd that is the ability of that state, county or city to match planning 40 * 32nd National Safety Congress, 2943 money. That is the requirement in the federal regulation. .MR. HALSEY: Mr. Kennedy, whit will happen to the state or the city that lags behind in drawing in plans? As a practical matter, if you please, a politi cal administrative matter, might they not be at a loss and not get their full share? MR. KENNEDY: Do you mean in the actual building program? MR. HALSEY: Yes. MR- KENNEDY: Well, General Fleming has been saying repeatedly around the country, during the past few months, that in the early years of the depression the reason the federal govern ment turned from a public works program to a work relief program was that plans were not prepared. There were $4,400,000,000. I believe, or thereabout^, appropriated for public works in 1933. That was made available about the middle of the year. By the end of that year it was found that work was not getting under way, and on November I5th the famous C.W-A- conference was called, and that money was diverted from public works construction to work re lief. There followed. In the ensuing years, the program that everyone is familiar with. The penalty will be, I think, not so much to individual states and cities, but the penalty to automotive transporta tion, for its failure in providing the plans now so that these facilities will be built when the time comes. MR. BLANCHARD: Any statement about what is going to happen .in the future necessarily is a matter'd opinion. Perhaps I ought to preface my remarks by saying that the principles I express are my own, and if they have any similar ity to any that may be expressed by any body living or dead in the future, it is purely coincidental. ' The end of the war probably will find us with twenty or more million vehicles oh our highways--the survivors of the more than thirty million vehicles we had at the end of 1941. During the period d industrial reconversion and even after production of new vehicles is resumed, these pre-war cars and trucks will be the dominant element In traffic. If the in dustry sells five or more million vehicles annually for several years after it gets back into production, it will still take years before these new vehicles predomin ate There is every reason to believe that the first post-war vehicles will be essen tially the same as the 1942 models. The industry will follow th2 policy for the reason that it feels that providing jobs quickly for our returning fighters and for the multitudes released by munitions fac tories, is its No. 1 post-war responsibility. It can only fulfill this responsibility by resuming production on 1942 models, perhaps with minor modifications, and with 1942 tooling, since to take time to develop new models and to re-tool for their production, would produce an in tolerable lag In rc-ctnploytncot. By using existing designs and tooling and given the necessary materials, it has been esti mated that the industry can be back in substantial production to from three to six months from the time Washington gives it the go-ahead on the reconver sion of its plants. Consequently the traffic stream imme diately after the war will be made op pre dominately of the same general type of vehicles we were accustomed to before the war. There is therefore no inherent reason why in the immediate post-war period, the vehicle should introduce any new element into the traffic safety prob lem. Of course, for a time during this period, the average age of vehicles in service will be above norma] and var-time shortages of maintenance labor and materials may have^ resulted in a deterioration in the condition of the pre-war vehicles. These two factors may present a situation call ing for some special attention: However, there is nothing in available accident stat istics to indicate that defective equipment has ever been a major cause of accidents. Hence it may well turn out that such deterioration in equipment as may take place during the war, may not result in any major changes In the safety picture. Frankly, I doubt that anyone can be too definite about what kind of cars the industry will produce in the post-recon- Street and Highway Traffic Section 41 version period, despite all the pictures which have been published shewing the car of the future. It seems unlikely there will be any new models put into produc tion immediately after the war, assuming industry is witling to delay re-employ ment by taking the time to re-tool before resuming volume production, which, as emphasised previously, the industry is not willing to do. It is true that war has greatly expanded our capacity to produce light metals such as aluminum and magnesium. It has also expanded not only our capacity to pro duce plastics but also the variety of plas tics. The war has also given the industry a chance to learn much about the fabrica tion of these materials. But the war has provided little opportunity for -the in dustry to test oat the application of these materials in automobile construction. Consequently, until the test and develop ment work essential to the creation of soundly engineered automobiles can be done, the extent to which these materials will be used most be sbrooded m some obscurity. It is also true that the war needs of our air forces have greatly expanded pro duction of high octane fuels. This has led to much talk about 100 ortise motor fuels for post-war cars. According to the best information l can gel. we are not going to have 100 setass motor fad. at least during the period we are con sidering here, My gnesa is that the oc tane rafting of pumi-- prire motor foci will not be above 90 and dm it is more likely to be several numbers lower than this figure. It may be ***** the car of Ac future will be much lighter. IVfhape it wsD have its engine in the rear. Maybe fe will be a gncnbooK on wbstlt It may be a whole lot of things vrnvatinniffy dif ferent from anything hi the past. But whatever the future any reveal it to be, the public cun antiapnse with con fidence that: 1. Engineers wSI conant their in tensive efforts to buid more safely into the car. 2. The car of the future vO be a soundly engineered job. 3. The car of the futme wil) continue to represent the most results per dollar of cost which the industry Is capable of producing. In conclusion, I would like to empha size that no matter what the future of car design may bring, it is very uoltkely to produce any overnight change in the traffic problem. In other words, because there are always so many millions of old vehicles on the road, the new vehicle can only have a slow, and gradual effect on the overall picture. CHAIRMAN RUTLAND: In the event we ever do have a type of car that may have higher speed limits, new plas tics, different visibility, and the like. Lieu tenant Raleigh, what is your slant on what we can do to keep up with them? LIEUT. RALEIGH: This question has been raised recently by some police officials. Commissioner Gentry of Okla homa. in particular, is wondering whether It might be possible to develop for the police a standard police ear. What he has in omul is many iaanvatirun that perhaps would be desirable from the enforcement pout of view, perhaps a higher speed r--ge, and things of that nature. Would yes comment m dst Mr. Blanchard? MR. BIAKCHAKD: If dt cars with manor aodfoaMt adequate for the piles job. it my thoegbt that 3 fhe pdkt would specify whnt Aey wear la in seema of * it mall five the a MR. HALSEY: Mr. Ifrii cfril. m hear all th wbd ah about Aa air transport of Ac faMa *d wffd ah about Ac shape of A* ear swd what it is going to look Ebe. I bear quit a few people talc about wffd speeda am may have. Bow orach emu you ttff so about the speed characteristics of the cars we will be getting in the post-war period? MR- BLANCHARD: My personal opinion is that tup speeds are not going to be materially higher than they arc today. That wiD he true particularly if fuel costs go ap. It is a fact that in Ac upper ipeed ranges power imisumption Is guiog up with the speed, which means 42 32n4 National Safety Congress, 1943 that the gasoline consumption goes up with it MR. FOX: Mr. Blanchard, 1 have a question I should tike to ask yon: How will this post-war car affect traffic safety? MR. BLANCHARD: It is not con ceivable to me that anything that might be done to the design of the car would present a major problem for traffic people to worry about. Any changes that do influence your problems are going to take time. In the probable event that some change in design should drastically alter the problems of the traffic authori ties, the influence of that drastic change in design would not be an overnight thing; it would take time to exert in fluence, and during that time there would be an opportunity for both the traffic authorities and the industry, working to gether, to develop whatever new tech niques were necessary. MR. HALSEY: Mr. Blanchard, how strong do you think the need is for the conservation of our present cars? There has been some rather disturbing news paper publicity which I think is confus ing the American people. How strong do you think that need is? MR. BLANCHARD: I don't think anybody would expect me to take any position other than to say that-the auto mobile is essential to the continued opera tion of this country, either on a war or peace basis. I do not know what the minimum number of cars is that we can get by. with, but certainly the reaction of the public to rationing, and so forth, indicates that the automobile is pretty important to them. I do know that the industry, is con stantly making representations to Wash ington as to the needs of the motoring public for maintenance materials and maintenance labor. However, I think we should all realise that in Washington the top man who has to make the decisions has some facts about this war situation that we may not have, and he has to use bis judgment as to the best overall allocation of men and materials. CHAIRMAN RUTLAND: Several questions have come in, Mr. Blanchard, and I wonder If In your opinion people are expecting that there U going to be any change in the visibility, the structure of the car, to give more visibility to hoot? MR. BLANCHARD: I think there were certain evidences that progress was being made in that direction in some of the pre-war models, f believe the im portance of it from a safety standpoint lo some cases has been orfr^mpKpiij^ CHAIRMAN RUTLAND; We have looked at the future of the motor car, and we have bad a brief picture of high way building. The police have to have something to do with all of this, ob viously. Lieutenant Raleigh, I am won dering if the police of this country are envisioning post-war planning? In other words, .isn't this a parallel movement of all forces and agencies that have responsi bilities? I wonder if oar poBea depart ment* are preparing themselves for this impact. I wonder, too, sincerely, if they do not make their preparations for the proper assumption of respoosffiility. what the public is going to demand of them or someone else in doing the job. What do you think about it? LIEUTENANT RALEIGH: Mr. Chairman, I am inclined to believe that too few police officials in the country have given very much thought to post war traffic planning from the enforcement point of view. That is something which most of them are just beginning to think about. The International Association of Chiefs of Police recognised that and ooc of the things that they are definitely planning to do in the next few months is to hold regional IACP meetings for the purpose of telling these chiefs what they must do in planning for the control of post-war traffic conditions. I do not think there is any qoestion but that after the war--and immediately after the war--the police are going td be faced with one of the most terrific problems they have ever had. I have beep quits interested in asking many chiefs of police, in my travels around the country, this question: "Chief,. the day that peace comes peo ple are going to relax and celebrate and drink too much, and it's going to be quite a job. What are you going to do about Street and Highway Traffic Section 43 it?" And without exception, every chief of police has said to me, "Brother, that day I'm going to be out of town." On top of that, as previous speakers have indicated, there is going to be a relaxation of the restraints we arc operat ing under today, which now are neces sary. Speeds are going up; there will be carefree attitude, a spirit of celebra tion on the part of our drivers, a disre gard for traffic regulations, more vehicles, more tires, and it aQ adds up to one conclusion, that the accident rate is going to skyrocket. That is a police respon sibility, to see that that does not happen. Certainly it is one thing that every police chief today should be planning for. It is Idee wartime traffic control was immediately after Pearl Harbor. The term was used frequently, bttt there were only a few people in this country who really knew what wartime traffic control was. MR. FOX: How will the training fea tures of police work be handled? Are they thinking about more training for the men? LIEUTENANT RALEIGH: Yes, i think most police chiefs and superintend ent*, particularly in the state group, recognize that one of the things they can do today which will help tremen dously after the war is explainbag their police training program. In several states, and I think of West Virginia in particular. Superintendent Clair Hess it planning to set up a state wide police training school That win not be limited to the state police, hut the school will be for the po&ce of the Stale of West Virginia. There trend in that direction. There is no qnertinu but that from a police point of view, to do an effective job' now and after the war they must have trained men. They cusot do it with amateur* or sudhriaa CHAIRMAN RUTLAND: Th prompts another question on my part: Looking at this qucithm over a long period of time. Eteraly we have given birth to 30400.000 autfimnUii m this country, and ahnoat ustraight. I aright say. During all that time, and even be fore, for thousands of jnn poGce work. as I see it, has been largely that of deal ing with crime, where police must be hardbofled in a sense and must deal with a very firm hand in handling criminals. In giving birth to this automobile we have an enforcement problen^, and ob viously it has been dumped into the laps of the police, and the same technique and training that has been given to po lice for the handling-of criminals can not be the same as that today, wbeu they deal with the average type of ac cident in 75 per cent of the cases. So I wonder if the swing from a crime complex to a traffic complex has been met by our police forces. That leads up to the specific question: Is there a fertile field for recruiting into police ranks men who are now io the military mttIccs arui who may be scheduled now by police officials for re turn into their ranks, men who may be better qualified to absorb police training now by reason of their military experi ence than they would otherwise by mere ly picking up some little candidate be cause they meet physical qualifications? LIEUTENANT RALEIGH: The an swer to that is a definite "Yes." The survey made about six months ago indi cated at that time that 25 per cent of the 110,000 policemen in this country had left their department*. Only 9 per cent of that 25 per cent had been taken into service through induction. I do not recall the exact percentage that have gone into the reserve or who were commissioned, but part of them,' of course, have gone into defense industries. Many police de partments have lost some of their best men to the armed forces. Most police chiefs are planning to ob tain their personnel after the war from the armed forces. There arc several rea sons for that. These men have been policemen in the past. Some of the best men have gone into service, they have received this new training in the Army which will be of value to them, and there is one other reason that perhaps some of you do not recognise: Our Army and Navy today are training our soldiers and sailors how to kill with their hands. That, some police chiefs be lieve, is going to present a terrific prob- 44 32nd National Safety Congress, 1943 km to the police after the war. The killer instinct, and the fact that many thousands of these men will know bow to kill with their hands, will be a very Treat threat after the war. So police departments today are planning already to combat that training by trainiog their present personnel in the methods of pre venting such attacks. been to pay much more attention to that than to traffic deaths. It is one ' >f important tilings that the police ihw. .d be planning for now, and that is, how to combat it, because we are also going to have this skyrocketing of traffic deaths alter the war, and there are going to be more people lolled in traffic accidents than through a crime wavs, as has always been CHAIRMAN RUTLAND: I was not true in the past. altogether thinking about those who have left police ranks and who have gooc into the service and who will return. I am thinking about other men who may have been trained in certain police work in the military services, who have never had local or state police work. CHAIRMAN RUTLAND: li you vtere a police chief in the average large American city, and you were interested in post-war planning, as are oar highway engineers aud motor manufacturers, what would be two fundamental steps you would take in your police department In The point is, arc our police generally, connection with a post-war planning pro in this country, waiting for those men gram? to return, or are they shaping up a schedule now of recruiting? I think that is a post-war planning program for our police officials. I wonder if there is any member of the panel who has a question. MR. BLANCHARD: Lieutenant Ra leigh mentioned the possibility of a post war crime wave of some proportion. I LIEUTENANT RALEIGH: Well, If I didn't have a good set-up now, I would put it in right now, because in wartime it is possible, in some departments, to get some things you could not get previously. You have tot to have that to-start with. CHAIRMAN RUTLAND: What do you mean by "set-up," specifically? am wonderiog if, when that happens, or LIEUTENANT RALEIGH: I mean if that happens, public pressure will cause sufficient personnel in the traffic division, the police force to raid their traffic forces the traffic division within the city police in order to combat that sort of thing? department They most have the neces LIEUTENANT RALEIGH: I believe the answer to that is probably "Yes." With the beginning of the war, almost immediately we had discontinuance of manufacture of tires, and we also had ra sary equipment, the support of the local safety council and other community groups. In other words, they most have a standard program, the same sort of thing that has been set up In many titles. tioning. Many police chiefs and public officials in this country assumed the at titude that because of rationing and the redaction in travel, there was no more CHAIRMAN RUTLAND: Is there anyone in the room who does not know about the standard pattern cf polk* officats? Don't be emhnrvaased and dock*! traffic problem. Of course, there was take undue credit. In other words, 1 ufc* nothing any more wrong than that. it that everybody in the room known The result of that trend and that think ing oo the part of some police led to transfer of men out of traffic divisions, and the dropping in some degree of their traffic enforcement programs. That is difficult to overcome. I think most police chiefs recognise the importance of traffic in their overaO police problem today, about the standard pattern of police work --and yet you represent what shall ;'I say--fifty American cities? Well we will just have to hope that they are * definite post-war planning with in their own police departments. If they don't have this program, where can they get this pattern? r but after the war (and this is the view of many police chiefs) vc probably will have a very bad crime wave. LIEUTENANT RALEIGH: source, of' course, is the safety of the International Attocfatioa of One The tendency In the past always has of Police. They will be glad to supply Street and Highway Traffic Section 45 any information on that to any of you who are interested. CHAIRMAN RUTLAND: Now we are going to pass to "Uniform Traffic Legislation." With a tot of money m this country, with a lot of travel with grandmother in the West going to see her grandson off to the Navy in the east, our boundaries have faded into harignL licence. We have moved over them every which way. We have brought oar whole cation closer together. I would fifec to ask Mr. Halsey, in that reaped, where we stand, with respect to umfurapty in this nation, hi the traffic safety movement. MR. HALSEY: Mr. Chairman, fine I should like to malm a very brief htivhc tory statement. Legislation has always been tk back bone of almost all that baa been accora plished. Our big rtfnak for uniform legislation is so fur back that aaany sf us have lost sight of k. LcgMarina cuu trols the following types of things: Fvmds. the authority under a hieh w* opuraer. personnel, their authority, f mirina and in come, the procedures under whack many of them operate. Certainly k oonurals She operations of the mourn uhariu am ds street and oo ibe highway. So let's go back mod revlew the hupoetanot at Mgblation. I have seen in many pares of the conntry good men and good pins ful beans* of poor lavs On the other hand. I have seen what I would call second-rate men and second-rate plans do a mack better job because they were backed by a good taw. What we hare got to have, then, is good men. good plans property instituted and instrumented by adequate law. We should be doing the foundation work for this immediately. A lot of people ware sour on the law because people tried to pass too many Laws, and we had the old slogan, "What we ought to do is pass a law." That was a fatal approach to it You may not solve the safety problem with a good law, but it is equally true that you may be prevented from solving it if you do not have a good law to back it up. So let's not wait until after the war to get at this legislation: Let's get at it now, and be set for the post-war period. Legislation and administration are more important than mere techniques or methods, and mt3 w* can get the admin istrative aspects up to the technical as pects, many of oar good technical develop ments simply will not be used. I have seen many new techniques invented, and peo ple have tried to apply them, only to find that the administration was not ready for them. If ytm try a new technique and year sdndnistratsoo b not ready for it, you win spoil the new technique. The law. of eonrse. is andramatic, and the temptation is to spend more time on other subjects; but the tune is now ripe to go bock bo this rather ondramatR law. WL BLANCHARD: I would like to ask what imps are bring' taken to give the Cases authority so Bruit access to these fine new highways we arc going to have, iwitinikrtr oo minor cross streets and bat dog stands and other encroachments. MR- HALSEY: The story is briefly than: Briore the war we had twelve states kst had access legislation control; s sondurd model act was prepared by the hgwknar. and five states adopted it. That ikes a total of seventeen states -that have sen kind of legislation, but still thirtyon* Stitts do not have such legislation. The important! of cootroBmg access can not be overestimated, because unnecessary biuiutiuaj and interference from park ing and development along the roadside any well rum anything you build. Access can be controlled by two methods: Yon can do it physically by elevating or by buying an enormous right-of-way. That of course is very ex pensive. Or. yon can do it by denying access by law, and selling off by law some of tile rights which you purchase through your legal control If we do not do that we will get into the very annoying process by which we have rebuilt a single'highway as many as tea times, and where we continually are having to by-pass the by-pass. The sad cases of but dog stands being built before the pavement is laid, certainly is some thing we must avoid if we are to get our money's worth out of the huge expendi tures we expect to make. 32nd National Safety Congress, 1943 As has been pointed out, we are trying to build highways to last fifty years. The only possibility of making a highway last more than ten years, which was the earlier expectancy, is by complete insula tion. If that insulation breaks down, you will short-circuit the whole game, and the ony way to do that is by proper laws controlling access. MR. FOX: Mr. Halsey, what blanket authority do traffic engineers have or what should they have in administrative functions in new construction? MR. HALSEY: Unfortunately, not very much. Traffic engineers in general do not have sufficient direct control. Iq too many instances they are not author ized to take action on design. In too many instances they are not given any control over design. Certainly matters such as design are not legislative detail matters, and it would be no more foolish han lo write detailed specifications into the law. Those details must be given to the agen cies presumed to be competent to handle them. Since signals and markings arc another type of thing that the traffic engineer should hgve full control of, some of the more progressive thinkers are recommend ing that administrative authority be given to the extent that trained technicians actually can try out things which their surveys show are good, and run them for perhaps sixty days before public hearings. We are going to spend millions of dol lars in pouring cement. If this cement sets in the wrong shape or in the wrong place, we will have lost the chance of a lifetime. Fool-proof highways have reduced acci dents as much as 75 per cent, and the elements in those fool-proof highways largely have been geometric design ele ments over which the city and state traffic engiocers have a great deal of authority. You have got to put the traffic engineer io position, through law, so that he can squeeze the maximum safety value out of the post-war construction dollar. CHAIRMAN RUTLAND: And if our municipalities had blanket ordinances that delegated-that authority to the traffic en gineering division, then they could estab lish these theories depending upon the flow of traffic or the changed conditions, and the like, and that is what is needed? MR. HALSEY: Yes.' CHAIRMAN: There is no model or dinance in that respect as far as munici palities are concerned, is there? MR. HALSEY: Yes, and there are many good samples. I will be glad to communicate with anybody who would like to see some of those samples. CHAIRMAN RUTLAND: I notice. Mr. Fox. that Mr. Williams, general man ager of the National Safety Council. copies of the post-war planning program for Syracuse. MR. FOX: Yes, that is right. CHAIRMAN RUTLAND: Does that post-war plan have in it the provision for an ordinance that does give this blanket authority to a traffic engineer? MR. FOX: Yes. We pot in. as one of the points in our post-war plan regarding traffic safety, that the traffic engineer should be established in his position by ordinance. CHAIRMAN RUTLAND: I sec Jim Economos, Secretary of the Traffic Court Committee of the American Bar Associa tion, who has done a lot of work on traf fic legislation. Jim, do you have a question you want to ask? MR. JAMES P. ECONOMOS (Chi cago, Illinois): I agree about the neces sity for uniform traffic legislation. There are two parts to it one state and the other municipal. What I want to know is, bow are we going to get it? MR. HALSEY: I think that in largely a sales job. We simply haven't dona a good merchandising job on the Impor tance of changing the law and bringing it up-to-date.- It is a hard thing to sell. MR. ECONOMOS: Do yoo know of any agencies that are working on that? MR. HALSEY: I think Public Admin istration Service has been doing some of that work. Almost all safety councils have been fighting for it The Highway Users' Conference has been hard at it CHAIRMAN RUTLAND: Well now, that brings up another post-war plan for safety councils. MR. HALSEY: There is nothing that Street and Highway Traffic Section 47 will delay various city groups getting to gether any more than confusing the law. You will find more arguments between judges and police officers and other peo ple because the law simply isn't clear as to who has what authority l MR. HALSEY: Lieutenant Raleigh, wouldn't you cay the same thing would apply to police departments--this matter of authority in traffic, an some cases? LIEUTENANT RALEIGH: Yes. def initely. The question I would like to ask is this: What plans are voder way or should be established to continue the State Highway Traffic Advisory Com mittee? MR. HALSEY: About ten years ago most of the administrative people came to the conclusion that in states we needed an agency to coordinate the activities of the highway department, the state police department and the motor vehicle depart ment That was talked of for some time, and plans were under way to do some thing about it when the war arrived. The war immediately made that situa tion jell, and there was established far every state in the Union what is known as -the Highway Traffic Advisory Com mittee to the War Department. There has been developed standard legislation which will convert this Highway Traffic Ad visory Committee to the War Depart ment to a peacetime agency which will clothe itself with the proper authority so that it will become a closely knit, well organized machine to see to It that you have standard traffic safety and transporta tion plans in a stmt*. Certainly the need for that will be even greater during the post-war period. No one in this room would Hire to sec three separate conflicting and overlapping plans la a state, one by the state highway de partment, one by the stats highway police and the third by the highway motor vehicle plant. Certainty public opinion will be m much better shape if plans could coroe back supported by three state agencies rather than by one big state agency. Certainly we would be foolish not to capitalize on an organization In each state which will have had .several years' ex perience in coordination, doing a post-war job. CHAIRMAN RUTLAND: Summariz ing this for just a moment, here we find a motor car with a definite plan. Here we find highway engineers with a definite plan. We have found a weakness in the potice plan. There is a definite weakness in the legislative plan. We must move along on all these frouts. I think we might take a few minutes to discuss a few points with reference to public edu cation. I would like to ask Mr. Fox of Syracuse what be thinks about the mental attitude of these 45,000,000 drivers immediately after the war. MR. FOX: We are going to have all these people coming back more or less contemptuous of danger. We are going to have the exhiliration of victory; we are going to have freedom from restraint; gas rationing and everything else will be over, and people will want to go some where and go there fast We have got to begin laying our plans now to carry on public safety education. We ought to bevin to took around and see bow we are going to get those funds. LIEUTENANT RALEIGH: Mr. Fox, what types of public safety education, is your opinion, will be most effective? MR. FOX: We have got to realize, first of all, that selling safety is a mer chandising job, just the same as selling a suit of clothes or a pair of shoes. The safety message past be made interesting. We most get sway from the idea of preaching. I don't think we are going to get too much acceptance to the Idea of preaching. People have been told so much about what they are to do. as far as the war effort is concerned, that t believe we must try to get our message away from that angle. I don't like the term "slogan," and I much prefer short eesages that will hit people. The use of the radio, films and things of that type will go over in a bigger way. We must realize that in different communities the message may have to be directed'to different types of people, and wc can't always go along on the same old line. Maybe we can put up street posters for a time, and then some thing else the next time. In other words. 48 32nd National Safety Congress, 1943 we have got to mix up our stuff. We can't be satisfied to use one slogan all the time. Does that answer your question? MR. HALSEY: Mr. Fox, what about the timing of this program? It strikes me that you would be in a very bad spot if you let your budget run down and then found that the time when you need it most you are out of money. MR. FOX: Timing is most important, as it is in toy type of sales campaign. When the rationing ends, then Is the time when we should be prepared to act I cannot emphasize too strongly the need of continuing the present public safety education which safety councils and other gTonps are doing. MR. BLANCHARD: Mr. Fox, I would like to ask what is being done at the state, county and dty levels to promote safety education through official agencies, schools, and so forth? time. If wc could get the preponderant number of our schools going on that pro gram, it will - become a relatively simple matter to convert and add to it. We ought to do it much more easily than if are were starting it over again. MR- FOX: I believe that is all I have to say on the matter of public safety edu cation. It has to have the sappott of good enforcement, it has to have the sup port of proper engineering techniques, and also legislative techniques. CHAIRMAN RUTLAND: Thank you. Mr. Fox. We have tried to cover a lot of territory here, dealing with 30,000.000 automobiles and 130,000.000 peoole. equip ment, enforcement, and everything eft**. Some very good points have been tiroi^ht out. It all tends to reflect the responsflriEty wc have in post-war planning programs. Are there any questions? MR. FOX: In some ways that Is one of the most important things we in the public educational field of safety have to do. We bare two fronts, you might say: We hare the public, and we mast try to interest them; but we also mast interest official agencies in full-time traf fic engineers and a police department which is adequately manned. MR. LINCOLN LIPPENCOTT <CW* capo,* IUmois): Mr. Fox mentioned the difficulties in reaching adults in mm Macs' tional program. Has anything been done nation-wide through the Office of Crrifinn Defense, air raid wardens, anffiny po lice. to teach them safety so they can be come a part of the adult edocatiooal safety program of the community? Many times a safety coancil can go to bat (or a police department or for a traf fic engineer, in order to get those things. There is one other point: We should all realize that the schools must take a very much greater part of this load, especially as far as driver edu cation and driver training is concerned. We ought to realize, that adult education is difficult at any time. Adult re-education is even more difficult. In other words, the drivers who have developed certain Ways over periods of years will find it very difficult to be re-educated. But If we can get this education to the one ortwo mil lion young people a year who become of driving age. if we can get them to know the proper techniques of driving, that is one of the most fertile fields for public safety education that we have. MR- HALSEY: I think early educa tion programs are the best things we have. We* could launch such a program more quickly than we coaid in peace MR, HARotD GRINDEN (Duluth. Minn.): I cannot speak Ict the nation, but I do know that fn Minnesota that has been an important factor in the train ing of oar civilian population, as far ps OCD is concerned. CHAIRMAN: Are there any other sub jects? If not, we appreciate your at tention to this discussion. Now, ramming this up for just a second, this is a fasoed program. Let's present our view for jan a moment and ace what might happen, ami how we relate to it: First we will have plenty of gas an4 tires after the war. We are going So re sume some degree of a higher speed than we have had daring the war. We are going to see thousands of men on the highway. We are going to receive a release of pent-np emotions. We are going to have police who are untrained. We are going to see a stampede, in a sense, of equipment manufacturers all kinds of traffic control devices, and Street and Highway Traffic Section 49 we will sec plenty of cities gobble them up, unless they standardize on technique. Wc arc' going to see many cities, many legislatures, perhaps, if this impact is as serious as it could brand I am not pre dicting that it will, but there is a pos sibility that the first year or two after war wc will kill 50,000 people on our highways. If that docs come we will see many of oar public officials, many of our state legislatures, get panicky in trying to do something about it. And they arc going to begin to do something, perhaps, about legislation. They may deviate from these stand ards. That is why it has been brought oat here today that these standards ought to be as familiar to you so that when that time comes you yourself will be in a position to say, "Here is a bible we can use as a guide in this program." Traffic engineering and highway build ing men arc turning out patterns. The police pattern is not utilized to its fullest extent, neither is our public education, and neither arc we adopting standard, na tional, uniform legislation. I think that is a challenge to every one of us, and I don't know of a single person who is going to get more value out of grouping those responsibilities and ac cepting those challenges than the men in this room, because down the line some place the public is going to want men who can do this job. As I said a day or two ago, the Ameri can people have tasted the value and the benefits of a good crime control move ment in this country; they have tasted the benefits of public health and of fire con trol. They have not as yet tasted the benefits of traffic control, largely because they do not know it. When they do find out aboot it they will demand it, and it will be my neck or yours unless we arc capable of meeting that challenge. THURSDAY MORNING SESSION October 7, 1943 Group ffi--inn for Traffic Court Judges and Proeccutora Presiding: J treat Aoak Youncx, Mn&kkal-Coun.; Joart, Greensboro, N. G Tha Court's Responsibility lor Safety in tba Community A Panel Discussion fwf leader: Junes PnotT A Fax*, Cleveland, Ohio. Other Juarf wtembets were: Judge Gibson E. Gosmah, Chicago; Judge Habpzx E. Haas, lit**- Rock, Arkansas; Judge John L N(black. Indianapolis, Indiana; and Jack DeVoe, Papery Cky Attorney, Lincoln, Nebraska. jNdfee Frey outlined the scope of the rahjirt to be discussed, pointing out that few the standpoint of the number of people who annually appear in traffic courts, it could be assumed that the traffic coart Is the most important of all courts in the American judicial system. The first discussion subject proposed by Jodge Frey concerned the judge as a safety trader in bis community. Jodge Hari> declared the public looks to the judge for safety leadership, unless there Is some active community safety council providing the necessary enthu siasm and leadership. In Little Rock, for example, he helped organize the City Traffic Commission. On another occa sion, earlier, he took the lead in raising funds In the community to scud three traffic officers to the Northwestern Uni versity Traffic Institute, Evanston, Illi nois. and encouraged organizing a modern traffic division in the Little Rock Police Department Judge Harb said the judge also an promote safety education through the 50 32nd National Safety Congress, 1943 publication of courtroom proceedings. This will be most effective if the judge will point out to newspaper reporters as signed tq the court aspects of the cases tried which have strong educational value. From the floor, the following view points were expressed: a. In one city, the newspaper seems to think the judge is on trial and is not cooperative, thus closing that angle of approach to the judge. b. One judg<rstated that be thought the judge had uo business as a safety leader, offering as his reason that it might interfere with His judicial free dom. J udge Harli and others assured him that there was no basis for that assumption from their experience. c. Other judges stated that they felt the judge should take an active part in safety leadership. Several said that the judge should lead if other leadership were not available, hut should remain In the background if It were. Judge Frey's next question to the panel was: "Should the court broadcast traffic court trials?" Judge Gorni?..: for the panel, stated that the broadcasting of traffic court trials started in Chicago eleven years ago. Al though, theoretically, it is not a good prac tice, it was undertaken because of a par ticular need for public education. It served its purpose and has been discon tinued as the public is now sufficiently educated that tle advantages are out weighed by the disadvantages. In the discussion from the floor it was suggested that instead of broadcasting actual trials, certain types of cases might be dramatised. Upon a show of hands, do judges present advocated the broadcarting from the courtroom of the actual trial of traffic cases. The third subject discussed was that of educating traffic violators in the court room. Judge Niblack described different things which may be done in the courtroom, such as lectures, use of posters, distribution of safety literature, etc., but that the most effective education can be obtained by a discussion with the defendant regarding the unsafe acts committed. Where acci dents are illustrated on a blackboard, this provides an opportunity for all in the courtroom to profit from what is said and illustrated. From the floor it was suggested that the judge should be careful uot to find himself discussing the reason for his de cision. Others suggested that the judge can make a brief opening talk to educate all those present. Frequently he is pressed for tune, and this treatment may be poasilrfc when individual discussion takes too long/ The fourth subject suggested by Judge Frey was the prosecutor's job in commu nity safety. Mr. DeVoe stated'that the prosecutor can assist the judge in various activities in aud out of the courtroom, and shoold personally participate in the com munity safety program. With respect to those coming to coarc. the prosecutor can educate the defendant as to the factors involved, point out to him fats rights, and obtain aU necessary information from the police department and witnesses to prepare thoroughly for trial. In the discussion which followed, it was reported that several prosecutors have participated m police training schools and have prepared instruction for officers os evidence and its presentation in court, which contributes to the total traffic safety program in the community. In many traffic courts, the prosecutor has no part; aud it was vcnerally agreed that the procedure as it affects prosecutors should be reorganised. Street and Highway Traffic Section 51 Problems In Achieving Uniform Interpretation of Uniform Traffic Lawa A Panel Discussion f*wd leader; Junes Chmst Holm, Hfbbing, Minnesota. Other pemei numbers were: June* Eowajuj C. Fishes, Lincoln, Nebraska; Junes Thomas H. Uahes, Detroit, Michigan; Judge James W. Hopson, Seattle, Washington, and Junes EMtujfn B. Smith. Kansas City, Missouri. The background of the subject was pointed out by Judge Holm who said "It was thought-provoking to hear Judge Frey of Cleveland say that traffic courts are today the most importaut courts in America. We should probably disagree with a view that one court is more im portant than any other because all courts are important "Still, motor vehicles have changed widely and profoundly human habits and activities and everyone is affected by their use and operation. An instrumentality that kills 30,000 to 40,000 people each year and cripples another million certainly needs regulation so that its use may be safe and that It does not become an in strument of destruction. "Nearly all collisions result from the breach of some traffic law. Because some people disregard motor vehicle rules and regulations thereby menacing lives and damaging property, it is necessary to have courts deal with traffic law violations. "How the courts function in your com munity may determine the length of your fife or the life and well-being of someone near to you. "Violation of a traffic law does not in volve a criminal intent. And most traffic hw violators are not criminals in the sense of being otherwise bad citizens. Yet, if a person while violating a traffic law (rills someone, that person is just as dead as if the killing were intentional or with premeditation. The loss is just as great to the victim, his family and his community as if he were shot to death or slain with an axe. "A good traffic court should be an edu cational institution. Sometimes it must punish and even punish severely to get results and deter potential violators; but punishment is not always its primary function. "When persons violate traffic laws thoughtlessly or even in ignorance, the influence of a wise court may inculcate in such persons a new attitude of safety and of consideration for others. This is an educational process. In a democracy we need it in all fields. "Because traffic violators generally are otherwise good citizens, they should not, except in the most serious crimes like drunken driving, be treated as criminals. "On the other hand, the great number of traffic violations and the fact that traf fic violations can readily be classified, sug gest that there be some uniformity or at least consistency is their disposition and in the penalties imposed. "A comprehensive and forward-looking understanding of all the aspects of suc cessful traffic law enforcement is to be expected of a traffic court, but it is also the duty of every citizen to acquaint him self with the essentials of traffic safety and lend his cooperation to the orderly solution of this new and important problem. "Courts are generally no better than the people want them to be. And the short comings of courts, including such prac tices as 'fixing/* exist in most commu nities in direct ratio to the interest or in difference of their people. "Increasingly, as people become better informed of the hazards and considera tions involved in traffic, they will insist on protection of humao life. "To achieve this result, the constabulary should be efficient and vigilant, the prose cuting officials bon.cst and reasonably aggressive and courts impartial and com petent. "A community's court may be diligent and impartial and competent and yet life and property may be inadequately pro tected because a prosecuting official plays politics in his work or a police depart ment is not efficiently conducted. 52 ' 32nd National Safety Congress, 1943 "Because the court is a judicial depart ment and its personnel presumably best qualified, it should by example urge faith fulness and diligence upon others engaged in ihe admiutsiratiou of traffic law. That chain, like any other, ts only as strong as its weakest link. "Public interest should be quick to remedy and reinforce weak places.** The first question by Judge Holm to the pane) concerned the organisation of courts with relation to tfae traffic enforce-, uient problem under urban conditions. Judge Maher Slated "In Detroit there is a very large number of traffic cases. Id order to handle these with due con sideration, there are two adjuncts to the court. One is a traffic violators bureau and the other a system of referfces.*' Judge Hodsoti, describing the organ isation in Seattle, said they have a traffic violations bureau, which handles a large volume of minor cases, but that most moving violations should be handled in court for proper deterrent effect The second discussion subject pertained to organization of courts with relation to traffic enforcement problems under rural conditions. Judge Holm pointed oat bow this differs from courts in larger cities as follows: Included with rural courts are courts in small cities. The judge in this type of court has two special factors not present in larger cities. One is the effect of the judge frequently being personally ac quainted with the defendant. He thus has the problem of changing his identity as far as the defendant is concerned, from a friend to a judge, when be takes the bench. The other factor is that be has sufficiently few cases so that be can usu ally give them detailed consideration. The third subject was uniformity of fines, penalties and forfeitures. Judge Smith pointed oat that this is most desirable between courts in the same jurisdiction. Furthermore it is highly desirable and advisable between juris dictions. From the floor the following sugges tions were offered: a. Although there should be uniform penalty schedules, there should also he flcsibiluf so smt hju'bI condi tions. b. The type of the possible appeal an effect ou uniformity. In many states a trial dc novo is held when the appeal is heard. This, particu larly a jury trkl, has the effect of causing the defendant to appeal due to the common experience that an appeal court will be more lenient than the original jodge. Thus, in jurisdictions where this is possible, the penalties nay nor be uniform as compared with other jurisdictions. Upon a show of bands, a majority of the judges indicated they do not have definite penalty schedules in all cases. It was suggested by several, however, that it would be helpful if the committee would make a study of tlds subject, and find out what the average schedules are tike so that all might liave the same thing as a sort of guide. Judge Holm's last question was: "What is 'the function of the traffic violations bureau, and how should it be set up?** Judge Fisher said the traffic violations bureau serves a very useful purpose where tfae volume of cases presents a problem in regard to time available for hearing them. However, the court should hear ns many rases as possible. The violations bureau cati well handle most parking cases, bnt unless the court is seri ously undermanned, the majority of other types of violations refened to the bureau should be very few, and Ihe coart should watch them carefully. In .the discussion from the floor two main points were emphasised: a. It is usually advisable to bear most, if not all, moving vtolatioo cases in court. b. Ine court should have complete con trol of the traffic violations borax Upon a show of bands to several ques tions, the following practices were as dicsted: a. Most of the judges have complete control of their traffic violations bureau*. b. In some cities, police department control of the violations borcan is decreed by city ordinance. c. In no case did the police have the traffic violations bureau without authority. Street and Highway Traffic Section THURSDAY MORNING SESSION October 7. 1943 53 0--sian for Traffic Engineers and War Transportation Adorir istratora Presiding: Hxaav E. Nui, Chief Engineer, Division of Traffic Safety, State Highway De partment, Colutubm, O. Applying OUT PoBcUm on War Traffic Control Bt t. j. skbokm Ck, talc Xaaiar. K-- Cky, Ifa. Early in 1942. the Office of Defense Transportation, through its Divirion of Local Transport wlniKttA a proposal consisting of two general methods of urine cnth|r passenger transport ve hicles to the utmost and mnasi inig criti cal maierkls. The first oJ them methods involved the direct exercise of authority vested in the Director of the Office of Defense Transportation by Executive Order of December IS, 1941. The secnod was a statement of pokey made to opera tors of transit vehidks and public author ities concerned with transportation and traffic control. ` The above statement contained twelve points, but is not to be confused with a later statement of Policy on Wartime Traffic Control. The former included sprrifir recommendations with regard to atattered hoars, eartaOment of bus serv ice, elimination of transit stops, tad simi lar matters, and a general statement con- tike need to shift the emphasis from automobiles to transit vehicles as the major consideration in traffic regula- sd the timing of traffic control doTbe major portion was devoted to busmens policies for an inr tint suddenly found its position ed from one In which it was strugW continue its existence to one in it hnd more business than it could with its outing equipment, futiofl, backed up by the the transit industry as Dhectnr by executive order, o put these factors into They were extremely welcomed by and were equally welcomed ffiy applwfl, the nation over. Item No. 10 of this statement is tfae one with which we arc primarily inter ested k balance of this discussion, since h ** toe one dealing with War Traffic Control. This is also the factor which was responsible for a direct appeal from the Office of Defense Transportation to all mayors u *ec that war transporta tion administrators, traffic engineers, police and other authorities take imme diate action. Traffic Light Delays Apparently Point 10 liad not met with as urach success as most of the others. Hie appeal was Hi the form of a letter calling attention to an increasing number of complaints regarding time wasted by war workers and automobiles held up by traffic lights. It was accompanied by a pamphlet entitled "Fitting Traffic Control to Wartime** la which a second 12-poiitt program was presented: this is a break down of point ten in the original state ment of policy. Now where does this leave as? It brings ns to the point where we must consider what can best be done to meet the needs of war transportation in our design and operation of traffic control. The first point deals with the elimina tion of unnecessary signals; in fact, the firfit su prints are devoid to the subject of signals aod I prefer to group these together (at least for our use), making a seven point program. This, I believe, brings the entire program into better bal ance, and gives more emphasis to other needy features of traffic control. How ever, hi only demonstrates a point that we must keep in mind in "Applying ODT 32nd National Safety Congress, 1943 Policies on War Traffic Control.'* Each city and each location must stand on its. own merits, as determined liy impartial engineering analysis, and no single blue print can be prepared for overall use. Many traffic engineers hare inherited Point No' 3 is the recommendation that signal cycles be held to the minimum needed to accommodate all necessary movements* and suggests a range of from 35 to 50 second*. May I suggest that in addition to the saving pf time and con many traffic signals that were installed servation of transportation equipment, without the benefit of engineering analy those interested in safety would probably sis. but determined by the number and favor these shorter cycles because they aright of the requests of neighborhood create a better degree of observance. Far groups, A large proportion of such sig too njany accidents have happened at nals do not. and probably never did. meet traffic signals because drivers would not the minimum requirements of traffic vol tolerate the long delays and went through ume or accident hazard to justify their the red light. use. The ODT policy presents an excel lent opportunity for men in this position to renovate their traffic signal systems and remove the excess baggage. In fact, one enterprising young engineer even seized upon this opportunity: to get an additional appropriation of over $30,000 to make the necessary volume studies at all signalized intersections. Needless to Points No. 4 and 5 are rather closely allied and also bear a close relationship to the matter of short cycles. They arc recommendations that time allotted to the green period should be accurately adjusted to the time required to move cross traffic and that cycle lengths, or divisions of the cycle should be adjusted to fluctuations of the demand during different periods of the say. this information will be of value to his office in many ways besides the elimi nation of a few traffic signals. Others, no doubt, have done the same thing in varying degrees. day. Certainly, qualified traffic authorities have recognized the need of these adjust ments in the past We have found that some streets, especially in outlying sec tions, have bad tremendous changes hi Fluher Operation Point No. 2, dcaliog with flasber opera traffic pattern which had to be met by alterations in traffic control. tion of traffic signals, is merely a compro mise applicable at points where traffic conditions warrant the use of signals for only a few hours of the day. There are three courses open to the traffic authority under such conditions. The first, continu ous fixed time signal operation is wasteful of time which in wartime is wasteful of human life on the fighting fronts. The second, complete denial of the benefit of signal control may be equally wasteful of human life and units of our transportation system on the home front Since our objective is the conservation of our trans portation system, a unit out of service because of unnecessary accident may Continuous Movement The final point in "the allied field of traffic signal operation is the suggestion that isolated fixed time signals within ooe quarter mile of one another be coordinated .wherever possible, to provide for nearly continuous movement of all ve hicles on a thoroughfare. This can be done in two nays, first by the use of ao interconnected system under the direc tion of a master controller, and second, by the use of synchronous motor* that will run at the same speed as long as they are served by the same source of electrical energy. prove as wasteful as several units de The set of principles just given relating - layed. The third, and reasonable, course to traffic signals represent sound traffic is the use wherever possible of flashing management as established years ago and operation which should give most of the certainly should not qged a war to put benefits of safety without the delays in them into operation. cident to stop and go operation. In many cities existing* equipmeot wilt permit the use of flasher operation with only minor changes. The next two points of the program deal with traffic police and police control of traffic movements. Although I am a firm believer in cooperation between the Street and Highway Traffic Section 55 engineering and enforcement agencies, I do not believe such cooperation calls for a discussion of police problems at this Point No. 9 recommends the removal of stop signs from all locations where they are not needed to provide for the safe and orderly coutrol of traffic. This again falls under the same general category as the group of suggestions relating to signal operation. Nearly all cities had Installed stop signs of questionable need due to pressure from neighborhood groups. Also many signs had been erected that were fully justified during tbc days of un limited motor vehicle use but where need is Questionable under curtailed operation. Ao excellent opportunity i* afforded to reconsider all of these questionable loca tions and remove the regulation or sub stitute **Caution** type signs where no more control is warranted. However, we should exercise caution in such a program, and not let our patriotism get the better of our judgment. The few stops that are made at an isolated Intersection where accident hazard exists would probably not compensate for the loss in transpor tation equipment resulting from the colli sion of two vehicles. And in addition, the possible loss of manpower through injury Is certainly worthy of coasideration. The next point in the ODT program is one that to me b of extreme significance. In It, under the general heading of traffic regulations are grooped several factors, each of which might be worthy of an individttal listing. Let us look at them Individually for a moment. First, restric tion of tnrns k mentioned as a regulation that will often faatitatc the flow of traffic through an intersection. Assume a hypo thetical case which is made up of the history of several individual cases on record. Intersection designations would mean nothing and the case is assumed an order to apply more possible condi tions in the time allotted. Under pre-war conditions a signalized intersection had far greater thaw the required volume of traffic to warrant signal operation--over 17,000 vehicles in I hours with 34% of the volume on tbc minor streets--and about 80% of this movement was straight through. Approximately 6% of the ve hicles made left turns and this small number interrupted the flow to the extent that traffic signal operation was breaking down. Of course, elimination of these left turns cleared up the operation. This was possible because a rectangular grid section of streets permitted the left turn drivers to proceed In the direction of their destinations by using other streets in the vicinity and this small number did not Impose loo great a load on them. Such regulation would have been impractical otherwise and would probably tiavc shifted the scene of the difficulty elsewhere. Later, with the construction and open ing of a large war plant In the vicinity it was found that traffic volumes increased tremendously on this grid section of ad jacent streets, and analysis disclosed that one of the prohibited left turns was caus ing this increased volume of traffic. The turn in question was again permitted and proved to be approximately 23 percent of the total movement. This case is cited primarily for the reason that it brings in many of the factors that must be con sidered during the periods of change occa sioned by the war. Use of Through Streeta Next, the proper use of through street* is recommended. Such streets are pro tected throughout their entire length by stop signs controlling traffic at each cro$* street From the standpoint of conserva tion of motor vehicles and tires, and to eliminate unnecessary delay and accident to war needed travel, (his is perhaps one of the most effective tools in the hands of the traffic authority. Much of the poten tial hazard that faces the heavy travel on a war transportation route can be elimi nated by the proper designation and post ing as a "through street.** Frequent sud den brake applications followed by rapid accelerations are thus made unnecessary and the only cost is that experienced by the much smaller number of drivers on the cross streets in making a normal serv ice application of the brakes followed by a reasonable start into or across the major route. The matter of vehicle parking aud the attendant debate about the division of street space between the movement of 56 32nd National Safety Congress, 1943 traffic and tbc temporary storage of vehicles is also worthy of very sertoas consideration. In approaching this prob lem it must be instantly recognized that the motor vehicle is of very doubtful value if all we can do is to ride in it* but it is also true that a half dozen vehicles parked at the curb may deprive hundreds of an additional lane of travel Street widening* can often be instantly and economically accomplished by this simple regulation cither applicable at all hours or for a few selected hours when the need is greatest. Sometimes it may be necessary to provide adequate space for the cars removed in oi?*street parking lots, but this is a course that probably will be followed in tbc future, and we may as well let wartime needs aid us in post-war planning and development. One-Way Streets An item that was not specifically men tioned as one of the ODT policies seems to merit some consideration. The proper use of one-way streets may serve s very needed purpose in the relief of congestion and the facilitation of war travel It has been developed in the past that more efficient movement can be obtained when all vehicles are traveling in the same direction, especially on streets having an odd number of traffic lanes. Costly acci dents are also eliminated, especially those involving pedestrians who find it much easier to cross a one-way traffic stream than one in which cars are bearing down upon them from two directions. In some cases streets have been designated as one way for rush periods only and sometimes the direction is reversed for different peak periods. This does not generally prove satisfactory and is extremely question able now because a great deal of super vision is necessary and police authorities are confronted with the same manpower problem that we face. There are two other points cited in the program as submitted by die ODT. One Is the adoption of a system of war trans portation routes which probably should be developed in connection with the through street system. The other is the need for economical use of traffic control equipment, and certainly no one is willing to debate the oeed for such conservation. Substitute materials ere opening np a wide field of study and much better equip ment will probably result from the short age of some types formerly considered standard. Finally, I would my that the applica tion of ODT policies on war traffic con trol is merely a practical application of good traffic administration and that much aid can be derived from these policies by authorities who faevc been saddled with unnecessary or obsolete equipment, reg ulation or lack of regulation, and who have not had enough public support to make changes we all know are needed. That same detail in providing specific warrants for the use of the four types of traffic regulation as that devoted to the matter of traffic signals would no doabt make It even more valuable to those who have the responsibility of providing a well balanced program of traffic control. Street and Highway Traffic Section 57 Fad Finding Studios for Improving War Transportation Br HAROLD F. HAMMOND Director, Traffic k Transportation Division, National Coossrvation Bureau, Association of Casualty k Surety Bswathsa, New York Duriug wartime, transportation prob past 18 months bas failed to meet even lems are constantly arising. The first was normal replacement requirements! __ tires; the next is gasoline; and the next Gasoline shortage will continue to be a may be a shortage of vehicles and inade major problem for many months to come. quate roadways. Aggravated these war And while some sections of the country problems, there bas been a shortage of may receive more, other sections arc transit facilities all along. likely to receive even less than they arc The family car, upon which the Ameri getting today. can public so largely depends for daily transportation, has not been manufactured for civilian use since February, 1942. Thus, no new vehicles are available to replace the 150,000 being scrapped each month. To keep onr present vehicles iu good running order will oot be an easy task. They are steadily growing older. Re placement parts are bard to find and com petent mechanics are still harder to locate. Employment at many plants has in creased to such touts that transportation snd parking facilities, and even the road ways themselves, are no longer capable of tbc tremendous loads. Pnbluna Form A Challenge One or more of these problems exist in every community. One or more coofront every war plant of any size. The) form a' constant challenge to local war transportation administrators and plant transportation managers. Those persons in the communities and in the plant*, who are charged with the responsibility of improving worker trans portation, must constantly be an the alert U they are to keep abreast of their prob lems and improve war transportation fsHliritt aod conditions whenever and wherever possible. This requires con stant Spot checking of conditions in tbe In addition, many new plants, especially many of the larger ones, have been con structed in outlying sections, which too frequently art at considerable distance from worker residential centers, lade ade quate transit service, and are not serviced field and periodic review of transporta tion frets; in short, constant appraisal of all transportation problems in order to determine what, where, when, and how transportation improvements may be ap plied. or poorly serviced by major roadways. To The value of lact fioding studies can make matters worse, manpower and build best be illustrated by several actual ex ing material shortages are hindering the amples: proper maintenance of such roods. A large aircraft plant was told by the Many traffic control devices which were War Manpower Commission to increase adequate in peacetime have been made its employment of women from 30 to 60 ineffective or inefficient by the shiftiug par cent of the total within 6 months. of- traffic loads from one street or high The war plant transportation manager way to another, accompanied by war immediately appraised tbe effect this shift changes in peak boor Bow. Most transit facilities are operating, today at capacity load. They cannot be expected to carry much more unless fur ther adjustments are made in working hours. And there is little hope of in creasing the present sire of the urban fleet of buses and street cars, since the number of buses manufactured In the In employment would have from an em ployee transportation standpoint. Through field studies, be found that only 8 per cent of the women drove cart to and from work, as compared with 47 per cent of the men. This fact immediately re vealed a new employee transportation problem. It showed that for every one hundred women employed in place of one 32nd National Safety Congress, 1943 hundred men, there would be a loss of ment; (4) parking; (5) automobile main 39 passenger cars to the plant transports- tenance. tlon system. To offset the anticipated toss, the plant transportation manager immediately arranged for transit facili ties to be added as necessary. Studies at another large war plant War worker route studiea include those showing: (a) the extent to which the ODT traffic control policies have been correctly applied; (b) physical condition of signs, signals, and markings; (c) loca showed that it required an average of tions of accidents and congestion. 15 minutes for employee cars to travel from the tpain highway in front of the plant around to the parking lot behind the plant. That 15 minutes alone was equal to the time required by the average em ployee to travel from his home to the front of the plant. Obviously, it produced The transit studies, either city-wide or for a single plant, include: (a) transit loads: .(b)gtraasit delays; (c) staggered hours; (d) the exteot to which ODT tran sit policies have been effectively applied in the community. many undesirable effects, both for the plant and for the employee. Armed with fact' al data showing the unsatisfactory condition, the plant transportation manager was able to convince the plant execu Automobile movement studies appli cable for either the city or plant, include: (a) vehicle occupancy and group riding; (b) speed; (c) volume; (d) origin and* destination of worker traffic. tives to make improvements. These in Parking studies, particularly from a war cluded a new, more direct entrance to transportation standpoint, are generally the parking lot from the front of the plant, confined to: (a) studies of curb parking which eliminated most of the 15-minnte conditions created by a large downtown delay. war plant; and (b) analysis of the plant Studies of a major transit line serving parking lot an important outlying war establishment Vehicle maintenance studies, still com showed that the anticipated transit load paratively new, are applicable on either a could be handled by adding eight more community-wide or single plant transit units. But eight additional units These include studies of: (a) automobile were not available. Therefore, operational age and maintenance; (b) maintenance improvements had to be made in the 42 heflidw; <c) gasoline consumption and units already operating, to produce addi tire condition. tional round trips at peak periods equiv- . alent to the needed eight units. This ob Parting Lot Studies jective could be accomplished by cutting the round trip time for each of the 42 units from 100 to 80 minutes. It was achieved by eliminating two-thirds of the stops, Plant parking lot analysis involves in spection of the physical attributes of the plant parkiog lot and observation of the manner in which they are used by ve minimizing congestion at two major in hicles. The mechanics of making these tersections, and establishing a new off- studies include checking off on two check street loading zone, with improved fere sheets. Items which give indications of collection methods, at the war establish the adequacy of the lot, especially as to ment design, location, aqd operation. T^pcs of Fact Finding Stalks Fact-finding studies to improve war transportation are generally applied on a community-wide basis or for specific targe war plants. County and state-wide studies are not uncommon, however. War transportation studies receiving special attention today may be divided into five general types: (I) war worker routes; (2) transit; (3) automobile move- The first check sheet relates to the phys ical layout of the lot and contains 16 items to be checked as "true'' or "false" in accordance with conditions observed. The aecood cheek sheet relates to the opera tion of the lot and contains seven items All items checked as "false" should be investigated further with a view toward correcting the condition. Specific uses for this parking lot analy sis include: (a) planning improvements Street and Highway Traffic Section 59 in the lot; (b) reducing delays and haz Accident Studies ards at the lot; (c) increasing the capa city of the lot; (d) enlarging the lot to handle more cars; (e) planning new park ing lots. The war worker route traffic accident study is conducted primarily to deter mine traffic accident causes and proper corrective measures at locations on plant The automobile maintenance facilities property or on public thoroughfares used study involves an Inventory oi location, by war workers. It should be remembered hours of operation, and types oi services that a traffic accident involving plant em performed by garages and service stations ployees may not only rob tbe plant of which might be patronized by war plant valuable manpower, but results in tempo employees. It can be made for a single rary or permanent loss of a ear that may plant or for a group of plants. bn transporting from 2 to 5 employ***. An inventory form is used to list all data pertaining to those automobile main tenance establishments which because of geographic location arc available to the plant employees. There are two major uses for the study: (a) To assist employees, especially new ones, in locating garages or service stations which are conveniently located and are open at proper hours to perform necessary auto mobile maintenance work. It will be helpful to prepare and post in the plant, near the lunch room or employee entrance, a large map showing the locations of all auto mobile maintenance establishments, . numbering them to correspond to the number given ctfb establish ment on die Inventory sheet. Following the preparation of the usual collision and condition diagrams for the accident location, these questions should be considered: (a) Are the accidents caused by s physical condition of the road oi adjacent property, and can it be eliminated or corrected! (b) Is a blind corner responsible? Cat it be eliminated? If not, have ade quate measures been taken to warn tbe motorist? (c) Are the existing signs, signals, and pavement markings doing the job they were intended for? Is it pos sible that they are causing acci dents rather than preventing them? (d) Is traffic properly channelized to minimize the occurrence of acci <b) To provide basic data for a study dents? of possible changes in working (c) Would the prohibition of any sin hours of garages to permit em ployees to obtain automobile main gle traffic movement, such as pro hibition of a minor left turn move tenance not possible now because of the service establishments being dosed during the hours that em ployees are not working. ment, prevent accidents? (0 Can part of tbe traffic be diverted to other thoroughfares where the accident potentialities are not so Here is an actual example of this study great? in operation; Because of the shortage of skilled help and automobile materials and parts, one large midwest war plant, employing 20.000 persons, arranged with the local auto mobile trade association to request the service departments of local garages to give all possible preference and priority to the servicing and repair of vehicles belongine to the war plant employees. In turn, the war plant employees were noti fied of this arrangement, and a list of co operating garages was posted for their guidance. Detailed presentations of these three studies, along with eleven others, are given in the "Wartime Transportation Survey Manual" now being published by the National Conservation Bureau as a comprehensive followup on the several employee transportation conferences and employee transportation booklets which were jointly sponsored and published by the National Association o! Manufactur ers and the National Conservation Bu reau. Here is a special point to keep in mind 60 32nd National Safety Congress, 1943 vbctt condoctiiif fatct-fisdiog transporta tion itodki: The npiditf with which trutpomikKi (2) Arc you taking positive measures to correct accident locations which are robbing you of valuable work problems arise and the consequent ers and automobiles? urgency lor tbtir solution wtU seldom permit kogthy or detailed studies. Short cuts and spot checks are therefore neces sary. Shorter traffic samples and more general observations arc in order. In peacetime, a speed and delay study of a major route anight consist of detailed observations on each block and at each Intersection, requiring days to complete. This sort of study under urar conditions most generally be made in a few hours, (4) Haveyou estimated bow many more persons in yonr plant or community will require transporta tion three and six months from now? (4) Haveyou considered how manyregistered automobiles in yonr plant or chy will be out of circula tion six months from now? ($} Have yoo developed a program to because of limited manpower and war's compensate for automobile losses: demand for quick results* conditions which automatically limit the study to ob by increasing transit capacity or by gronp ridlag? servations of overall speed, and only a (6) Do you maintain a detailed plan spot checking of the major delay points of remedial steps that should be on the route. taken if and when a sadden trans Six Important Questions Here arc six important questions for your consideration: (1) Do you know the bottlenecks in your local or plant transportation system, and are you taking positive steps to eliminate them? portation shortage should occur in your plant or city? Think these over carefully. The an swers may help you greatly to keep workers on their jobs in the industrial plants upon which we depend for the wuapoos and other supplies we need for victory. --:------------ x Providing Off-Street Parking and Terminal Facilities By D. GRANT I0CCIK Automotive Safety Poondatioo. Washington, D. C We are inclined to forget that there were parking and storage problems be fore the day of the automobile and, there fore, blame the conditions today entirely upon the ose of motor vehicles. The horse and buggy and the horse and dray required much greater storage or parking space than does the automobile or truck and their maneuverability was certainly much Inferior. The contribution the motor vehicle has made to the problem is that people have become more mobile. We can gather from larger areas and, therefore, in greater numbers. Time of travel is also a factor. And finally, our general prosper ity has increased so that more people can own thdr individual transportation. The point la, therefore, that the parking prob lem is not an isolated issue, hut an inti mate part of providing fast, cheap, con venient highway transportation service. In a thorough study of the entire park ing problem, consideration must be given to the whple urban problem of land use. decentralization, blight, and other over-all problems of the urban dilemma. However, the scope of this particular discussion Is confined to means of providing off-street facilities. The two principal concerns are financing and legislation. Let us consider means of financing facilities first There are three general categories into which we may divide the means for pro viding off-street parking facilities: pri vate, privately operated public facilities, and public facilities. The private facility Street and Highway Traffic Section 61 is the one providing parking space to oc cupants of given buildings snd k either given Si an inducement to rent building space or is charged for on a monthly or annual basis. The characteristic of this type of facility is that it Is not open to the general use. The second category, the privately operated public facility is today providing the largest capacity of off-street parking in the downtown districts of cities. Pay ment for these commercial facilities is made in several ways: (a) direct pay ment by motorist; (li) payment by busi ness firms open purchase of goods, or (c) combination of (a) and (b). There are relatively few cities which provide t{*e type of parking listed in the third category, namely, municipal facili ties. Some cities love provided off-street parking as a free municipal service, others finance such lots through parking meter revenue and others operate them on a self-snstabiiog fee basis. these conditions, it might be well for cities to take these plots of ground out of competition forever and provide land scaped open areas fringing the business district and that could be used for parking purposes. Thus, the fee for parking would not need to include high tax costs, but would be confined to improvement and operating costa And, on the theory that the whole city would benefit, a certain pari of the costa might be charged against the general tax levy. The private parking accommodation is generally financed as a part of the busi ness activity to which it is attachedWhetber a fee is charged or not, at least a part of the cost is borne by tbc hotel, department store, office building or other establishment whose business directly benefits. A direct return on tbc invest ment is generally foregone lecaosc of an ticipated increased business generated by the convenience of the parking facility. Therefore, it Is seen that parldog can be provided through private enterprise or Temporary Vm of Land by action of government. In accordance with traditional American custom, it is Public lots privately operated must col probable that private initiative will for the lect fees for parking sufficient to pay the rent (generally about the amount of the most part provide adequately for the off- taoces), operating costs, license and in street parking demand. However, in order to assure proper appearance, adequate surance fees, and a sufficient return to compensate the operator. Unfortunately moat lots of this nature exist only until . operating safeguards, and proper arrangemeat of lots, the profit from reasonable 'such time as the land can more profitably fees may be so limited that government be used for some other purpose and, therefore, are seldom improved or beauti operation would become necessary in the general public interest. fied beyond bare essential needs. Because the lots become available through busi ness failure or some other similar cause, they are not located or arranged in any planned manner for providing the most convenient off-street parking facility. Municipal ownership, on the other hand, offers different opportunities for financing. The land may be city owned through tax delinquency or gift. Or it may be a parcel remaining from some previous public works project. In most cities today there are areas or Cringes around the central business district which are no longer pro ductive of income, particularly under the existing tax burdens. Moreover, it is sot unlikely that examination would show in moot cities that under normal times there is an excess of business floor space. Under Municipal Bsperhmca Interesting experiments in trying to solve the off-street parking problem through the joint effort of business men and by means of municipal operation are described in reports from Los Angeles and Kalamazoo, Michigan. The problems faced in the Los Angeles area and some of the means for working them out were described by Mr. Huber Ear] Smuts, City Planning Director for Los Angeles in a paper delivered in 1940. He stated: "The trend toward the development of new business enterprises, each with its own off-street parking facilities combined with the ever-increasing congestion and reduction of curb parking facilities, has 62 32nd National Safety Congress,, 1943 had a telling effect upon old established business areas. Those businesses most vitally affected by this problem are those located in the Central Business Districts. of a Urge area which it it proposed be deeded to the city and theu operated as a parking lot by the Chamber of Commerce on possibly a lease basis." Confronted with growing inaccessibility, basiness has had to make a choice be Kalasnasao Plan tween two alternatives: either move out of the congested area or stay and fight for its existence. "The cost of fighting has been terrific in most cases and consists largely of either acquiring costly It-nd for thefr own parking facilities or of. validating cus tomer's parking checks from private auto parks at tremendous outlay each year. One concern in our Centra] Business Dis trict paid over $25,000 last year to auto parks for customers' parking checks which they validated, and one concern in Holly wood paid out even a larger stun. It Is estimated that over $1SQ,000 was paid by downtown business men for validated parking checks last year. "A limited inquiry indicates that mer chants who arrange for validation of cus tomer parking on privately owned lots pay more than twice the amount per car paid for customer parking by the mer chant who owns and operates his own lot In Kalamazoo, Michigan, a municipal parking lot of 390 car capacity was opened in the fall of 1939. The cost of purchasing the land, removing buildings, surface treat ing the lot and providing driveways--ap proximately $60,000--was assessed against that property judged to derive the greatest benefits. In reporting upon this venture, City Manager E. S. Clark states: "It must be understood, however, that all of the benefits do not accrue to this assessed district. In determining the dis trict to be assessed, a study wad made by our assessor with a group of twenty-five or more interested citizens. When it was definitely decided whjcli properties should contribute- to the purchase aud develop ment of the lot. then it became necessary to determine In what proportion the vari ous properties should be assessed. With this same aid, the assessor decided that there should be three zones known as A, B, and C, knowing that zone A would "A most unusual method of reducing receive more benefit than zone B because these handicaps to the minimum has been of its location; tbc same would apply to developed in Hollywood by their Cham B and C when the zones were established- ber of Commerce. This 'Hollywood Park ing Plan,* as it is called, involves a uni versal validation scheme enjoyed by all merchants and parking lots who subscribe thereto. "It became apparent that ground area and assessed valuation each played an important part in the attempt to arrive at so equitable assessment, because in some instances we had a high structure "The Chamber of Commerce acts as a with a very small ground area; in other central clearing bouse and sells 5c parking stamps to the merchants who validate parking checks by placing stamps on-the cases there was a large ground area with an inexpensive building. Alter consider able study, the assessor arrived at the de back as purchases over $1.00 are made. cision to place 50 per cent on area and SO The stamps are later redeemed by the per cent on assessed valuation alter first Chamber of Commerce from the parking determining the amount to be asretsad lot operators. Incidentally 627% of all against each zone. shoppers come to Hollywood by private auto, there being off-street parking facil ities for over 25,000 cars adjacent to the shopping areas. "This parking lot was developed pri marily for the business hi a fast dbtuv tegrating area, principally because of the lack of parking accommodations Tbc "Although this scheme is a great im underlying thought of the owners, as well provement over the individual validation as of the city officials, was to stop this method operating in the downtown dis distiotegratiou, increase tbc valuation, and trict, tbc Hollywood Chamber of Com at the same time retard deemtrsfixaturn. merce is now working on a proposition In order to operate this parking lot to for the acquisition by assessment district the best interest of the property owners. Street and Highway Traffic Section who are paying the first cost of property and improvements, there was set up, by resolution of our City Commission, an advisory board to the City Manager--a committee of five property owners hav ing property within the assessed area. "The city and property owners, having the same purpose ia mind, made certain rules for the use of the property; the greater the number of shoppers, the greater the value of the lot. (When I say shoppers, it is my thought that any in dividual who calls on doctor, lawyer, den tist, real estate dealer, etc, is considered to be a shopper.) This committee, with the City Manager, decided that a two-hour parking limit should be established as free, the next hour to be 10 cents and each additional hour 5 cents. We keep three attendants during the hours from 8:30 an. to 6 p.m., the hours between 6 pju. aud 8:30 am. being free. "Ooe year of experience indicates that the income will slightly exceed the cost of attendants. Any other expenses, such as lighting, water, or other maintenance, will have to be borne from taxes. In our case this is justified by the stabilization of property value or increased valuation. Another thing we have found is that less than 15 per cent of the users of this lot pay for parking" Zoning Requirement land in a manufacturing district, on which is conducted any manufacturing use per mitted in the district, there shall be pro vided space for aU the vehicles used di rectly in the conducting of such use and. In addition, there shall be provided space of not less than two hundred (200) square feet for the standing of not less than one vehicle for each two persons employed or intended to be employed on such parcel of* land, together with ingress and egress thereto. If such vehicle standing space is not provided on the same parcel of land on which aacb use is conducted, it shall be provided within a distance of not to exceed four hundred (400) feet from the main entrance to such use, and such vehicle standing space shall be deemed to be required open space on the parcel of land on which the same is located and shall not thereafter be reduced or encroached upon in any manner, except upon approval by the Board of 2onlng Appeals in either of the two following circumstances only: (a) Such space may be reduced by the amount to which other similar space, similarly situated, and sulfject to the same conditions as herein specified for such space in the first place, is provided for the use to which it is appurtenant (b) Such space may be reduced by an amount in proportion to any reduction in the number of persons which can be em ployed on such parcel of land." Another method seeking to provide ade quate off-street parking space both in business districts and residential areas is by means of zoning legislation. A recent amendment to the Arlington County, Vir ginia, Zoning Ordinance provides: "Is* any residential, commercial, or manufacturing district where any lot or plot U used for any one family dwelling, duplex, semi-detached dwelling, apartment house, hotel, or any other single or multiple family use, garage space or vehicle parking space shall be provided on such lot or plot, together with means of Ingress and egress thereto. The garage space or vehicle parking space required chaff be of sufficient area lo accommo date ooe automobile or vehicle for each family unit or apartment contained on such lot or plot "la connection with every parcel of Similar regulations apply to theaters, auditoriums, hospitals or other places where people may congregate in numbers. For several yqart past the Federal Gov ernment through the Public Roads Ad ministration, has recognized the impor tance and interrelationship of terminal facilities and the general street and high way pattern. The Defense Highway Act of 1941 pro vided in Section 11 for the expenditure of Federal funds when matched in statu tory ratio by'the States for the construc tion of off-street parking facilities to relieve congestion on the strategic net work. A condition of Federal participa tion is that the State permanently pro hibit parking within the roadway or street. Also, it must be determined that the Federal funds required for the park ing facilities will be materially less than 64 32nd Naiional Safety Congress, X 943 those required for widening or relocation of the highway, and that substantially as great benefits will result. Anticipated large increases in urban traffic will obriously make It impossible to handle the parking problem at the curb; hence an extensive system . of parking terminals will be a necessary feature of post-war planning and highway transpor tation development. Survey*, plans, ac quisition of land where needed, passage of enabling legislation can be done now in preparation for post-war constructsoo. How is the time to start if we. are to hope to rescue cities Iron their present plight. R-Routfng and Rescheduling By ROBERT A. MITCHELL Transportation Director, Philadelphia MatropoHtan War Transportation Committee, Philadelphia Many decades have passed since the workman lived with bis work, when the source of his livelihood was no more dis tant than so adjacent room, a nearby guild hall or, at most, several squares across a small village. urban areas to incite, and promote their development. Others prefer to avoid this development period, and await the de mands of the populace for transportation service. Some urban routings result as a necessity Stem the routings of adjoining Progressively through the year the suburban areas whereby passenger* are manufacture of goods requiring many delivered \o focal points along the cities* skills, and the centralization of Industrial boundary requiring a network of routes power, have resulted In districts of in throughout the city for their distribution. dustry where all employed therein could, In cities of large areas aa4 densely not find residence. populated centers, lengthy journey* have From this condition we find the de been reduced by construction of elevated velopment of purely residential areas, and subway high speed routes. - some nearby, some quite distant from the source of livelihood. This divorcing of the bed from the bench had its depend ency entirely upon the facility ol traveling between the two, and as transportation improved, the number who relied upon it increased, and distances expanded. Today most cities have very efficient mass trans portation systems. In many cities, competitive transporta tion is still operated on the same or ad jacent sweets; in others the operation and ownership is municipally vested; while in still others, corporate interests The costly construction of street rail lines has ol necessity limited their de velopment to the more thickly populated districts and In recent years supplemental and feeder routes have been developd al most wholly for bus operation. In most all cities, transportation routes, whether street car, bos or high speed, are designated and authorized by mnnidpsl or commonwealth franchises, thus pro tecting both the citizen and the invested interests against indiscriminate and unreli able service. have combined the several routes into one Scheduling operating structure. Whatever form of operation prevails, the obligation persists to provide a ready means of transit over convenient routes where and when re quired, not only for habitual daily traveling between given points, bnt also to provide adequate service for unosual requirements such as mass gatherings, at stadia, amuse ment parks, etc. Some companies have adopted a policy of extending routes into undeveloped sub Some franchises stipulate the running of a car over a route each twenty four hours, to avoid charges of abandonment. So far as 1 know this requirement is the nearest attempt on the part of regulatory bodies to specify the amount of service to be operated--the frequency of service being the problem of the operator, within the bounds of profitable operation. Econ omy of operation is necessary for a transit company to live. In some cases of munic- Street and Highway Traffic Section ipaf operation this is not true and the tory frequency for a 41 passenger bus but taxpayers are catted upoo to make-up the far from adequate for a 21 passenger bus. deficit. The mechanics of scheduling depend The scheduling of efficient services is upon: controlled by four major factors: a--load 1. The standard of service to be sup demand; b--profit to the operator; e-- plied. public reaction, and d--competitive serv 2. The availability of equipment of dif ice. ferent capacities. A contrast of scheduling confronts the operator. Employes of commercial sod industrial centers move in great numbers within a short time bracket, whereas resi dents of sparsely settled areas move in small number* over many hours. The riding public however, expects service to be available when they want to ride. The 3. The availability of manpower. 4. Labor's requirements for minimum day*# earnings. 5. Direction and volume of travel at nuuomnin load points along routes for week days and for Saturdays, Sundays and holidays. result- is that during the greater pari of For lines of heavy travel, different the day, the minimum of service provided schedules are usually provided for week is considerably more than adequate, while day, Saturday and possibly several alter for a relatively short period the maximum nate schedules for Sunday. The particular operable service iu ofttixnes inadequate, Sunday schedule operated being depend and not always comfortable. In suburban ent upon weather and public attractions. areas, a 15 or 20 minute schedule de pendably operated, as accepted by the rid ing public, whereas people in congested areas expect a 2 or 3 minute service. The utopia of transportation officials' dreams, a pay load on every vehicle on every trip, is impossible of realization. It Is - only hoped the public will be satis factorily served by a sufficiency of service that will assume a profit to the operator. While transportation rights lie with vested authority, the voice of the public Is often beard, and the fewer appeals to this body, the happier the operator. Furthermore, different schedules for summer and winter are usually prepared, to provide for seasonal load fluctuation*. To maintain the standard of service provided by these schedules, constant vigilance must be exercised to promptly recognise or anticipate change* of de mand. Also an adopted schedule must be closely followed else loads will be un evenly distributed. Street supervisors can do much to help; periodic passenger counts and trainmen's way bill inspection* also give indications of adherence to standard*. Authority should tie with the Therefore it behooves the operator to (treat man to short cut routes or to order provide a service with reasonable fre into service additional unscheduled ve quency. hicles, termed '`wildcats" or strippers. Frequent Service Necessary In pre-war days, the nemesis of the public carrier was the private automobile, in numerous localities steam or electric railroads offer a more refined service at commutation rates that are seriously com petitive for limited destinations. To com bat these a frequency of service bad to be offered that influenced rather than dis couraged public transit patronage. Frequency and adequacy of service are not necessarily- synonymous but they are controllable to a certain extent by vehicles of different capacities. A seven minute headway may be quite a satisfac These items have become common practice of street transportation operation and by their practice, service reached s high degree of efficiency. * Then came the war. It should hardly be necessary to review here the many changes that ensued--the mighty increase in- industry, the influx of workers to metropolitan centers, the hous ing shortage that put two or three fami lies into single homes, the shrinkage of private passenger car usage, the roundthe-clock working schedules, the dearth of new vehicles and replacement parts, the diversion of manpower from so caMcd 32nd National Safety Congress, 1943 unessential to essential jobs (or for higher earnings), the drdilation of surplus earn ing--shoppers, travelers, etc.,--all mate rially adding to the problems of transit operation. , manpower. A great deal of credit is doc the public utility commissions who have cooperated wholeheartedly in approving these emergency changes. V A large percentage of the vehicles New Transit Demands operating over long routes are being . The location of new ia'dastries In many cases was determined by available ground, by railroad freight facilities, and by raw material and power supply sources, rather than by availability of labor or housing or facility of transportation. The flcxibility of bus operation probably lessened worries of moving labor but failed : con sider a limitation to the supply or ;';e*e vehicles. For outlying new plants, the private auto was expected to carry the load. (This was before rubber shortage and gasoline rationing discouraged their fullest use.) Also many workers were turned back before reaching the end of the line with a less frequently scheduled shuttle service provided on the lighter ends. This permits the maintenance of a more frequent schedule where the load is heavier while Inconveniencing only a small percentage of the passengers. As a rule this is only done during morning and afternoon peak periods and appruorfmately half of the vehicles ars short-cut with the others going the entire Approximately 1,000 vehicles and 17}4 million vehicle miles annually are being saved by this procedure. without autos and car pooling was not 2. In larger mnodpali^es, the peak 'always Satisfactory. loads on some routes do not coincide with Then transit companies were called upon to provide service. Without a sur plus of vehicles and onable to procure more and beset by mechanical failures and manpower shortages, the operators were faced with a serious problem. Not only those on others. Where this condition exists vehicles can be interchanged from one route to the other. Such relief be obtained in many localities If they would adopt a program of "staggered" boors amoog the businesses and industries were the many long established routes on certain transit routes so as to allow overtaxed by increased loads, but also this interchange of equipment the operators were required to provide 3. A well designed "staggered" hour new service. program can do a great deal towards im ODT officials early in the war recog proving scheduling ODT says that It has nized the serious situation faced by tran saved 5,000 vehicles and 22 mOHon vehicle sit companies and with the advice of rep miles annually. An extremely high peak resentative transit officials developed a load requires the use of all available program containing about a dozen things equipment for only a short period of time. that could be done with the help of local If this load can be spread over a period communities to alleviate the situation. of time long enough to allow the use of One of the most effective of these was each piece of equipment at least twice, the '`staggering** of working hours. Elim then approximately one half the number ination of unnecessary stops, re-routing of vehicles win be able to carry the and re-scbadnUug were other suggestions same amount of traffic On the other in the program designed to increase the hand, an around the clock "staggered" efficiency of the transit system. A recent hour program which produces a heavy ODT report states this program is con load approximately twenty-four hours a serving nearly 200 million bus miles an day (and this is the case to several dries} nually and added equivalent of 14,500 creates a traffic maintenance problem. street cars. The vehicle* have to be in use so often Tricks for Saving Idles that no time 1* found to garage them for repairs and maintenance. The routing and scheduling of transit equipment encompasses many tricks of the trade which are being used to make up for the lack of sufficient equipment and The new "staggered" hour program in Philadelphia reduces the 5 P. M. peak load by 56 per cent, placing part of it at 4:30 P. M. and part of it at 5:45 P. M. Street and Highway Traffic Section 67 Since the average route is covered in about one hour this allows the vehicles carrying die early load to return and pick up the later load. Foil compliance with this program will permit 75 vehicles to carry the passenger load now requiring 746 vehicles. Some of the 71 vehicles saved can be continued on the central , district routes to reduce the load per vehide and others can be placed on other congested routes serving war industries. Direct Service 4. Direct service by bus and street cars to rohtes serving industrial areas is an other effective way of providing better transportation service with the minimum use of equipment Special bus and rail set vices are provided from a number of locations in the city, where workers can concentrate, to the terminal of the main route during the hours workers are going to these industries or returning home. As an example, trolley route No. 37 from Philadelphia transports thousands of workers to and from large war plants m Chester, Penn. From its terminal in PfcOadelph^. special buses and trolley routes fan oat to five locations in populous of the city to give special service for employes of these plants living In those areas. This practice b similar to that followed for many years to provide service to the terminals of high speed rail lines and rail roads. 5. Altering the interior of vehicles to enable them to accommodate more pas sengers has been tried. This may seem wwwitt to routing or scheduling, but any thing which changes the load factor will affect the number of vehides and thus alter tb^schedule. All of you are familiar with the "standsit" seats tried out in the street cam in Washington, D. C. Apparently they did not meet with public approval. The capacity of subway cars in Philadel phia was considerably increased, however, by the removal and adjustment of some of the seats so as to permit more room for standees. Conservation The scarcity -of gasoline and rubber has also necessitated certain changes io rout ing and scheduling. In general, this called for the removal of all bus lines paralleling rail service or serving the same area and concentrating as much traffic as possible on rail lines which are more economical to operate. The curtailment of nonessential or duplicating services is ac counting for a conservation of 58 raillioo vehicle miles annually and more thin 1.200 vehicles. This, of course decreased the headways for the rail tines assuming the increased traffic and necessitated a change in schedules. No doubt, transit companies have in augurated a number of plans to conserve gasoline and tires, such as more fre quent and careful maintenance of .tires and engine parts, more extensive \ aiding of chauffeurs, garaging of ec. ent nearer to the route, and the substitution of equipment. A considerable amount of gasoline and rubber was saved in Philadelphia by the two latter methods. Sizeable lots were obtained near the terminal of bus routes and except during extreme winter weather,' the buses not in ate during off-peak hours were stored on these lots until they were needed. This saved running them to and from a regular car barn or garage which probably was some distance away. The elimination of has routes duplicat ing other services, produced a surplus of buses many of which were extremely old, using a great deal of gasoline and re quiring extra heavy tires. The newer and lighter buses were selected from the groups and substituted for the older buses oo the routes remaining In operation, thus saving considerable gasoline and rubber and reducing the maintenance problem. Re-routing and re-scheduling are not original policies put in effect to correct transportation problems brought on by war conditions. They are the measures adopted by transit operating divisions to meet these demands, such as changes in traffic, equipment and manpower. The actual mechanics of re-routing aod re-scheduling is a job for transit officials and they need no help from the public or public officials. Our part in the program consists only of malting plans for a more efficient distribution of the passenger load and seeing that these plans are supported by the public. 68 32nd National Safety Congress, 1943 THURSDAY MORNING SESSION October 7. 1943 Group S--lion on Public Safety Kdacatkm Traffic Education Association Tbc Public SAiety Education croup held an onanuatioo meeting on Thursday moraine lo form a permanent aaioctatioo, to be known as the "Traffic Education The officers aod directors of this newly ' formed "Traffic Education Association** are as follows: Association." W. Burke Smith of Con President--W. Burke Smith, Hartford, necticut . presided aod served as acting Connecticut. chairman while complete and detailed dis cussion was carried on and a constitution Vice President--Charles D. Vlbberts, was adopted. * Portland, Oregon. The declared intention of the organiza tion was for "the advancement of traffic safety through the dissemination of fac tual traffic safety information, the inter* change of ideas between members and the establishment of a central point of refer* ence and union for its members.** The idea for such an association had been discussed at the public education sessions of the 1942 Congress and a tem porary secretary had been appointed and asked to draw op an appropriate consti tution. The association will be national in scope and will not be particularly affiliated with any organisation in the field of safety. Secretary-Treasurer--Mrs. Elinor Klrwan. National Safety Council, Chicago. Dnclori; George Lowe, Pennsylvania; M. L Wilkcra, New Hampshire; Barney O'Donnell, Ohio; Sidney King, Oregon; Leo Welch, New Jersey; Anne Sltriner, Utah; W. A. Huggins, California: Bert L. Woodcock, Iowa; aod Hal BourUnd, New York. The public safety education sessions bad attendance at all sessions this year far in excess of anything that had bccQ con templated and there it. much enthusiasm for accelerated public safety education programs an the future. THURSDAY AFTERNOON SESSION October 7, 1943 Gtocnl Swoon Summary oi tb Section's AcfisifiM Ifeport PnMnfed-hy HARVKY D. BOOTH Secretary, Street and Highway Traffic Section This report of the activity and plans of the Section and its several committees can touch only the high spots, but will acquaint you with the overall program which has beep carried out during the year now ending, and also give you some indication of tbc work ahead. 1. An activity of importance affecting all committees is the plan for package programs to be prepared for community safety councils and other groups. Prac tically all committees will have an imme diate job in this respect, and at the execu tive committee meeting this morning the Street and Highway Traffic Section 69 need for speed in the preparation of such prepared from data obtained through th materials and programs detailing step-by- study. step use of them was emphasised. These programs will deal with such subjects as pedestrian safety, bicycle safety, intoxica tion and chemical tests, traffic courts, etc. 6. The Group Committee on Traffic Safety Eogiucaring has cooperated in tbc study by the Project Committee on Dimout Traffic Safety, and in developing 2. Report of the Standing Committee features of the Congress program. They on annual Congress Program. The pres will have especially important tasks next ent Congress is the one best report of the year iu cooperation with the Committee Committee which has functioned under on Post-War Traffic Safety Planning, Walter Martin's guadaocc during the past since traffic planuiag is one of the essen few months. Burtom Marsh, your chair tial functions of the traffic engineer'* job. man for the next year, can be counted on to give J99U the very best possible. 7. The possibility of reorganizing the X The Standing Committee on Traffic Accident Records, furthering the work started by the Connd) an 19124, has beca developing plans for the wider nse of acci dent records ie selective enforcement, and this project will be continued. 4, The Group Committee of City and State FoBcc fans taken the initiative in de veloping the program of their own gtoup for the Congress; and they have had exrrBcul wninei throughout the three days Group Committee on Public Safety Edu cation is being considered. There is the possibility that this committee may be of value in coordinating promotional activi ties of the various committees of the Section, aud the Executive Committee authorized Geucral Chairman Graham Cole to study the functions and possi bilities of the committee and determine whether or not to set up such committee for the next year. of tbc Congress. The Committee is ex 8. The Study-Promotion Committee on pected to do another good job in advising Pedestrian aud Bicycle Safety has been on materials for the package program, as cooperating with the Armed Services on well as tbc regular Congress program and the promotion of safe walking among promotion of attendance Job. members of the Services on leave, and a 5. The Group Committee on Traffic Courts has made phenomenal growth dar ing the year. Close and effective coopera tion with the American Bar Association and various local bar groups has been a definite activity. Ten traffic court con ferences or important participation ha other bar conventions have been held during the past year, ludnding meetings in Omaha, Memphis, Houstoo, Illinois State Bar Convention, Minneapolis, Los Angeles, San Francisco, Portland, Seattle, and Cleveland, lu addition, there has been participation in several State Bar Con ventions and in more than a dozen local groups and areas by Jim Economos aod other officials of the Junior Bar Confer ence, in close cooperation with our com mittee. The Committee has mapped plans for a considerable number of traffic court conferences during the next year, in which they expect to have the continued co operation of the organized bar. A com prehensive study of the participation of prosecutors in the trial of traffic cases is now under way, and a report will be leaflet for (be Army has beeu printed and is being distributed in quantity to the Sixth Service Command. One of the main problems now Is tbc tangle of pedestrian laws aud a subcommittee has been authorized to deal with specific changes needed--recognising that there can be no solution of the pedestrian accident prob lem without enforcement. Also authorized, was a sub-committee ou promotion which will work cio&cly with the American Automobile Association in getting adop tion of the proposed uniform pedestrian ordinances when they have been prepared. Another project planned is a study of just what is happening in accidents to chil dren in various communities. The acute shortage of batteries for bicycle lights is creating a serious problem both among WV workers and students -who have to use that type of transportation daring the hours of darkness; The Committee has adopted a resolution calling upon the War Production Board to make more batteries available; and through channels which will insure their getting into the hands oi 70 32nd National Safety Congress, 1943 thou wbo need them for eucntul pur- of the Executive Committee. The one on pose*. dlmotit traffic safety is now preparing a 9. The Study*Promotion Committee on final report and will be discharged: when Tests for Inloxfotion has a very heavy this is done. The complete report program ahead, u the following schedule review dimout conditions, present acci indicates: (a) A legislative program, with dent experience before and after dmtoutx recommended bills, to be prepared and were inaugurated hi representative areas adoptiou promoted at next sessions of on both coasts, discuss the general effects various state legislatures, (b) Much cm* of dJmouU on traffic accidents, and rec pbasis will be given to public education ommend to officials, drivers and pedes phases of the work, with particular co trians measures for preventing accidents operation in developing the package pro under dimout conditions. Edgar Fr Copell, gram. (c) Completion of the manual on State Traffic Engineer of Massachusetts, chemical tests has been delayed because has been chairman of this project, com some of the medical experts who had mittee. chapter assignments for the manual have entered the Armed Services, but as much as possible will be done so that at may be available soon after the war cods, (d) The Committee will also cooperate on specific projects in cooperation with the Committee on Post-War Traffic Safety Planning. 13. The other project committee wa> tbc ooe on post-war traffic safety plan ning. This was set up as an interim com mittee to explore the problem and see what could be developed. An excellent jpb was done under the leadership of W. Graham Cole, who served as chairman of the interim committee, and the Execu 10. The Study Promotion Committee tive Committee lias authorized full steam on Winter Driving Hazards has produced ahead on what gives promise to be one a number of publications on winter road maintenance. One was a booklet by that title oi which 7300 copies were distrib of the outstanding undertakings of the Street and Highway Traffic Section. Act ing on the recommendation of the interim uted in the snow belt. A six-page leaflet. committee, the executive committee has If Yon Drive Tins Winter," was pre authorized a special study committee on pared and 226JOOO copies were distributed. post-war traffic safety planning. This will Wide nse baa been made of tbc radio, he a programming and coordinating com newspapers, and periodicals. A number of mittee, to supplement but not duplicate new publications are now being prepared the work of present committees, and to and every attempt will be made to meet give some Suggested coordination to the the need for safeguards against winter plans of other associations and groups accident hazards which are greater now which may care to cooperate with this than ever before. 11. Ooe of the most active committees of the Section was the one winch the committee of the Street and Highway Traffic Section. 14. Plans are being made for recom Executive Committee authorised one year mendations by tbc executive commity% ago--that on Special Enforcement Prob lems. More than 4300 copies of a special report outlining various problems was on new sonod-slidefilnis which are needed. Films considered briefly by the executive committee are on tlie following subjects: prepared and distrdmted. There was wide promotion of newspaper and magazine publicity on special enforcement prob lems. Information concerning the proper use of the Manning Table and the Re placement Schedule was sent to chiefs of all state enforcement agencies and to all chiefs of police in cams over IOOjOOO population. Other similar projects are to te studied during the months ahead. a. A film on safe driving and walking practices, including rules of tbc road, pedestrian rules, etc., suitable for use in violators* schools and for general traffic safety. b. A film oti accident records, which would promote the collection of acci dent reports, proper filing, and uses in selective enforcement, engineering and educational programs. 12. Two project committees were set up during the year, under authorization c. A film on preventive maintenance, since it will be a long time before . Street and Highway Traffic Section 71 new cars will be available, even should the war end immediately. <L A film on traffic enforcement, which would stimulate departments to higher standards, and through acr quainting the public with the rami fications of traffic law enforcement obtain better public support. More complete descriptions are to be submitted to the executive committee by letter, after which selection of three to be produced will be made. 15. Two important new policies were announced by Ur. Cole to tBe executive committee, which especially apply to the personnel of committees of the section. These are: a No one shall serve as chairman of more then oue regular committee at a time. h. Excessive duplication of assignment of members of the Section to several committees is to be avoided, and w31 probably be developed ioto a plan whereby no one member of the Sec tion shall he appointed to more than two committees. 16. Consideration is being given to plans which should ultimately greatly expand the scope and usefulness of the natural groups of the Section. 1 refer to police and traffic courts, and possibly to en gineers and public safety education groups. Briefly, a study will be made of tbe possibility of creating sub-sections or major divisions of the section, which would function practically autonomously under their own executive committee, with proper representation of each divi sion on the executive committee of the section. -Police and the traffic court groups are particularly interested to the possi bilities which this bolds out to them for greatly expanding their program and effectiveness. 17. It was repeatedly emphasized by the members of the executive committee this morning--and I should say that this was one of the most largely attended meetings tbe committee has ever held--that there is much work to do in the months ahead in the field of traffic safety, and everyone should go from this Congress ready and witling to do the best job ever. THURSDAY AFTERNOON SESSION October 7, 1943 Group Sirring lor City and Stott Police Post-War Traffic Enforcement Planning By POSTER It XUNZ 8pcciil Agent, Federal Bureau of Invastigation, Department of Justice, Washington, D. C. A Panel Discussion % * The Federal Bureau of Investigation has become interested in traffic law en forcement because its officials recognized that through the National Police Academy a contribution could be made to this field. The FBI bas availed itself of every opportunity to be of assistance to local law enforcement agencies, because it is realized that only through mutual co operation and assistance will the stand ards of law enforcement, as a whole, be raised to the level ft justifies and require* The National Police Academy is' one of the cooperative functioos instituted by the FBI to accomplish this purpose. The Academy was organized in 1935 to pro vide training for representatives of gov ernmental law enforcement agencies. It is now in its twenty-third session and upon the completion of this session more 72 32nd National Safety Congress, 1943 than 800 tclecttd law Mforcoatnt officer* representing every stele m the onion and man/ foreign agencies will have received training through its facilities. The need for trained enforcement officers now, as well as for the immediate post-war period, has been recognized by the Bureau and the program of the National Police Academy has been continued without any deterring effect by the war. Some of the officers wbo attend are administrative officials ia their respective departments. Others are high ranking officers with administrative duties. These men require the broadest type of training in all pfiases of law enforcement. Since traffic enforcement is one important ad ministrative duty, it is essential that they bare an understanding of the problems encountered in this branch of enforcement work. of practical experience in traffic work. In addition, visiting lecturers are still called upon to discuss special phases of lbs work ia arhich they specialize or are most iateresled. Besides the three works allotted to techoicaJ traffic subjects, approximately six additional weeks are devoted to sub jects which are directly applicable to traffic wmh and would normally be In cluded in a school specifically for traffic safety mud enforcement. Some of these subjects arc administration and organiza tion, police records, personnel problems and public' relations, public speaking, photography, testimony and court room behavior, report writing and dictation; first aid, nse of the Laboratory, and others. The course attempts to promote the Many of the other officers arc engaged ehlter wholly or part-time an traffic en forcement. To these men instruction in traffic safety and enforcement is particu larly necessary and Important hrrause it is their every-day job. All of those who attend the Academy are ripened to ooodnet short cocuacs of instruction for the ocher memhers of their departments when they setuns. Since traffic enforcement ewgiriif sack a large portion of present enforcement activities hi many dguteem, it is essential that these men buna a back ground and wanduhr for this work. Is view of those facte, tele barn don was at an --rip date indndsg -- a regular com iu ffiw cadadte d the National Police Aafsay^bjlp early anrrpteoce of traffic safety as a probes* riou equally important to criminal and other branches of law mlrrwmfrt. It aims to develop an appreciation among all officers for the problems involved in this work, and provides nfidot* infor mation on procedures and lucfuriq-- to iutelligeotly approach these problems. Post-war plans are befog Bade to ex pand the present program by first ancreashf the number of men to receive training and secondly extruding and found* nine the traffic course. Present pfins are also under way to imp-- the com-- by pro viding charts, dhxstratious, and rshfluts which riO he used -- i isml aids In accompgay lectures on the various Bbjtcte Staple accident reporting and fifing sys tems wiD he organized; field equip--I for --Wei surveys, special --fits and accident jniirtlgs rinus are bong nnlsclsd as gaunt tecM-- bsfsrr the Acadmuy. Dari-- the h-- w ad wniait three full and* of --fr have born, devoted trriwinljr -- traffic rrfrfy ami enforce* irrnf AH branch-- of da Said are cov ered by the itpahr traffic instructors who for forinictinnal and dfapfcy purposes: a sample library to foduda i--VitVn. bocks, pamphlets, etc, co traffic safety work Is being cowpkf. With the --e of these end other fordities it is hefieved that the coarse wfil prove -- he of mmv fetes--t and value to the-- who --send the Academy. Commercial Vehicle Section Officer* 1942-1943 General CAowuuns--W. F. Buowx, Safety Eng., Consolidated Edison Co. of N. Y., lac., New York, N. Y. yice-Ckairmom--James G. Haydun, Dir. of Conservation, Associated Transport, Inc^ Char lotte. N. C H. D. Sasxmx, Safety Dir., Auto Owners Insurance Co., Lansing, Mich. W. R. Surra, Mgr., Personnel and Insurance. Scott Bros, Inc, Philadelphia, Pa. Seartary Rtrrua G. Jastcx, Fleet Safety Eng., National Safety Cooncfl, Inc, Chicago, ifodmitf Committee Chairman--J. L Wehmeyss, Safety Eng., Wayne County Rood Commiurfooers, Detroit, Mich. Program Committee Chairman--Amos E. Nkyhakt, Administrative Head, Safety Dept., The Pennsylvania State College, Slate College, Pa. Executive Committee at Large-- A. C Caimwill, Buyer, Uale-HalseQ Col, McAlcstcr, Okla. Sloax Cun--, Safety Dir, Southwest Ice ft Dairy Products Co., Oklahoma City, Okla. H. S. Coax, Asst SupL, The Evening Star Newspaper Col, Washington, D. C Joint A. Easuuc, Dir. of Safety and Personnel, CHion Transportation Co^ Green Bay. WU. William L Fuooir, Safety Dir, Fred Olson ft Sou Motor Service Go., Qucago. UL Kjcsuith JL Fnu; Safety Eng.. Consolidated Freightwaya, Inc, Portland, Oregon. William Gbavt, Mgr., Dept, of Safety and Personnel, Pennsylvania Greyhound Lines, Cleveland, Ohio. R. C Havkk, Safely Rag., Continental Baking Go, New York, N. Y. *T. B. Jokusom, Mgr., Delivery Div.. Marahall Field ft Col, Chicago, 111. EL J. Joints, Traffic Mgr., Automobile Shippers, Inc., Detroit, Mich. HL H. Kclly. Chief, Allocation Section, Div. of Motor Transport, Office of Defense Transportation, Washington, D, C J. W. Lea, Safety Eng, Atlantic Refining Ga, Philadelphia, Pa. Dl M. HrflACPW, Dir., Traffic and Safety Bureau, Liberty Mutual Insurance Go . W. Dl Mcianr, Safety Dir., The Mason 9t Dixon Lines, Inc. Kingsport, Torn. C_ G. fiariv, Ja, Mgr., Div. of Operations, American Trucking Associations, Inc, W, ft, Sana. Mgr, Fmoosd and Insurance; Stott Bros^ Inc., Philadelphia, Fa. fi--V R. Serna, Safety Dir, Dairyland, Inc, Bay City, Texas. E (X Than, Safety Dir, United Pacific Insurance Co, Tacoma, Wash. 73 74 32nd National Safety Congress, 3943 Officers 1943-1944+ General Chairman-- W. F. Bnowir. Sifdj Emiutu, Consolidated Edison Ox of N. Y4 Inrinf PI. New York 3, N. Y. Vice Chairmen^-]aues G. Haydsn, Dir. of Conservation Assd. Transport Inc. 1001 S. Clarkson St. Charlotte, N. C H. D. Scmejte*. Safety Dir., Motor Veh. Dhr. Auto Owners Insurance Co. 615 N. Capitol Avenue, Lansing 3, Midi W. Rax. Smith, Manager. Personnel & Insurance, Scott Bros., Inc. 1000 S. Broad St, Phil*-, Pa. Secretory--JouK A. Ebeukc, Dir. of Safety and Personnel, Olson Transp. Co- Green Bay, Wise. Membership Committee Chairman--J. L. Wshmeyie, En of Safety & Traffic, Wayne County Road Conun., 3800 Barium Tower, Detroit 26, Mich. Program Comtnitt*e Chairman--Amos E. NtntAir, Adm. Head, Inal of Public Safety, Pennsylvania State College, State College, Pa. Executive Committee at Large--Sum* Cbohis, Safety Eng. Southwest Ice 8c Dairy Prod. Co. 2807 1st Nat. Bank Bldg., Oklahoma City, Okla. HL S. Cwi, Asst. Supt. The Evening Star Newspaper Co. 1101 Pcana. Avc. Washington, D. C fAa clcccd by the delegate* >a Coogress KitMa- Commercial Vehicle Section TUESDAY EVENING SESSION October 5, 1943 Woman In Transportation Panel Discutim (Reported under Stract and Highway Traffic Section) WEDNESDAY MORNING SESSION, October 6, 1943 Presiding: John A E*u*c. director of Safer, and Ptrtonnd. OUon Transportation Co., Green Bay, Wis. Wartime Driver Training Techniques By WILLIAM L FRIGON Director, Safety end Training, Fred CHaoa and Sou Motor Service Co., Cfamago At this time, we in the trucking indus try find eondvet faced with a shortage of truck drivers. At least we claim we do. For this reason, if for no other, we must unite our efforts 2a developing a pro* gram whereby men can be taken from non-essential industries and trained in a short period of time to become efficient operators for our motor vehicles. Knowing we would be confronted with this problem, we at Fred Olson and Son Motor Service knew h was necessary to institute a simplified form of training pro gram, fundamentally attempting to achlcw tvo tUaga: drat. the reduction of accidents and, second, lowering of main tenance costs, which, if achieved, would automatically raise oar productivity. One of the main things to remember in any training program is that if you wish suc cess yoa have to have the backing of management, and when I say "manage ment**. I have foond that docs not mean the president of the company or the vice president only. It means every terminal manager, supervisor, superintendent, etc. Developing Supervisors We gradually formed a plan for de veloping drivers by using driver super visors. These men arc former drivers with good records who arc taken from the ranks and given extensive training la job instructor methods. A free service U being given by the government which Is not being made use of properly. A lot of people in our business take job instructor training in this manner: Well, anybody can learn how to make ait underwriter's knot after being shown a few times. That isn't what they have in mind. What they are trying to point out are the methods of teaching and that is what we should go after. In the course of the supervisors* training, thay were Impressed with the fact that they were to he initmeton, and that they had to know a great deal about the subjects which they were going to teach. They were told that instructions given by them had to be made as effective as possible so that the students would gain the information easily, retain It and be come skillfuL The instructors were given job break down guides. That Is another place where we have gone into government training which is free to the public. We saw where they had a good point and we made use of it. This job breakdown guide Is designed to save trouble by oathnging subjects and 76 32nd National Safety Congress, 1943 methods of instruction which have proved effective, and by giving hints which will aid in presenting each subject in logical sequence in an cssy-to-understand and effective manner. This guide was not made up of a number of rules. It contained many standard procedures and many suggested procedures. In numerous places, charts, diagrams and photographs had been in serted for the guidance of the instructor in covering a particular subject. The In structors were taught that even though they knew their subjects well, before each lesson they should assure themselves that iasm in the best of operation and adds to bis interest in conservation of Ms equipment, which consequently tends to reduce maintenance costs and lower aces' dent frequency. This individual training of drivers tends to raise their productivity, improves driver relations with the com pany, customers, union, and the general public. The training program is devoted to both old <and new employees, and includes work in the yard and on the street under the supervision of tbe supervisor. they knew their subject by referring to the hum views and Aptitude Teets job breakdown guide and any other teat Prospective applicants are given a brief when necessary. interview by the terminal manager hi We made it a point to establish a li brary. This was done after I had been down at Pennsylvania State and I had seen the nice library that Mr. Neyfaart has down there. He has a lot of litera ture put out by the government on driver selection and traintug. and so on, and I saw where ft could be made eery useful order to enable him to determine whether or not the applicant comes within the requirements of state and Interstate Com merce regulation*. The terminal manager is furnished a prepared list of questions on ICC regulations and uechanirat knowledge to aid him in determining how much experience the applicant has had. and we established the same tiling in The physical and mental condition of oor own place In a small way. We never drivers largely determines whether or mot could catch up with his Gbrnry there. they are likely to become invulied m The instructors were taught that when teaching they might occasionally get caught on a point about which they were not sure. In such a case they were in structed not to answer, but to tell the party asking the question that they did' not know but they would find out, then to Aq4 out and convey the answer back to the party in question. accidents. It is reported that in nine out of every ten motor vehicle accidents, fatal and noa-fataL the driver and uot the ma chine was at fault * Individuals vary widely in physical and mental abilities. There arc some so poor in abilities re lated to safe and skillful driving that it is advisable to eliminate them as commercial vehicle*drivers.' Steps are taken to weed out such individuals before time and Brief of Plan We have found that the plan of super* visor instructors works best when *osing one supervisor for not more than twentyfive drivers. As you will see later on In our plan, this gives him more flexibility in getting around to his men. This plan involves working with and testing the driver behind the wheel and in the office to determine the weakness of the driver so that corrective measures can be taken. The method is impartial and digs into the driver's abflity to handle the truck skillfully and safely. The procedure lends itself to reeducation and training of old drivers The routine arouses the driver's enthus effort are expended to train them to drive oor vehicles and before they have had an opportunity to illustrate their ineptitude at the cost of valuable equipment and vital manpower. Knowing that 10 per cent of all fatal traffic accidents are caused by drivers who have some physical defect, all applicants are given a battery of apti tude tests. The aptitude tests, considered to he the most significant for tbe selection of drivers, are as follows: Test of visual acuity this test Is to insure that no one is selected for train ing who is unable to see dearly enough for tbe safe and efficient operation of a vehicle. Test of side vision--this test is to determine how well the individual can see Commercial Vehicle Section 77 from cither side while looking straight ahead. Good side vision is particularly important in driving through intersections to see whether or not tbe driver can judge distances properly, angle parking, driving through narrow alleys, proper turning of and passing other vehicles or objects. comers, backing without riding of clutch, Poor side vision is generally indicative and judging distance both backward and of more or less serious eye disorders. Test of driver information--this test is to provide information concerning each man's knowledge of driving principle* and practices. This knowledge reflects to some extent the individual's skill in the field. Test of color vision--a comparatively sample test may be given to determine color blindness. A pile of red, yellow, green, bine and orange pieces of cord can be mixed together. The subject can be required to pick out and separate into two piles tbe red and gTcen pieces. For tunately. a person who is red-green color blind can usually distinguish between red and green colors, but they may appear to him as different shades of gray. Conse quently, an individual who is red-green color blind ts not greatly handicapped in forward. These tests are worthless unless you set them around your own operation. We will take, for instance, backing in a narrow alley. If your city has alleys which are ten feet wide, it would be very foolish to give the man tests in au area of eleven feet width. You have to set these tests up around your own operation. We have found that the best way to find what is needed in the operation is to go back to our accident records and check ou them and from them build up our little test in the yards. Exercises of this type when used on prospective appli cants should take approximately one-half hour, daring which time the experienced supervisor should be able to determine from tbe exercises how much time is necessary to bring tbe prospective appli cant up to our standards. his driving, particularly if be is aware of the condition and makes it a point to Stood Tests watch carefully the actions of other motor If the yard test is satisfactory, the appli vehicle operators and learns the relative cant is given a road test, which is a route position of red and green traffic lights in which takes one-half boor to cover and various^ localities. We are very careful in a case of that type to keep drivers who are color blind In that manner in a certain locality. We will not let that man travel from city to city. We win keep him within boundaries. Testa of nigbt vision--Tests indicate that the usual test of clearness of vision (visual* acuity) is not necessarily an injfication of how well a person can see in the dark. If a man evidences some degree of night blindness and his eyes are not diseased,. he may still become an expert, all-around driver. Vitamin A tablets may correct his condition within a few days. Food, such as carrots, butter, eggs, and spinach are rich in vitamin A and can be very beneficial in curing night blind ness. Yard Rxrcisss which takes in as many traffic conditions as the applicant encounters during a day's work. By this I mean driving over over passes, making right and left turns, ap proaching stoplights, etc. This road test is set up on a set course, so that the super visor who b making the test has a set score sheet alongside of him, on which he can mark off* items on which the man may err. This test consists of both dense traffic and opes road conditions. Tbe supervisor reports back to the terminal manager, giving him his find ings as to tbe weaknesses of the man. and if it is decided that the applicant is to be employed, he is drilled on those weaknesses which were noticed by tbe supervisor during the original set of ex ercises. On the other hand, if the appli cant proves to be an experienced driver, he Is ghren a trial run either in the city The applicant is then given a series of yard exercises, which consist of tests to determine his skill in backing from vari ous positions, parking of trucks alongside of curbings, driving alongside of curbings or on the highway, whichever division he is to work in, at which time the super visor accompanies him on the trip, in structing him of various hazards en route, such as bad crossings and comers, and 78 32nd National Safety Congress, 194S watches for further weaknesses in the driver. After the trial run, the super* visor -has the driver report for work to what we call our vestibule school. Vestibule School The vestibule school, as spoken of ia our program, does not consist of any specific room or spot, but covers blackhoard work in the office on small items, actual demonstrations in the mechanical and body shop, on the dock, and in the parking lots. For example, the shorten ing of voltage regulators on generators is demonstrated step by step according to the approved job instructor training method as taught by the Training Within Industry program, mainly to prepare the worker, present the operation, try out performance, and follow up. The supervisors maintain a time table, which shows each subject which is cov ered by the applicant, estimating before hand when each subject is to be com pleted. By subjects we mean that each individual job is broken down so that U may be taught in the foor-step method, and the supervisor teaches with these breakdowns. For example, mechanical knowledge, such as ignition, is taught through the use of charts but is explained to the driver, step by step, by the super visor. If the student covers each hem without a failure, he is released for a second trial trip, and if found satisfactory,is released as a driver. The second trial trip takes place on the afternoon of the fourth day, providing there have been no delays due to weaknesses which had to be overcome. This time includes tbe actual time taken by tbe applicant for physical examinations and induction. Follow-Up and Control Prior to the applicant's being, released for the final trip, the manager has a meet ing with the new employee regarding the company** safety program and awards and grounds for discharge. The super visor in charge of the driver during the training period follows up the driver in question pot later than one week after his being released by spending a lull day with him to see whether or not the man should be brought in for farther instruc tions. This follow-up method is continued during tbe first six months of employ- meat with a follow-up check at least once m each thirty-day period, after which time h is placed ia tbe category of an old driver and contacted once each sixty days. In orde? to secure a control over the drivers on subjects taught, the supervisors have certain duties to perform for each department, the mechanical, operaboos aad safety departments. These duties consist of checks on care of equipment by the drivers to increase conservation, riding wttU^.drivers to help increase pro ductivity, and patrolling of streets and highways to increase efficiency by watch ing for delays and lost time, and to aid the driver when help Is needed. The supervisors arc instructed that when observing drivers who arc not complying with rules and regulations of the company, they should attanpt to straighten oat the matter iknacjies on first offenses without bringing it to tbe attention of the office, as they themselves are the ones who trained these men, and if they find it necessary to report the matter to tbe office, it is an admission of defeat on their part, doe to the fact that tbe company's stand is that it is weB to remember that all discipline and punish, meat are admissions of defeat. If a man must be disciplined for breaking the rule*, it is because be bos failed so leans those rules or has no desire to obey them. In any ease, there is a faHtare. whether it be his failure or that of the one who ia responsible for training and supervising him, it still remains a matter of defeat. Commercial Vehicle Section Driver Training Specialist Plan By ROBERT I. OAYLEY Safety Director, Supplce-Witta-Jone* U3k Co^ Philadelphia. Pa. We make (our complete steps in the training of a driver, and we use only one plan. All our drivers are traiifed by one man. We have some thirty branches. We cannot depend oo the supervisor or the foremen of then* branches to do the train ing; we most send the man to the branch as a trained driver- Our first step--and in this we are fortunate in Philadelphia --is the use of the Pennsylvania Motor Police Barracks in Philadelphia which has a rather complete clinic set-up. We arc interested mainly in that clinic m tbe test of eye-sigbt, visual acuity, depth perception and peripheral vision, color blindness, glare blindness, coordi nation and reaction. We all have stand ards. We had 20/20 vision when we started. We are down to 20/40 now, and if the war keeps on. we will probably go. down below that; we have to have drivers. We required 85 per cent on side eye vision, and we are down to 70 and glad to get them. We are still insisting upon having men red and green color conscious. If they fail on the color test, we do not hire them. The reaction and coordination test is supplementary to our own work, and we do not pay too much attention to the clinic reports on that. When a man has successfully passed the clinic test, his visual acuity as all. right, his side eye vision is all right and his depth per ception is normal---incidentally, they tell me that 65 per cent Is normal for truck drivers and 100 per cent is norma) for airplane pilots. We are down to 40 per cunt on that with our men, because after making a careful study of our records, I cannot tie in many accidents that can be attributed to faulty depth perception. Tbe test they give you on Telia binocu lars Is oo stationary objects, and there is a lot of difference in a test of depth perception between a stationary object and a moving vehicle. So we are doing our own depth perception tests on OUT training field rather than usiog the re ports that come from the state police. However, that is necessary and it is the first step (or any driver who stkt a job with our company. He must pass that test first with a satisfactory average. Method of Trebling When he has done that, we work oi the theory that the only way you can trau a man Is with the tools that he Is going to use. We don't use text books. Wt don't use lectures. We don't use moving pictures. We use nothing but the vchtcU the man is going to operate, and w< don't care whether or not he has cvei driven an automobile before. In fact, in some cases we would rather have him without any previous driving experience, because then he has no bad habits. We have a charted course through city and suburban traffic of eight and threequarter miles. The instructor gets into the cab with the driver and does nothing on this road test except to tell the man where to turn--to make a right turn at this corner or a left turn or to park here or to go straight through, but all the operations within any block are charted on this course, and the instructor only checks off the things that the man has done wrong. Originally we completed the full eight and three-quarters mile road test without any stop and without any talk to the driver who was being tested, but in the last year we have stopped that and stopped the course half-way through. At about four and one-half miles there is a break, and the instructor then goes over with the applicant all the mistake* he has made in that first half of the course. We found that, to be better than waiting until wc were entirely through and then going over it with the mao, because he could not remember certain spots. Tost Grading These tests arc aJl weighted and the numbers are gotten from our own acci dent experience. If we have had a cer tain number of accidents because of a certain unsafe condition that score might be weighted as 5. If it has been a very' 80 32nd National Safety Congress, 1943 infrequent cause of accidents, tbe score would only be weighted as 1. Those weighted scores are all added together and if tbe man goes over 25, be U re tested until be can meet that passing score of 25. You will find on that road test a loft about the man's mental attitude, what be thinks of other motorists, what he thinks of pedestrians, what he knows of the state motor laws, and a thousand and one things that you will never find oat in a class room, and you won't find out by showing him movies. You can only find out by putting him behind tbe wheel of the truck and letting him operate it, with no instructions from tbe instructor. Then you can find out what be docs not know, and from his own experience show him exactly where he made the It impresses him because he is the one who made* them and oot somebody else. He has been driving this truck. No body else has put a hand on the wheel except this applicant for a position. When he is through with that road test, we bring btm back to our training field where we have laid out fifteen tests that are exactly the operations that our drivers in the milk industry go through every day. accentuated to make them bard. We have made tbe limitations short. We never give a clearance of over two inches in this test, and most of the clearances are only one inch, but they are actual operations that a driver has to use. We want him to be skillful because if be is skillful he will be a safe driver. If he knows the limitations of his truck, what it will do and what it won't do under any given condition, he is not very likely to get Into trouble on the highway. Parking Operations The field is 200 by 100. Zt could be made smaller if you didn't have ^uit that much room, but we happened to have this vacant lot and laid out the course on that particular basts. There are three operations on this side of the field which are parking operations, all done from the sight side or the driver's side of the cab, and on the opposite side of tbe field are the same three operations all done from the blind side or the opposite side where the driver must use his mirrors. The first thing the instructor does is to pot the driver's truck in this spot, the left wheels within six inches of the curb, which is legal parking irT the State of Pennsylvania, and the rear of his track within two inches of these stanchions which represent another parked automo bile; turn 'his steering wheel to the right as for as it will go; move the truck out slowly until the left corner of his front bumper is on a line with these two stanchions here and then add fifteen inches. In other words, fifteen inches over and above his extreme turning radius, and then moves the track oot We insist that a driver put his truck in there with one turn of the wheel, not Inching op and hacking and inching op and backingThat truck can be put in there with ooe turn of tbe wheel if yoo will --the driver his parltiog angles, what be must took for when he is backing, when be must start the cut of bis wheel and every movement that be makes. , It may seem strange to yoo men, hot any track that can be parked, can be parked with one turn of the wheel and it can be parked legally. We tench our men to do that, and they can't move from tins position until that job is done. Racking Taut When he has completed that we move him over to the next test, which is back ing. The space here is nine feet wide, plenty wide enough for any track to get in. The guide is still on his side. These first three tests arc easy, because he rtn .hang out the cab window and see where he is. He b allowed one-inch clearance on this side, and the extreme rear of hit truck cannot be over two inches from the rear. For every inch or fraction of an inch over that be is charged I point. Every time be pnOs out because be dons not think be is fat the right position and starts back again, he h chtiyed another point. Incidentally, the passing score m this field is 5QL When he has completed this test, the third test is diagonal parking, going in forward. Here again the guide Is still on the driver's side. He is allowed hh hicli side clearance here: two inches for the front of his track. Those three operations are normal with oor men in the defivery Commercial Vehicle Section 81 of milk. They probably don't ever have to get in a one-inch clearance, but, as I said, we have accentuated this test to make it hard, because if the driver can do this, he can certainly get into a space where he has a foot clearance without hitting the car next to him. When the driver has completed that, we have' four stanchions set up in the center of the field. Because a trade with a short turning radius can do a better job than a truck with a long turning radios, we move the four stanchions to agree with the distaocc that we have used in the first parallel parking test The driver starts at one end, and we ask him to weave through the stanchions for ward in one motioo. When be has completed his forward motion and his trade stops; we say. "O. K, now you go through backward." He mast back his truck between the four stanchions without hitting anything and without crossing over the lines that represent a 30-foot street. If he hits one of the stanchions, it costs him five points. If be goes over the line on either side, it costf him 1 point. We have bad a lot of drivers who could go through this thing backward, but they couldn't go through it forward. On every other stanchion on this side you must use mirrors. One of the thing* we have had the most trouble with in teaching the drivers Is how to use mirrors in backing. The old theory was back up until you hear the glass crash and then slop. We want these men to asc the mirrors. We have spent a lot of money getting mirrors that drivers Ukc, and I think our men are using them. His track is then placed with his two left wheels, front and rear on a line, aud he is asked to drive his truck up ISO feet, keeping the two left wheels on that line, and stopping with the three end stan chions within two inches of his front hamper. When he has completed this, we ask him to back this entire distance with bis left wheels on the line aod stop with the rear of his truck within two inches of the set of stanchions at the end. Then we move the truck over and we put the right wheels on. When be has completed that, we move him over to the right side of the field, for blind side parking. Down in the corner are two little blocks. Tbe left-hand block is double size and the right-hand block is single. It is just about wide enough to take a wheel of an automobile. We ask the driver from any distance in the field that he wants to place his truck to go down oa ooe continuous operation and right up on those blocks and stop With his front wheels on the blocks. Efficiency of Test When a driver has completed this test, completed his road test, and the Penn sylvania Motor Police test, we are pretty well convinced that be can operate a track. This field isn't set up for tractor trailers. It could be changed around This is only devised for our own particu lar needs. Some other company, operat ing a different type of equipment and having different driver conditions titan we have, would necessarily have to change the field to suit their purpose, but it is. flexible enough so that anybody who wants to adopt a plan for training or testing the skill of a driver can use a field similar to this and get results. I can only say from our own experience that it has paid us for the time and money we put into it Our accident frequency is down about 40 per cent since we started to use this field. We use exactly the same test, for women. We started with women drivers in just a little over a year ago, and there has not been a girl driving lor ns who has had a vehicle accident. I am sincere in saying that the success of this program depends almost 100 per cent on the man who is going to be tbe instructor. We are fortunate in having in onr organization a man who has been a driver, was a master mechaoic, and loves this sort of thing. 32nd National Safety Congress, 1943 What Should the Driver Be Taught? By AMOS X. NEYHAKT Admiaiitrativ* Head, IutHirti of Public Safety, Tha Ptnniylmiia State College, State College, Pa. As teachers we have failed miserably. We have flopped on a lot of pur teaching. We have taken entirely too much for granted* and we have not studied some of these things enough to And out wherein vt have been in error and then made our plans in an effort to try to do a better job. We get a tittle redaction and we say, "That is grand. I have jnst about set the world on fire, and I don't think I need to do anything from here on in." Well, I have this to say. It is a tough job and it involves 365 days of the year, every day, all day, and just keeping right at this thing. thousand things to remember, but take it very easy, step by step and explain it so the individual hears it thrbogh his ears and then follow that with tbe ex planation and the demonstration. Present it by actually starting out double clutch ing. making the shift and all so he bears and secs exactly what you are doing. After that of course, tbe application. When we are pretty sure that the driver know* exactly what he is to do with that particular driving act. we put Urn bade of the steering wheel and have him repeal what we have just taught The third step is to apply what you I think in any program where you are have explained and demonstrated, under going to teach drivers how to do specific the .careful guidance of the individual who driving acts, there is no substitute for is trained for that job, and then follow taking them out in the car and teaching that, of course, with the check-up or fol them right then and there how to do the low through. What do we mean by that? job. It is jnst like the previous speakers Come back and ride with tbe driver and have told you. They doa't stay in the find out if he is doing it the way you classroom and spend a lot of time talking want him to do it If he isn't right then about it. They get right out there in the is the time to stop and have it corrected. vehicle and first find out what the driver As you know, when you perform an act doesn't know and they teach him. If there a certain way there is a tendency to re is a better plan of selective education than peat it in exactly that same way. If you that, I would certainly like to know what' repeat an act twice and the way you do it is. it is wrong, it is doubly hard to change Mow how to go about it. I think there are four definite steps, and you must follow these steps without fail and stick at them until tbe driver knows exactly what he is to do. The first, as you know, is preparation. Certainly, we expect that a teacher is going to be prepared, but there is another part to preparation, and that is preparing tbe mind of the in dividual so that he is ready to receive and accept what you have to say. Tbe first step then is being prepared and getting the student in a frame of mind to accept what you have to say. The second is presentation. We usually present the material first. I am out in tbe car now. I talk through the entire thing before I touch anything. For instance, if I want to teach somebody to doable clutch, yon know they think there are a a bad driving habit into a good ooe. Therefore, it seems to me that it pays in time, money, effort, and everything else, to try to get the thing across to tbe driver the first time, so that he will perform the act correctly. .Then we will not have the follow-up and have a lot of trouble trying to retrain the driver. Those are the four steps that we use in training tbe drivers. Let's take an example of one bit of driving. I know of a company that has had three of their big commercial vehicles ruined within the last couple of months because of this particular driving practice. We have drivers who will go down a steep grade in very low gear and use no brake pedaL Going down tbe hill the r.p.m. in the engine is built up faster than it should be for that particular gear. In other words, we reverse it and say that for a Commercial Vehicle Section 83 certain speed you can make the vehicle go tn low gear, you should never go faster than that When you are going down a hill in low gear and the thing starts to vibrate and to sound like a thrashing machine, the first thing we know we have a ruined engine. I got into one place where out of 420 vehicles, 120 were in the shop because of burned-out bearr- .3 and engiues ruined. Here is exactly what the drivers were doing. On cold winter days, starting the engine and going down a steep grade. In the first place, the viscosity of the oil had practically remained the same as it was when they started out. As you know, the viscosity changes with changes in temperature. The driver was not getting that film of oil around the engine. You have your cam shaft, your connecting rod. mam bearings, pistons, and all of those things that should be properly oiled before you ever put that vehicle under loud- Two things were bad First starting out before the engine was warmed op, and then starting down a steep grade using a Jew gear when the engine was pounding. Is it any wonder that 120 vehicles out of 420 were standing up because tbe engines were ruined? I would not stand in the classroom and explain that. I would take them out in the vehicle and go over the route they are going to drive and the gear combina tion that they should have going down a hill, that is the combination that we would teach them. For those of you who hare formed the practice of going down in low gear--I really mean first in your passenger cars oa steep grades-- it would be a whole lot easier on your engines, if you would go down in second gear mad use your brake pedal a little. As I say again, how do we do it? Wc Ukt the vehicle. We sit back of the steering wheel. We go down that steep grade, doing the double clutching shift before we start down the grade, and then we give the driver tbe same set-up. He does it under our guidance, and we explain to him exactly what happens when he docs not do that. If he knows what happens if he does not do it and he has had the instruction on how exactly to do it and be has demonstrated that he can do it, then when we come back and check later, we are pretty sure that is exactly how he is going to drive. Recently the Greyhound Bus people conducted a study on Ligonier Mountain. It it about seven miles long and is really steep. They loaded that bos with pieces of metal in the same positions where they would have passengers so they would have the load, and, what do you suppose they found? That when they went down that mountain they got less build-up in tire temperature, they bad less wear on the brakes and, of course, we know that there would be more passenger comfort, when they applied brake pressure all the way down tbe hill and never released it once while they were going down the hill. They had temperature gages and day after day they ran a study to be sure of what they were talking about. The> didn't set out to find some of those things. They found out why they were blowing tires on the mountain. They found out that when the driver built up speed, then, applied the brakes, a terrific frictioo was caused and the temperature would go up. Whereas wbeij they .applied a light pres sure all the way down, varying that pres sure as necessary, but not that inter mittent application, called fanning the brake, that we arc so used to and per haps have been teaching, that didn't happen. I understand from the instructor who has charge of training for the Greyhound Bus System that they now are retraining the drivers on how to brake going down mountains and that they also have selected a gear on the steep mountains that will build up an r.p.m. foe that. Never a tower gear so they won't have to brake. You fellow them any time down these moun tains and you will find that they always brake. You should check very carefully on tbe mental, physical and emotional character istics of the drivers. Second, check oo the traffic and driving knowledge of the in dividual. You hord several of the speakers tell you that they check skill ra a closed ares where you work with inches. That is ex actly hOW we do it. They give traffic tests so th^t they get some idea as to how the driver is going to react when he is.out in If we do a good job on 84 32nd National Safety.Congress. 1943 I, 2 and 3 and we get together and diicom these things sod we build op a ear* tain philosophy among our drivers, we aril] cuter the {north pew wlndfe it to create the right attitude oa the part of the driver. THE CHAIRMAN: Are there any dis cussions or questions? UR. J. L WEHMEYER (Wayne County Road Commission. Detroit Mich.): I should tike to ask the first two speakers bow their accident fre quency rates compare. UR. FRIGON: Our frequency is 17 per hundred thousand. UR. GAYLEY: Our figures are 2.1. MR. C. D. MORGAN (American Tracking Association): I should like to point out that the mileage of one fleet is one long hanl operation, although half of that long hanl is getting through the city of Chicago, whereas the other I un derstand is strictly a local delivery opera tion, and the national statistics have al ways shown the frequency to be much higher in a local operation becanse of the greater exposure to city traffic. MR. BURT H. BROWN (Office. Chief of Ordnance, Safety and Security Branch, Chicago, IIL): I should fike to ask Mr. Gayley about how many tests or trials he gives these people out on the field test before be actually arrives at the final score. MR. GAYLEY: We do not have any limit We have never had to spend more than three days with any one applicant before we hare either accepted him or rejected him. There is no limit on it We are spending more time on driving today than we ever did, because we are getting the bottom of the barrel now, aad if we tried to put a time limit on, we would probably lose a lot of men who can be trained if you have the patience to work with them and train them prop erly. Some men, of course, are beyond training. We haven't gone beyond three days. We haven*! toori it necessary. If at the end of three days a man can't do a successful job, we figure we prob ably can't do anything with him aad we let him go. but that happens h very few cases.- 1 would say that a day and a half on the road test aad on the training field Is a 'pretty good average of the time it takes us to show these meo what these trucks will do. THE CHAIRMAN: I think possibly one question some of us are wondering about is are these applicants paid daring their training period. MR. GAYLEY: Yea, they are by our company because, as most of you gentle men know, the big mfloeace any com pany has is Rs sales department. These fellows are hteed originally by the sales department, and after a week's schooling in tbe method of operating and selling and keeping their books, they are turned over to ua. They are paid for the time white they are being trained a flat wage. I think h is $30 a week, U I am not mistaken. That is what they get through the training period. They aren't paid, however, when they corns back for mcbeckmg beensec of an accident. A milk man works she days out of seven. Ha gets one day a week of. Tbe day that he gets.off Is the day that are bring Mm hack for rechecking if he is involved in an' accident. He docs not get paid for that, hut he does get paid for the of the prelimbury training when be u first hired. UR. M. O. WOOD (Pabct Brewing Co., Milwaukee, Win.): Are then trucks loaded during this teat or arc they empty trucks and la there any difference? Do you try to make a difference between the ease of operation in getting In and out with a loaded truck as compared with an empty truck? Also is it done day and night separately? MR. GAYLEY: I can answer your last question first. We do not have any night operations. The milk bnsine-- in Phila delphia is on a daylight schedule today and we do not have to worry too moch Commercial Vehicle Section 85 about night operation. The testing Is done entirely on the field with an empty truck. It docs not interfere with the operation of tbe driver of the truck if it is loaded, because they do oot have to climb through the load to get out. The road test is done with a loaded truck. HR. S. B. CARPENTER (National City Lines, Chicago. IIL): In regard to this test, bow do you arrive at your ratings on that? What basis do you use lor penalising a man I point or 2 points or 25 points? Is there a comparison of hazards, past experience, or how do you arrive at that? HR. GAYLEY: Well, there was a com bination of means of arriving at the scor ing on this field test. The scoring on the road test, of course, as I said, is based entirely on our accident experience and it is loaded from that basis. To some extent the same method of scoring is used on tbe field although, as I said at the start, we tried to make this a pretty severe teat, and we used close clearances and high scones on a great many to im press upon the men tbe necesity of being skillfnL We have found out, for instance, on one test, if yon remember, that running down the straight line and backing down the straight line, origi nally if they hit the stanchions at the extreme end we charged them only 5 points, and these drivers can think pretty fast aad some of them figured going down there, "Well, hell if I hit that thing it is only going to cost me 5 points, but' if 1 stop 12 inches away from it, it is going to cost me 12 points. So 1 will hit it-* So we had to change that and put 25 on there if tliey hit ft to make Ibem uae their ability to judge distance aad stop within the required two inches. Do-- that explain it? MR. CARPENTER: Yes. but how did you arrive at 50? You say 50 is the pass ing mark. MR. GAJTLEY: Yes, 50 is tbe mark that the lastsactor set up on an aver age taken from oar better drivers after they had had two or three days of going around this course and trying at their leisure, aad then we took their scores and set aa gverece of 50 that we required ncs aad woman to make. MR. J. <J. DEAN (Hartford Accident A Indemnity Co., Knoxville, Tenn.): In other words, you used a scale to work out your normal for those individuals upon the variable group that you had in that period--a general basic average be tween the high and the low level? Is that right? MR. GAYLEY; We tested about 400 of our own drivers. We have, incidentally, traiued about 400 Red Cross women on this field from the Southeastern Chapter, and we use the same basts for all of them. We have probably been tough on the Red Cross, but that is .what they wanted so that is tbe way we handled it Women are just, as skillful as men on this job we have found. It floes not make any difference whether you have a man or a woman. They can still do the job. UR. CARPENTER: Why U it harder to drive a passenger car than it is a truck? MR. GAYLEY: You do not have any outside mirrors on passenger cars. Some of our trucks are the paneled type and have a rear window. We black that out during the test because a man it often working with his truck loaded and boxes are piled up beyond that window and be cannot see out anyhow. So we don't let him worm out of there using his rear mirrors. We make him use his outside mirror and pleasure cars do. oot have any outside mirrors. Some of the officials of the compact) have gone through this test in their pleas* ure cars and it just can't be dooc because we black out their rear visum and say, "O.K-, you do this like a truck driver do-- it," and it is awfully hard to do it with a pleasure car. MR. W. A. McGAW (Jewel Tea Co.. Inc): How tall are yoor stanchions and how did you arrive at them? MR. GAYLEY: These stanchions arc 4 feet 7 inch-- high. They are metal with a little red, wooden disk at the top, so that they are easily discernible, and the staff of the stanchion is painted a silver gray. The ideal way, of course, would be to use automobiles and to park them out there, but we cannot do that because we would have them smashed to ptecbefore long. These stanchions are con- 86 32nd National Safety Congress, 1943 sttotljr being bent and broken and knocked down. UR. McGAW: Do 70u feel that that height gives a better vision of them? MR. GAYLEY: Yes. that gives the driver plenty of vision, even in the high cab over engine jobs. They- can see them all right. They an 4 feet 7 inches Ugh with this red, wooden disk. They look like a series of microphones. I have a photograph here of the field if anybody is intriested. After the meeting be can took at it and' sec exactly what the field looks like aa it is set op there in Phila delphia. UR. WOOD: Mr. Frigon mentioned the increased fife that be gets from the tire*- I think that is more interesting to us thao anything else right now. I should like to ask him what he has done to arrive at this saving and when does be get this 80,000 miles, after the tire has been recapped or ts that the original tread, and other than to reduce your speed, what have you done to prolong the life of the tires? MR. FRIGON: Well, that is going into something pretty lengthy. The mileage I gave this morning la based on new tinea, not recaps. This is the way we made the savings: We did everything we 00aid to make the driver tire conscious and to make him realise that that is die most essential item on die vehicle at the present time, and we went about it fas this manner: We set up a program for having the drivers check these tire* every Saturday for glass, stones, and so on. This is a rc-cbcck for which they get paid and it is done after they are through with their day's weak. In addition to that, they are also required to check their tires and to clean them. We allow, them to take that time. A lot of companies that we have seen do not seem to want to give their drivers the time out of their eight hours* work. In other words, they do not like to see drivers checking tires and standing around air pumps instead of going to work. We have found that in the long run it pays. To take H a little further than flat, the supervisors whom we have keep the boys op their toes 00 tires by going sround and checking them dally: In other words, with one supervisor for every twenty-five drivers, naturally there is one man around the terminal every day and his job In the morning is to cover all rile units in the terminal for any fresh scuffs, cats or bruises and to paint these tires with the terminal color of paint. Each terminal has its own color. He then at tempts to check buck to see who bad the unit and who caused the damage, although we do not charge the driver with the scuff, bruise or cut unless there is actual proof that be d>d do ft We have found that this helps out a great deal because the drivers do not like to be put on the spot for damaging tires. We permit the drivers to turn themselves In for such cots, scuffs or bruises. In other words, if a driver docs such a thing and he notices It immediately, he is to report it to the office and we will jost let it slide and we wont do anything about it We found is oar operadon this was the quickest means of bringing the job of checking the tires directly to the men themselves. The way h works is the driver knows that if he docs not take care of bis tires and he docs not report any damage which he might cause to them, bis supervisor, his own boss, is going to check that unit during the twenty-four hour period and follow op on him to see why he didn't report it. - So it creates the feeling that they themselves should turn themselves in. In other words, what we are trying to build up is a means of permitting the driver to take care of himself but having a control through the supervisor to see that one man docs not man aQ of our tires and have it reflect on the rest of the boy*. MR. WOOD: Do you have a periodical airing and inspection? MR. FRIGON: The rims are checked every day first of all by our city drivers. You see we have an operaboa where the drivers esch have their own tractor. That is three drivers at the most Two to three drivers are assigned to one tractor. That is a might operator, what we can our Steel DmsSon, mod a day operator. Then we have oor small trucks an the city. The way we do that is the trailers are moving around. We have no control over the trailers- So we have the man who Is going to work with tbit unit Commercial Vehicle Section 87 check the tires ou the entire unit. We find that one trailer may be.^checked as much as three or four times a'day, that is, in an eight-hour period, not in twentyfour, . but we feel that the time put in 00 that arm help to increase the mileage. We do find that it seem* to be a big headache to our bre department. They w01 have maybe five or six reports on the same scuff, cut or bruise before the supervisor gets around to painting it, but that aa just one of the little things you -fam to-pot up with in a system of this Idnd. The tires are checked on all of the units Wore they leave th terminal, no matter what terminal they come from, and K it happens to be necessary to put an overload onto a unit, before the man can put that overload on the unit, he must report back to the terminal and get per mission to do so. We do not allow a man to back over curbing, railroad tracks, or to go into any close quarters where he might have to rub his brer, without permission from the terminal and that permission isn't given. We have had where we have bad to unload trail ers and put them on smaller units .to be able to make the deliveries, but we would rather do that and save the tires. ICR. DEAN: This past summer at Ohio State University we had this akill I--Hiiy operating on rite campus. We laid out the premises and it was exceedingly enlightening to bring out the abilities of the different drivers whom we checked hi these particular instauces. It certainly did deflate the egotism of some of the birds that we get to put in back of the wheels of trucks. By so doing it brought about the philosophy that Ncyhart has and the attitude of the driver toward the job that be most do. I think it is ex ceedingly helpful to build that attitude. MR. WOOD: I should tike to uk Pro fessor Neyhart a question. I know that he has a course at Pennsylvania State College for traffic. What costs are there attached to that and what is the length of the course? Maybe somebody else besides myself might be interested. PROFESSOR NEYHART: The course is one week. It is always the week fallowing Labor Day, so that all the people with whom I work know exactly when the course is. In fact, we can tell you when it will be in 194&. It is an an nual affair the week following Labor Day. and it lasts for a week. One of the in teresting things about it U that some of the people who enroll bring their golf clubs and three or four books to read. We meet in the morning at eight until noon. In the afternoon to supper time. In the evening from seven to nine-thirty, through until Saturday noon. There b a $10 registration fee for the week. I will give you one of the announcements, and then you wiff have a description of the course. WEDNESDAY AFTERNOON SESSION October 6,1943 frtiffwg- W. R. Smith, onunager, Personnel and Insurance, Scott Brothers, Inc., Phifatdtl|hw RMponstbflity For Acddaate US. J. W. LORD: This natter of responsflMlity for accidents Is one that in terests all of us- I think there ace two general schools of thought on the super visory bundling of drivers from the safety viewpoint There is one school that takes the attitude that the driver knows bow to drive, and If you want him to drive better, your problem is one along the lines of discipline and bonuses. Pay the man a bonus if be operates 30 days with out aa accident He in entitled to so much money. If he operates another month, he is entitled to It again. They take the attitude that we should avoid trying to tell this man bow to drive, on the basis 88 32nd National Safety Congress, 1943 that if you try to tell him how to drive and if he is involved in an accident, he will say. "Well, I did exactly what you told me to do and 1 don't see why I am at fault here. I was just following oat instructions." They apparently fear to get into that position. In other words* they take the attitude that the man knows how to drive and that accident reduction is going to come through discipline, through bonuses and awards and that sort of thing, as a medium of getting the accident record down. Now there 1s a second group who real ise that in analyzing their own accidents they see situations where the driver defi nitely failed to do the right thing; sec ondly, they can't help but face the fact that in normal times we were having 30.000 to 40,000 people lolled every year and 275,000 to 300,000 people seriously injured, to the extent that they got into the national records, and how many more collisions there were that were never re corded we don't know. We know it ran Into millions. In the face of that, it must be evident that there are a lot of people who really don't know how to drive. These accidents all happened with each individual driver not wanting them to happen. When you step out of the driver field into many of the industrial fields, you find a very definite attitude that a man whom you have taken on to ran this machine or power press, or whatever it may be, does not know that job, and you put him through a course of training. There Is a definite effort to teach that man to do the job that you want done. When we get back into this driver situa tion we seem to begin to assume that if the fellow ays he has been driving for ten years, then he must know bow to drive and why try to give him further training? Maybe one of our difficulties is that it Is difficult to measure one's driving ability. Let's admit that the fellow who tikes to bowl really knows his score, and he knows what kind of a bowler he b. A fellow who can bowl 100 knows that he is a poor bowler. The same thing goes for most of our sports. We have a ready measuring stick which can be applied to the activity wc are interested in, but when it comes to driving there isn't any such measuring stick. You might say the only measuring stick you have i your record of accidents, and what is the typical atti tude toward them? In the first place, you sort of brash away that tittle fender touch you had. It was the other guy's fault; he ran into you. You don't keep a very accurate account of what your own score reaBy h We sec that 2a our acci dent reports. Sometimes groups have recognized some of these failings, and in taking on a man they have turned him over to a senior driver or maybe to two or three senior drivers. That Is better than noth ing. surely, but I wmsdar if H fa entirely fair to the vendor driver just to say, "Take this fcOou end find out what kind of a drift* he fa-" What effort has super vision made to teach that senior driver to analyze driving and really to give you a report on bow that man handles the vehicle? I think it is easily possible to have an excellent driver who can do a good job himself but not be particularly capable of analyzing someone else's driving. It would seem to me that from a view point of responsibility for accidents there Is really a training job to be done, and that is the responsibility of management. I feel that management cannot get away from the fact that it must do a training job and the problem is not going to be licked just by paying bonuses or by using discipline. I feel that it is a pretty well established fact that we say to die driver, "If your truck is not right, don't take it out." Well, you can only tarry that up to a certain limit because the typical driver is not a maintenance inspector and his ability to judge the condition of Ms track U leas. Sometimes there is a tendency to rely on the driver to be a maintenance inspector, with the result that conditions that should be corrected and would be picked up by maintenance inspectors are not observed by the driver. Therefore, I think that the maintenance department very definitely has a respon sibility to maintain an inspection service of the equipment and not rely on the drivers to do their inspecting for them. Commercial Vehicle Section That does not relieve the driver of not pinny out a vehicle that he knows is in poor condition, but fundamentally I think that we have to put the finger right on the maintenance department to keep that equipment right up to snuff and that re sponsibility should not be transferred to the driver. One other Item that 1 think we might bring up now is what we mean by driver responsibility. We have various terms, 'responsibility," "at fault." avoidability," and all that sort of thing. What do we mean by them? I think we have many an aeddent where one party is very largely at fault, one party is really responsible for the accident, but in spite of the other fellow being at fault is* that any reason yottr good driver has to get In that fel low's way? Granting that the other fellow commits some error ia driving, that be drives into an. intersection, for instance, not prepared to stop and depending on somebody else to stop, is that any reason for our driver also to go into that inter section and tangle with the fellow? We arc interested in the ability of oar drivers to avoid accidents, regardless of what the other fellow does, because we know that can be done. The fellow who builds up eight years or ten years or more of suc cessful safe operation accomplishes that not because everybody else does the rwbt thing os the road, but because he builds up a defense and is able to size up the sitnation that is coming and avoid a coftishm. THE CHAIRMAN: Before starting this discussion, let me introduce the rest of the panel members: John A. Ebeling, Director of Safety and Personnel for the Olson Transportation Company. Green Bay, Wisconsin: Mr. C. G. Morgan. Man ager of Division of Operations of the American Trucking Company. and Dwight McCracken, Director of the Traf fic and Safety Bureau, Liberty Motual Insurance Company. MR. MORGAN: I should like to ask Mr. Lord whether or not the conception of liability of the driver for an accident is not the reverse of our usual concept of guilt and innocence in this country. Our usual concept Is that a mao is innocent until he Is proved guilty. Id view of the fact that the drivers of commercial vehicles are professional drivers, they are paid to drive safely and to know their business, isn't the attitude usually that if they are involved lo an accident, they are guilty unless circum stances can be shown to prove innocence? MR. LORD: I feel that there is very little relation between the legal aspect of these things and the ability to avoid these collisions at intersections- What we want to build up in the driver is his sense of re sponsibility to realize the extent to which he can avoid these things, not a question of whether he is guilty or not I think we ought to leave the word "guilty*' out of the thing. I think it leaves a bad taste in the driver's mouth and everybody rise's. MR. M. O. WOOD (Pabst Brewing Co., Milwaukee, Wis.): f shoold like te ask Mr. Lord, are you trying to avoid the term "guilty* and defending the man for negligence? If he is guilty of negli gence, he is guilty, is he not? MR- LORD: It is all right to say guilty of negligence. Usually you get down to guilty. In aoybody's mind it might just be guilty of an accident. The truth is that in the typical accident usually both parties are involved, both parties are at fault to a certain extent Either party probably could have avoided the collistoo, and just to say that a man fa guilty begins to imply that one party is assuming the entire responsibility for the collision. I think that Is rarely so. I think it usually takes two eirors to get these collisions, not one. As the result of our broad analysis of accidents, it seems to us that about two out of every three conld have been avoided, but there fa a third one that we don't see what our driver could have done. MR. PHELAN: I think the conversa tion when referring to guilty would be in the vernacular of what a claim adiaster might use in investigating an accident I think that most transportation companies when they classify responsibility set up accident statistics and classify it aa a chargeable or non-chargcable accident. If the driver of the vehicle has violated some responsibility involving driving laws, then it is considered that he is chargeable for 90 32nd National Safety Congress, 1943 the accident If not be is not chargeable. THE CHAIRMAN: I think that this brings us back to the importance of the difference between the group treatment of oar drivers and individual treatment. We use the terms "chargeable** and "non-chsrgeabU" and "preventable" and "avoidable.** I don't think they carry much weight with the drivers as a group and probably very little as individuals, but in dealing with the driver individually, I think that yon have to bring to bear all the vocabulary that you possibly can that will bring to that particular driver the real impact of what his actions have done and what the results have been. He may be guilty. He may be stupid. He may be criminal. He may be any one of those things, and I think in individual dealings with the drivers, we are inclined to deaf too much in group terms. I think that to talk in such weasel terms as "chargeable** or "noo-chargeable" isn't getting at the core of the tiling. I, for one, have been in safety long enough to get pretty sick of a lot of this bunk about the commercia] driver bong the best driver. The idea of the com mercial driver being a better driver is based upon a very faulty premise. So I like to use the word "guilty* or "stupid.** MR. McCRACKEN: I shave ypur feeling regarding some of the difficulties that drivers get into. Being an insurance mao tike yourself, I think we can really be accused of having some very keen feelings about some of the accidents we have to pay on because they nsena so un necessary. On the other hand, I see n definite advantage to leaving out of oar accident judging terminology anything that ""A* of the courts, anything that is going to ghre the driver the feeling of comparing the degree of his netrtigence with that of the other driver. We dae*t want trim to think that way. We want him to think in trims of "What could I have dooe to prevent that accident?"* not about how bad the other dilsta eras. If there was something that oar com merce] vehicle driver could have dooe to have spared finnsrlf that accident ns writ as Ids rowifany. than that is what me want him to tkhk of nest tine in a similar situation. So we have always adhered to the use of the term "charge able** or "avoidable** or "responsible." I think we should keep the drivers thinking in terms of whether or not they are responsible, and the degree of their responsibility, or the fset of their respon sibility, depends not on what the other fellow did at sJl but on what they did. Did they do everything reasonably pos sible to avoid the accident? When you talk to drivers that way, then you are doing them a real favor because yon are getting across to them in their minds the feeling that it is up to them in the last analysis and an alibi based on what the other fellow did isn't going to do any good. MR. LORD: I see lots of instances where a new standard of 'Srithin reason" has been set up. Take a case where you are on a narrow road, and you have to make a left turn. There are a couple of guys coining up before you. Maybe traf fic is coming toward you. You want to make that left turn. You might say you are legally O.R. if you stop and make the guy behind you stop so that you can ' make the left turn after the other traffic is passed, bat that is assuming that the fellow behind you is going to stop. With* in reason, is (hat the thing to do? We have quite a few pipe hoe terminals off main highways, and we used to get some near-end collisions where people would come op behind our tracks vnttag to make a left tarn off the highway and hit them. The first attitude was "My God, what move do you want us to do?" Then the company put up signs that this was a terminal and to slow down. That didn't slow down the people on the high way ooe hit. Today, when drivers come up to make a left torn into a terminal, they ate acutely aware of anything betriad them. If these Is any ifuastiuu about not making the turn safely, they proceed to a turn-around t master of a mile down the road, and come buck and go Into the terminal In other words, they have t new degree of what is veanooable and that eaters again into this miffrr of driver's responsibility for arridrwta. As you get more and more into the ting, you bu3d g> fas the driver's smf a now degree of Commercial Vehicle Section 91 what he can do to avoid these various situations. MR. McCRACKEN: Someone just asked me if the film, "Defensive Driving" was produced by the National Safety Council. The title is somewhat similar, but it is not the same film. I think most of you have seen "Defensive Driving." (t b a 6ue production. This one is a different type of film. We are going to present here an accident and show you just how it happened. We sre going to have a driver supervisor talk to him and find out the driver's side of the story. We are going to show the events lead ing up to the accident, and then we are going to stop the film and discuss it here among ourselves and decide whal uc would say to the driver if we were his supervisor. Then we will play the record and see if we agree with the deci sion on the record. We produced this film for our own Sect use. But you will notice here it says, "United States Junior Chamber of Commerce." and you may wonder what they have to do with it They put on safety programs in over 850 cities throughout the United States, and they have asked for this film to use in promot ing the defensive driving idea among the general public. This was primarily for fleet nse, bat they are using It at safety meetings of the general public to get across to all driven the idea of driving defensively. . . . Showing of film . . . UR. McCRACKEN: Now it is our job to judge that accident and decide what we would say to the driver. Who wants to give an opinion? MR. C A. HUBER (U. S. Naval Air Station, San Diego, Calif.): I don't think Griffin did very much to avoid that acci dent. He could see the car coming and according to what he told lus superior tie relied on the other pcnoa to slow down. We tram drivers to recognize cross roads and stop signs, but we also try to train them to the point where they do not rely on them too much. If be was a well trained driver, as I pre sume he was from what I have seen in the picture at least be was wortang for n waptsjr that Is miking an effort to traiu their men--he certainly put a lot of faith in the other fellow, and drivers today arc not being trained that way. He did nothing really to avoid the acci dent himself. Of course, the other fellow didn't either, but the negligence oq the other person's part is no cause for him to be negligent. So I really think he is at fault. I think the picture gives that away. The picture is entitled, "Driving Defensively," and that fellow wasn't driv ing defensively. UR MORGAN: Mr. Huber says that today we are not training drivers that way. Well now, let's consider the man's record. Suppose the man has been with you ten years, and has a ten-year record of good driving. If a man who has a record of ten years of safe driving has that feeling after an accident, X think the drivers* supervisor is the one who ought to be fired. MR. WOOD: I don't want to see the fellow get fired. I think he probably should be classed as responsible for that accident because of his own omission. If he bad traveled over this road several be knew the route very well. He knew that barn was there. He also knew the intersection, and he knew that this fellow was driving very fast and be would be obstructed from a view of this other driver because of this barn st the intersection. He admitted his guilt, or let me say carelessness* to a Isrge degree by not slowing down and even coming to a full stop under the conditions. THE CHAIRMAN: I think this illus trate* two things. One, of course, is the very typical manner of describing acci dents by drivers. Lots of rationalisation. Yon know yourself that that accident happened in less than a second. Ten miles an hoar. He went about 12 feet ha a second. The other feUow went about 60 feet. He said that he maw that if he stopped be would have a bad accident, so be decided that he would pull to the right. He decided no such thing. He cum up there and was panic-stricken. He fin got all the good things be had ever known about safety, and just drove up there, and when he found the car on Sop of him, I think that he had an cat- 92 32nd National Safety Congress, 1943 tioaal reaction rather than an intl%ible reaction. He jost polled tbc wbtcl 1 hare seen many of those accident re ports. I thank it brings ns hade to our selective ednatwo again. We cannot take these fellows on breasts fall of safety a lot of and what they do. yam The osh thing fb many Cantu, jost tatcall particular ni There is anoChar asn of a marts Wj hg to do two jobs. He is tryfeg So drive his own truck and the ashes1 person's automobile. It usually results in trouble. We tell ocr men always to guess that tbc other man is going to do the wrong thing and they will probably be right 99 per cent of the tsne. We would fate that as a "C* acci dent. contributory negligence on the pert of onr driver and contributory negligence on the port of the other driver.- He would lose his safety button, and we would im press npon him the importance of stack ing to his own job of driving has auto mobile and not trying to drive the other fellow's. UR. DEAN: Hr. Chairman. I want to sona this thing tap as total indifference to the knowledge of facts concerning the particular comer and lights and range of visibility. It is summed up in the two words, "total indifference," and leads to the philosophy that Neyhart spoke about this morning in the meet ing. We have misted the ball by not go- ing farther and getting at the attitude of the driver. MR McCRACKEN: That is right, and I think that this gentleman's re marks on what we would say to the driver woold very definitely help to shape that driver's attitude, don't you? MR. DEAN: Yea, sir. MR. McCRACKEN: I might explain flhe scam we selected this accident. We enmf ewe fas which the otfaa driver ecus hnprieiriy at faalt la the eyes of the evert, hecaase so often pause ager car dmn. and quite frequently leet drives, gas hifiatf to consider the other fellow, what he did, and to afiht their accident hr dfae Other fellow's actions. We wanted ws lafar one where the other fellow was doing everything wrong, and he surprised at bow many i wM attempt to defend thew potlim in a case Eke this. 1 do not soppoue pan would be surprised either. You are 00 fleet supervisors or safety cs^meera. at the purpose here was to fake tint try to shope the this presentation. MR. HARRY M. PONTIOU5 (Farm Boseaa Mutual Auto Ins. Ox, Colombo*, Ohio): What have been your drivers' deefrioas when yon have need this in MR. McCRACKEN: That is a very Interesting question. In drivers* meet ings we very seldom get a unanimous opinion, hot it is always a majority that charges the driver with the accident, but most of the date there will be a small minority who have said. "Well, that driver went in at only 10 miles an hour, which was a reasonable approach speed to the Intersection, one in which he could stop almost instantly and, therefore, we tlimit he took every reasonable precaution." However, I don't think most of us here, from the remarks so far, would agree with that. I don't offer that as my opinion. I don't agree with H either, hut that la the attitude we get in some drivers meetings in answer to your ques tion. Usually the score Is prcponderatdy in favor of charging the driver with the aeddeot among drivers themselves. THE CHAIRMAN: la there anyone Commercial Vehicle Section 93 here who wouldn't consider this pre ventable on tbs part of the truck driver? MR PHELAN; I would say that the driver admitted his guflt by out expres sion that he used, when he said. "I thought," Our ksUvdiow as a nk to drivers whom we are tahui or whom wo are about to lev at that you don't iM.tr You mu mt before you wake the move. Kf yam hues dufa about it. stopwftMgifawtit Ibufadtibur L ^ *"ridri k-' ***** MR. McCRACKEN: That bun. tercstasg viewpoint from the Chicago Park District who have charge of traf fic control mrswirrt. the erection of signs, etc. There it a lot that the'fleet managers can do after the accident, if oot before, hi getting physical hasards corrected by calling up tbc city traffic engineer or the responsible traffic division. Of course, that does not enter into this particular decision since we are dealing now with the driver. .... Film Continued. . . . MR LORD: I should tike to know bow the group feel about whether this accident should have been handled by an accident committee, or should it have been handled by the sopenrisor as it was in this case? THE CHAIRMAN: Do you who have accident committees think that this case could have been as clearly and completely and skfllfaOy handled by a committee, as it could have been, we will say, by a qualified, experienced safety director? UR FRIGON: Well, we have a safety trial board which consists of three drivers, the terminal manager, and the safety di rector. We know that many decisions are by this board which aren't quite what vc would agree on if the bafety di rector and possibly the fleet superintend ent were to work on them alone. The flr.rfaiipuj wouldn't be the same, but we fad from the standpoint of creating better fellowship between the drivers and the safety department and maintenance de partment, we are abend by having our trial board. We all agree that there are some decissons that aren't quite what they should be. Ia the case of a serious accident, this board bus nntbing to do with whether or use ve retaafae that man, send him to a pbyescaau for examination, and so on. All they do is puss on the driver as to -rheshsr or not he coaid have avoided the acridrnr. lu a case of this type, we woold here this man reexamined to see if there was anything wrong with him mentally or physically, and if there was nothing wrong with him, we would allow him to go bock to work. MR. MORGAN: If a man has a fiveyear safety record and has an accident of a particular type and circumstances and another fellow who has bad only a year with yon has exactly the same type of accident under the same circum stances, do yon differentiate between them? MR EBELING: We do. It probably should not be that way. Probably every accident should be considered on the merits of the actual accident, but we continue to take the human being into the picture, and so far the results have been good. MR MORGAN: Let's say the fellow has been with you a year and his record is good. The other fellow has been with you five years and everything is good. MR EBELING: They both would be considered then.* If a man had been with you five years and he had had a minor accident during that period and had been cautioned and reeducated, then he had an accident of that nature, you would my, "Well, he isn't a driver for us." MR MORGAN: We are getting away 94 32nd Notional Safety Congress, 1943 from what we started out with. You said it would depend upon the man's past record, inferring, I thought, that if the man had been a good man, you would be sort of easy, whereas, if be didn't bare a long record you might be rather severe. MR. EBELING: An old man who had been with yon a long fthne as a highway driver yoa ought switch over to a driver as the result of that type of acci dent. We have done that in cases or given him a different type of work if he bad a long-service record with us. For instance, I honestly feel that there are a good many men who aren't fit for high* way, and by the same token there are men whose nervous temperament does not fit for city work. Yet as ter as driv ing tests go, they test out as good drivers with good knowledge of how to handle equipment. UR. MORGAN: Let me get this dear. In other words, the statement you started out with, that I wanted to qocstkra you on, led me to believe that the longer a man had been with you and had been satisfactory, the less you would be in clined to discipline him as in favor of a mu who is mote or less new. MR. EBELING: That is right. MR. MORGAN: Then don't you take the position of possibly hindering your own development of personnel, because if you are bard with a new mu, he may get an improper attitude and Arnos Neyhart and a lot of us think that attitude has a lot to do with it THE CHAIRMAN: I think I would be inclined to give up on this fellow. I think I would be inclined to -try to have him discharged. My reasons for it are fairly simple. One b that I don't know anything about his term of service, but regardless of that if be b a commercial vehicle driver, obviously he has beca driving for some years, and Ms actions on that night at this particular time were of a kind that would make me give up ou Mm That is, if he has not learned in all these years to get away from the stupid methods that he used that night, we wouldn't want him around. There nothing wrong with him phys ically as ter as we could determine from the picture. No physical defects were brought to bear, and no mental or emo tional defects. Everything he said about the accident made him sound like some one who had had practically no driving experience, and since an attitude of that kind is immeasurable maybe Dr. Neyhart will disagree with that--I think that that fellow's actions are something that could not have been determined by a selective test UR. ARMSTRONG: Do you then in fleet operation penalise a man for one mistake, such as faulty judgment, rather than give h.nn another chance and bene fit by that mistake that be has already made benefit because if you take on a new man he is going to make that same mistake, and this fellow may never do that again? It b just like the man, who says, "I have been doing this for thirty years and have never bad an accident.* I say, Tire him quickly. He is due.* THE CHAIRMAN: That b exactly what we want MR. CUTES: I don't agree with you. Tbb whole thing centers around attitude as I sec iL la order to create the right land of attitude you have to have man agement actively participating in a safety program. Management can demonstrate and prove a sincere, active interest in safety by first providing and maintaining adequate equipment; second, through selection and 'training of manpower to produce a complete understanding of their rcspoosffwBties when driving; and third, to create and sustain driver inter est in safety- I Brink that is what the whole thing centers around, gentlemen. THE CHAIRMAN: I dout like to fire people, but over-thc road driving is some thing else. When a man makes a mistake of that kind, people's fives are at stake. MR GRANT: Well, fat the case of that particular driver, you wQI probably have a better driver after tbe accident. If be had been with us ten years without an accident and be made the one mis take, it would depend a good deal upon the man. The main thing 1 would think you would consider Would be the effect on tbe other drivers In discharging him. THE CHAIRMAN: That is a nutter oi opinion. That is something we have Commercial Vehicle Section 95 to haaard when we take steps of that kind. We. either have to let them epatiune on the assumption that they will be bettcT or discharge them on the as sumption that they rill not be any better. It is more or less a guess. 1 suppose, as to which works out better. MR McCRACKEN: 1 should lflce to ask Professor Neyhart what action be Would take as a driver trainer expert. What action would you recommend? PROFESSOR NEYHART: I would not fire the driver. 1 would try to sal vage him, and 1 believe I have good reason*. Our whole ambition, it seems to me, in all of this work is to try to make better drivers out of these people. If I were to fire that fellow, 1 would be saying to myself, perhaps quietly and maybe in a hashed voice, "Don't go oat and make any mistakes." I *hv I would be chicken-hearted there, and I would certainly want to do lelramteg with that fellow. I do not mean that I would not do anything, but l would not fire him, because you get somebody else and yoa have to go through the same rigmarole of training and observing tad trying to find oat what ha does wrong. As I listened. I was very much im pressed by tbe objective thinking that yon people are doing, considering each one of these cases as individual eases. Gentlemen, you are a long way in this tnfic game when you take each case and mrefaOy analyze H and get the beta, then base what you are going to do on that. MR EBELING: I should like to ask a Would yoar decision be any diffeaent if this had a previous ac cident record in which the same factors of were evident, and he had been caBed' in and talked to about It? PROFESSOR NEYHART: If I had evidence in the record that showed that tbat-maa had been taogbt those particular thmge, and in spite of that, several times he had made those mistakes, my deci sion would be, "Get rid of him." THE CHAIRMAN: I agree with you mm nor cent. I the man chbold have known hut u --ell and bm paid jnst as much attention to- tbe rule that he should approach an intersection mrre safely as that he sboold not drink while 00 duty. I don't distinguish between the two. PROFESSOR NEYHART: Of course, we put such a strong emphasis on drinking in fleet operation, we don't even try to belittle drinking by compar ing anything else to it Wc say it is the worst think there conld possibly be. I think most fleets do that. That is one thing that won't be countenanced in any way. I don't think it should be. MR HUBER: Would it make any difference if this mao were a younger man? Would you make any different decision? THE CHAIRMAN: My decision is based upon his obvious failure to do the very fundamental things that are in volved in safe operation of a vehicle. My along these lines is that in safe driving, approaching an intersec tion carefully and stepping is ooe of the very elemental things; that an experi enccd driver who goes through an inter section, under those circumstances, with ell the preview of accidents that be has had, certainly is one terrible driver, and 1 wouldn't want Mm around any more. 1 wouldn't care bow young be was, how old he was, bow many years of safe driving he had had, I wouldn't want that fellow. around' any mare. MR LORD; Gentlemen, you have learned a lot of comments here ou this accident, and I am particularly interested In tbe remarks that Amos Neyhart made about the individuality of these thing* Again I want to get back to a topic that we just touched oo and got com pletely away from, and that is the relation between the supervisor an dthe driver In these cases and whether you want a committee intervening In that situation. I tht"k It is wrong. I think the closer you can set np a relation between driver and' supervisor, the better off you ere going to be. I think a committee has no part in that relation between super visor and driver, and the very trend of our thinking here this afternoon would bear that out 1 sboold like to draw that polqt out a little because I know so many 96 32nd National Safety Congress, 1943 organizations have committees dealing with accidents. MR. T1LHER: Mr. Chairman, we have a number oi committees functioning and we have a number of programs in which we do not use the committees. I think this way in favor of a committee: The three' or fire drivers on the commit tee analyze these accidents, just as we arc doing here this afternoon, and I think those drivers go away with a lot to think about, just as we arc going away from here with a lot to think aboot So Car as that is Concerned, I think that at are getting a lot of good out of the ass of committees where they are functioning properly and properly if/sdiothy ncodents. On the other hand, we have a few committees that are careless about adjudication. They are inclined to las in favor of the driver,, and if we cannot get them to take the proper itthndt. we discharge them. THURSDAY MORNING SESSION October 7, 1943 Pr*sid:.*g: H. H. Kiuv, director. Division of Materials A Equipment, Office of Defense Transportation, Washington, D. G Saving Una and Personnel Through Better TWhdng and Placement Methods By J. I_ RISINOKK Safety Supervisor, Socoay-Vaeuam OQ Cou, Inc^ New York The objectives of any company are to obtain quantity and quality production, without damage to property or injury to persons, and at the least possible cost and consistent with public good will. Ac* cidents. delays, inefficient methods, poorly trained workmen or poor selection and placement methods, are directly opposed to these objectives, whether they occur in the factory or in the operation of vehicles. There is only one medium through which company managers and supervisors can obtain these objectives. That medium, as people. If qualified people are cor rectly trained and the i - >i icement is correct, they lend to get quantity and quality production without damage to property or injury to persons, and at the least possible cost and consistent with public good wilL ' Machinery, tools and equipment and materials constitute working tools only, and must be acted upon and controlled by people through whom industrial lead ers work, to get results from them. Be cause transportation. machinery and equipment involves the rights, rsfetv and welfare of the public, a double wsposiMW ity for ha safe operation rests ipoo di rectors or lenders of-these people who activate these very essential machines. Time and efficient personnel are two of the main factors to be conserved m their operations- The company's invest ment is involved, with not only the ma chines, but the personnel that operated them. To protect this investment and fulfill our responsibility of service to the public, both die machines and the per* onoel must be conserved, correctly main tained and rehabilitated. Correct training and placement constitutes the chief fac tor in accomplishing this. The operator Is so positioned in the scheme of accident prevention and effi cient operation, as to constitute the chief element involved. This is evidenced by the fact that the highest estimate given to equipment failure; as the cause of ac cidents, is 19 per cent. Since the operator also is responsible for many of the fail* Commercial Vehicle Section 97 sits of equipment, it is safe to say that the responsibility for from 90 to 95 per cent of the accidents rests upon the driver and those responsible for his training and placement. That he is doing a good job, with below the average systematized training as a machine operalor, is a com* mendatioa to him and a challenge to bis Train All Bat Drivers Foe many years industry has had train ing programs for all types of Workmen. These programs have been accelerated by the war effort. Some comps nirr have in stituted tests, and training and placement programs for drivers, coupaiabfe to their program of training and phccncW of other workmen. However, in some cases at least, companies that have intensive and extensive training courses for if other types of workmen, from common tabor to general managers, exclude from these courses the specific training of drfv- wtnch they operate mid never think f i charge of even a . simp hedoee fine kanwhfigr of tfe Perhaps those who have uo definite method of training and placement of drivers, aa individuals and on a specific job that requires a specific test and train ing. have not analyzed or do not accept the Met that there-is a scientific method In the procedure of operating a truck, not only equal to but more complicated than that of operating a stationary mactfine. Use Scientific Methods Those who have adopted better meth ods of training and placement recogntzi that there is a scientific method of opera tion of trucks and are training driver* by one of standards, stakes and markec off enclosed areas and by guided tests. The driver is being trained in the essentials, sack as knowing where the wheels are, calculating distances in feet and inches from ocher vehicles, etc. Many standards are knocked down in this training, but no harm is done, and it is less damaging and expensive than were the units strikug ocher vehicles or obstructions- At hart, a percentage of these errors on the trusting course represent accident* pre vented. Throe who have Instituted improved methods of training and placement of Oiiiu bare found that hurry in getting he driver placed behind tile steering wheel, docs sot save time nor conserve p irirmai i, hot waste both. A lew weeks ago a foil page write-up oi a Sul sotot appeared in a daily paper. firiiing as the meal pmerd--e Wlm tht Mg the driver hi charge oi a piece od eqmpromt rained at thousand* el * the ports of wrick are <___ and the cargo of uhhh may he < comtine1Pile or human. ft is safe to say that not enough cmritirrstion is given to tha facts that the correct operation of this machine not only icqiihcs knowledge of the machine, bee an operator that Is mentally, phyvicaBy and emotionally correct and who has a thorough knowledge of traffic and driv ing, driving skfll. correct attitude toward others oo the highway and most be in telligent enough to think and act, to do a very ivpui > trailer unit lying on its side at the street corner. Traffic was llnrfcuf. War materials were delayed. TW public was frightened, property was damaged tad the company's transports* lias system was thrown into confusion. There was no question but that it was a driver hutore accident There was nothing extraordinary aboot the accident. Quite a few accidents occur at street corners. The >1 Interesting facts were those behind the accident and known by less than a dozen people, per haps only two or three. The driver of this unit was new to its operation. He had applied to one company for a driver job. TWs company gave him a test. He fcQ short. He was In s hurry to get behind 98 32nd National Safety Congress, 1943 the wheel of a truck, so he went to an other company. The other company bad even a more strict test and a better sys tematized training and placement pro gram. Just at this time, however, the other company needed a driver ia a hurry> and although he fell short, his shortcom ings were waived and he was given the job. He was to be retrained and rehabili tated later. To save time, the chance was taken. The accident was the result. Both time and personnel were lost. This case stood out. because the tests had been given and defects waived to save time. Training Objectives You are no doubt familiar with the ob jectives sought in testing and training drivers. These are referred to here as a method of breaking down the subject into detail. Most assuredly we want to meas ure the driver's ability to operate a truck correctly under typical driving conditions. The object of this test. Is not to eliminate the driver, but to hod his defects and then eliminate them, if possible, by train ing or teaching him bow to compensate for them. If he has defects that cannot be eliminated or compensated for, then of coarse he should not drive. Hoes does this method save time end personnel? It saves time in terms of destroyed equip ment, delay in delivery of cargo and mechanical time In upkeep of equipment. It saves personnel by correcting defects of drivers that might otherwise be lost. The correction of the physical defects of drivers might be termed rthabilitatiofi. A driver may eliminate himself by being involved In numerous accidents slim, if be were tested, we might had a physical defect which, when easily corrected, he ia saved. For instance, bis visual acuity might be poor, but glasses would give him 20/20. His glare resistance, or night re covery, might be such as to eliminate him from night driving.* He might be saved by vitamin A tablets or be taught to com pensate for this weakness. .He may not know that his field of vision is narrow and that he should develop an alertness in turning bis head from ooe side to the other, to compensate lor the defect. His depth perception may be poor and need to be compensated for. A slow reaction time might need to be compensated for. Any or all of these defects, easily found by test, which can be corrected or compensated for, saves personnel.. If, however, he has defects that cannot be corrected or compensated for, he is not going to be saved by permitting him to drive. He may liquidate himself. Drivers with defects that might cause accidents at night, should be placed m .day time driving. .A driver*# score anight show him to be a good driver oo short hauls, when be would be much of a hazard on long hauls. He might be sus ceptible to early fatigue. He might be of a nervous disposition and need training in control, or not given a job where he is operating constantly in heavy traffic. Easy To Uncover Defects The offending driver may not know sound driving practice*. We have as sumed that he does, when as a matter of fact SO per cent do not. His mental atti tude might be wrong. He may not be able to interpret signs, signals or sixe-up situation^. There is a best way to discover these defects and to correct them. When tins best method is found and adopted, and training and placement applied ac cordingly, much time is saved, and pos sibilities of personnel ia conserved and the loss or destruction of personnel itself is avoided. Questions in the forefront today arc "Where are we going to get drivers?9 "On we afford to maintain a high stand ard of icqahuncut*?9 To let dawn the burs would be following the path of least resistance and adding to the difficulties. The only solution Is to break the problem down, analyze its puns and apply the proper corrective measures to each. Seven parts are here mentioned: (1) Analyze and test them. Hot to kick them oat. but to rehabilitate, train and place them on the bigbest plane of effi ciency, in accordance with the capacity of each. (2) If possible correct their physi cal defects or instruct them bow to com pensate for them. (J) Make sure by test that they know sound driving practices. (4) Train than on closed area training fields and oo laid ogt road courses in Commercial Vehicle Section the sldH of driving and In accordance sod include all the phases necessary to with sound driving practices. (5) Treat insure that the driver can and will operate them as individuals and place their job the vehicle as it should be. This is more on a level in the seals of importance to important fhsn for transfer of workmen which it is entitled, thus influencing their in shops and other such jobs. attitude, (f) If a driver has defects that Transfer within die company. Many be corrected or compensated for, good prospective drivers will be found on switch them to jobs that do aot require less essential jobs within the company. driving, thus possibly releasing another who cun become a driver. (7) Place the old driver In accordance with his capa city. Perhaps they can be replaced by work men who could not qualify as drivers. A training school should be provided for these prospective drivers. If these seven things are looked to not Explore the field. Don't wait for some ooly will time and persoaoel he saved bat the accident record of old drivers will hit a new low. one to come in and ask for a driver job. Look for drivers In the same manner as for a chemist, a bookkeeper or mechanic Better Methods Available Better methods of how to test, train and place drivers have been worked out and are available. Many illnitrations of the results of these methods could be cited regarding old drivers. Backing ac cidents run as high as 39 per cent. Drivers with as many as 9 years without an acci dent, have been unable to make a good score on the enclosed area practice field, Use women on jobs to which they are suited. Train personnel to bocoma drivers. Don't simply test and place or reject, but test, train and place, or train, test and place, rejecting only those that have de fects that cannot be corrected or are very difficult to compensate for. Follow through after training and placement with guidance and retraining. on backing a track 173 feet oo white fines Raise the meaning of the job--track between stakes with the four each clear drivsr. Accept the fact that driving s ance, oo either side, or on placing the track requires intelligence, knowledge, trailer at the curb with a 6 inch clearance. loll and good judgment. Place the job With scientific methods of calculation and two boors practice, they faave been able to make perfect scores on these prob lems. It u conservative to say that were all track drivers tested and trained for three hours an the impiored method of the number of these accidents would be reduced SO per cent. Many of the old drivers will be found to need cotaction of eye and other physical de fects. Many old drivers, probably SO per cent, will not know sound driving prac tices. This is not necessarily a fault of their own. They were supposed to know and have not been taught. Upgrade wiffiia the Beet. It will be found that the full capacity of some drivers is not being utilized, while others are placed above their capacity. A system of ungrading from straight track to trader, short ran to kmg line, and from less responsible workers to drivers, wfU conserve personnel. The same procedure of training and test ing for such transfer should be specific higher up in the scale of consideration, by bringing into it systematized training. Consider it at a scientific and skilled job. Some companies call drivers chauffeurs, rther*-. trade salesmen and others so word the job as to elevate its consideration. Why not put the job of truck driver oo a requirement and training plane where the name track driver will be considered at least on the same level as a machinist, electrician or other such job. Rl.e the name itself, rather than attempting to change it Treat the job in the light of its true importance and the driver as an individual who is rendering a major serv ice to hie company. Enlist the driver in the activities of the company and the carrying on of its various purposes, and programs, as a member of a trade, pro fession or group, or part of a company sod on a job worthy of performance, and not below the dignity of any other mem ber. Qtate firing eo many for having too many wridaih and help them to prevent 100 32nd National Safety Congress, 1943 them by training them now. Although the driver is charged with responsibility for all but a few accidents* he is not the only person who is responsible for these accidents. The individuals in charge of transportation are also responsible, at least in part, and sometimes totally, for all the accidents that occur to drivers and equipment, that could have been pre vented by his forethought, including the testing, rehabilitating, training and place ment of drivers. Develop job pride. The individual who is proud of his job and his ability to per form it does not leave it readily nor com mit acts that would jeopardise it He also reflects an attractiveness of the job that causes others to consider a job like it, and others on the same type job to desire improvement. There are various items involved in an effective incentive and promotional program. In large com panies, field days are held at picnics and other meetings. First aid contests are staged on these occasions. The display of skill enters many features. What ef fect do you think a contest such as the following would have upon the job pride of drivers and their desire for improve ment, and upon the attitude of the audi ence toward truck driving? For Instance, in closed area training fields, two or more groups of driven would select by elimination, two or three drivers to rep resent each group. On the day of the contest these representatives would put their vehicles through laid out test, ac cording to previously specific rules, and the winning group would receive the cup or other award. This subject could be carried into many phases, dependent upon its breakdown and placement methods. Thb war lias caused men's lives to take on new values. The conclusion of the war will not change but will increase these values. The war has demonstrated that investments in training in the armed forces and industry paid dividends in time and pesomd. It has become an accepted fact that any plan is which the awareness of the individual b tost will not succeed, that people are imfiriduals and must be so treated, and that they react favorably through confidence and not blind fear. The army driver who returns to his company vehicle after the war will have been molded to this pattern, which must not only be maintained hot im proved. The old driver mast be conserved by use of these Improved methods and approach and placement of old or new drivers must meet an Unproved pattern based, on these axioms. Making Tires Last Loogtr By WILLIAM & KKAKNKT Manager, MOaage Contract 8eks, Tbs B. F. Goodrich rniiifsnj. Akron, Ohio For a great many years, as you know, bus tires have bees sold on a rental or lease agreement to bus operators, on a vehicle mile basis. Not many years ago, 10,000 miles was superior performance, if you got H. from a bus or trade tire. This method of selling by the mile was the greatest single step* in two developments: (a) It gave research, tire construction and compounding divisions of the tire in dustry a very definite rest onsibitity and objective as to quality. (b) Young engineers were trained and placed in key positions to service bus tires arid gain knowledge of different characteristics of bases a system of tire life record! covering the complete history of a tire from the rime h was placed on a bus until it was permanently removed from service. These records were analysed as to type of failure, studied and used for improvement of tires. Thousand* of dollars were spent on these developments which paid great divi dends to the motor vehicle operators. Product improvement, trained service men. improved roads and equipment, over a period of ten years showed an incredible increase in bos rental tire life--more than 138%. Commercial Vehicle Section 101 You arc aware that we, as a Nation, servation is tire inflation. Tires will not have not practiced thrift for so many perform without air and they will not years that we have almost forgotten that perform 100 percent without proper air rise word means the wise spending of pressure. Recent experience indicates that money and time. This, together with the not more than $0 percent of motor vehicle rapid growth of any young industry, like operators are properly maintaining air (Hour vehicle transportation, haj probably pressures. Air pressures should be checked contributed greatly to inefficiency and when tires are cool before the vehicle tut wastefulness and. strange as it may seem, stalled on a run. a great many operators right now think Air pressure within the inner tube holds they are doing a reasonably good job only to find out they don't know or prac tice the simple fundamentals of rubber conservation. I know this--through in the vehicle off the ground and carries the load. It absorbs normal shock. The rec ommended pressures have beeo closely ascertained by .tire engineers and are formation and facts secured through "B. based on years of experience. F. Goodrich Tire Conservation Service Department," covering surveys of many Dual Mating of the larger truck and bos fleets. Accurate matching of dual tires as to A good many of these surreys have outride diameter or circumference is of come over my desk and practically all re vital importance, because dual wheels, of ports show that the condition of the park course, turn at the same speed because ing areas, garages and their approaches they arc locked together, mod thus if a are considerably detrimental to good tire smaller tire Is mounted with a larger, life. In many instances they are not clean the larger will tend to travel faster, caus or properly organised. In the yards are ing a scuffing action on the smaller tire, numerous bricks, sharp-cornered stones which results in very rapid wear. and other objects embedded m the ground al of whkh menace tires. Oftca scrap material is piled very close to the driveway and vehicles have to run over these aartkka This means that many operators are grill poor housekeepers. If ooe tire oo a pair of duals is of smaller diameter than the other, it will not carry its proper share of it : toad, and in addition to the scrubbing action resulting In fast tread wear, it impose* a greater share of the load oo the larger tire, thus Hfc-and-Misa Lubrication Lubrication is still a "hit and miss" process. There is no lubrication record system and lubrication seems to be done on an emergency basis, rather than a sys tematic and scheduled basis. Dry shackles are still found on many units so that the springs cannot function properly and ab sorb their part of the shork. Lubricated springs are necessary to prevent consider cansing that tire to be overloaded, increas ing the probability of tire failure. When it is necessary to put two tires of unequal size on a set of dual wheels, the smaller tire should be put on the in ride wheel In fact, in some instances, it has been foond that this results in each tire carrying a more equal share of the load than by matching tires of exactly the same outside diameter. able tire wiping. -Faulty brake lubrica AH of these items shown below should tion has been found--either by lack of be checked by track and bus operators, lubrication or over-lubrication. In crowded and should also be checked by official tire bases and overloaded trucks little if any inspectors: attention a paid by the driveis to load distribution. There is an unusual number of equipment units with broken springs, 1. Deal tires should be of the same outride diameter or circumference, or as close to the same as possible. This can clips and center bolts. A number of wheel be determined only by measuring either studs and nuts are misting winch might the diameter or circumference, not by apt only ruin a tire but constitutes unsafe amount of tread wear shown on the tires practice. There are many tires with dan even two new recaps must be measured. gerously low air pressure 2. If tires are of eneqaanftfcmeter pot The first "Must" in effecting tire con the smaller tires on the inside dual. 102 32nd National Safety Congress, 1943 3. Do not match rayon and cotton tires oo the same doalt, because the rate of growth in these tires is likely to be dif ferent and will result in one tire carrying a larger share of the load. Abnormal Wear Mechanical irregularities, more common on the front end of a motor vehicle than on the rear, are often the cause of very rapid tread wear. It is known that a tire on a wheel that is J4 inch out of align ment drags sideways 7 feet in every mile, and creates action similar to putting: the tire against a grindstone. Too much toe-in or toe-oat misalignment is recog- - nixed by the feather edge which is reused on the edges of the trend design. Camber wear is recognised by the fact that it causes more rapid war on one ride of the tire than on the other. Too much camber has the effect of cafiring the wear to be concentrated in n small arcs oo owe side of the tire, dins resulting in naefc fatter wear. Broken springs, loose tie rods, and bent sire ring arms an came mechanical ii regularities with the result ing low of rubber. While it is wise for drirers to eammt front tires for mechanical b-regutoritiea, it also should be the itsfnmlhiliij of Maintenance Superintendents to consistently examine front tires toaunruwh as 500 to 1,000 miln of tinsel with mut me chanical irregularities w9l muse the loss of thousands of tire mflfa. Unbalance, particularly as it ocmwn on front wheels, results in the the posafaf resulting In tost and uneven wear. Whan this condition continues, it wsB msfify result an spotty wear around the truad (orface of the tiro which often rrsrits in the tire being taken out of service long before its expected time for retirement. Bus wheels can usually be balanced within fairly close tolerances, where equipment is not available for more com* plete hataunt, with the wheels on the vehicle. With the front end Jidtfd up, spin the wheel, and if it always stops at ooe spot oo the bottom,' then a weight should be put opposite that root, and so continwr . wntij^the tire will naturally stop spinning at any point it may roach hr tprmog rather tiun at one point all the time. When inspecting tiros for retreading, the important factor that the inspector should keep in mind is the type of service in which the tires will be used. It re quires judgment based on experience to determine if a tiro can be successfully re- trtaded- Poasibiy, the two most.coiumnn causes that result m rubber h wasted by re treading are--First, reu ceding of tires wbkh require sectional repairs and which are to be used in service that is too severe, resulting an failure of the section or sepa ration of the treading job and. Second, the retreading of tires that have slight tread or ply separations which are not diworered by the inspector. WhBe it s true that h many less afmrive types of service, truck tires which roguee sectional repairs can be retreaded and will give many ntiks of service, that is not true of isUertity bus nr nock opera tions wfaov tires are operated at high Causes for oa inherent a he located if carefully ca ls much In truck or bus pvratrd at high ilwii'l toads, or both, whwe 2tine the inspector d tire is to 1 be taken of re tire*. However, tftmt am recapped red f riwi i is any ef gytalin developing betvun the recap job and the caring, the tire shoold he puked ant ef service before fa meat truck or ha sprretinns There Commercial Vehicle Section 1Q3 tires are subjected to so much, beat that not take him far enough in your con it is not economical either from a mone fidence .to tell him the reason why HO tary or s rubber-saving standpoint to at poonds of air should be put in the tires, tempt to use retreaded tires. This can if that is the recommended pressure, why usually be determined by past experience be should check tires enroute, why be and careful examination of the cord body should govern speeds, why he should of the tire by the inspectors. watch distribution of loads. Did you tell Any retreading work is dependent largely upon the quality of materials used, and especially, upon the integrity and him that his flares must be put in a cer tain spot, so be knows where they are, that the lights most be oo bis trailer, or workmanship of tire retreader. For that did most of yon just gamble a valuable reason, truck and bus operators shoold piece of machinery? If you did, certainly select sources for this service with care.' -yenr oaxmot vxpect him to look after tire*. Damaged truck or bus tires can be re It ttTM* to me that we all need hard, paired by the use of vulcanized sectional repairs so that they are capable of giving full service. However, due regard must be given to the type of service in which the tires are to be used, and particularly driving leadership to da this job. Sug gestions constantly should be kept in front of the drivers and maintenance men, not only those taken from cartoons or wall hangers covering ten or twenty points to the extent of the injuries sustained. There is a tendency to attempt to repair tires that are beyond repair for service in which they were originally used. There are numerous ans where operators using trucks or buses in difficult service condi tions should not use tires with section repairs. Most of these tiros arc oat of balance and yet will do a reasonably good job on slow moving vehicles. of tiro conservation. Just as important as the safety angle, the maintenance sad handling of tires and equipment. For over a year we have been testing various types of synthetic tires on city bus lines in Chicago, Cleveland, Hew York, Boston. St Louis, Memphis and Santa Monica, and in my opinion the re sults have been very good. Large bus tkts for inter-city buses will eventually be made of synthetic. We can expect a What of the Driver? limited amount of tread cracking and What about this man we call the driver or operator of a motor vehicle? In many cases be is quite v young chap, secured from a farm, factory, or directly from Ugh school. Yon as management have put into bis a valuable piece of equipment. Although you aright give hhn a Emitod amount of training and go oo the theory that recommendations, sugges tions, education, is going to get the job done and yon took the attitude "just tell them and they will follow** but you did separation but frankly a good job has been done by the industry. If we don't kero this motor vehicle transportation moving, I know of nothing which would have a greater negative effect on our wur effort. To put this new synthetic program over. wu in tbc industry need yonr full coopera tion sod patience. I am sure you will give it to us because you, with us. are partners to the rubber business ns taxpayers to a $650,000,000 synthetic rubber program. . 104 32nd National Safety Congress, 1943 Prsvant War and Tw and Badoev Critical Parts Worrias b, w. j. ctnnaNo Miintwunct Section Chief, Office at OtftoN Tramportatkw, WuUnitoo, D. C Under present wartime conditions, the ,of inspecting and servicing a piece of killed mechanic is becoming a scarce machinery so that the wear on pans is commodity and is receiving increasing reduced to the lowest economic degree. recognition in all organizations using Preventive maintenance recognizes that automotive vehicles. This recognition is some degree ol wear in certain pans is a a desirable condition, provided it carries normal result of normal operation of a with it a recognition ol the basic fact that piece of machinery. As a result any pre the owner of a truck or the operating ventive maintenance program most in department of a feet of trucks must sched dude systematic checking, testing, tight ule the use of the vehicles so that they ening and adjustment of parts to com can be routed to the garage at periodic pensate for wear; regular and detailed intervals for sufficient time to permit the inspection of parts to determine when maintenance work to be properly done. reconditioning Is necessary and correct, Three people are responsible for the periodic lubrication and cleaning. optimum use and the maximum conserva It is all very fine to tell the driver not tion of a motor vehicle. They are 1--the to do this or that, and not to abase the owner or the operating management; 2-- track, and to report one thing immedi the driver, and 3--the mechanic. ately add to report other things at a given The operating management or owner has a responsibility to see that the vehicle is not overloaded either for the size of Its tires or for its mechanical constraction. Just as tires obviously can be overworked, so can the mechanical parts of a truck be overworked. Both tires and the me chanical parts of a trade will absorb large amounts of overload for lufihed periods of time. However, such over- loads do cause premature failures, end the failures may occur at a later time so that the relation to the primary cause, La, time in order that the track may be prop erly maintained and kept on the road. Bat if the datefa wfQ not release fally, how can the driver avoid clashing gears, and if the dutch grabs or the engine has a couple of weak cylinders, bow can be avoid starting a heavily loaded track with a jerk and with the possibility of twisting the drive shaft or of breaking an axle shaft? If the steering system binds because of lack of grease, how can he avoid tutting objects or boles io the road, and how can overloading, may not be apparent. There be control bis vehicle so as to get close is no saying in the movement of freight if shipments are made in a manner which may eliminate the transporting equipment from future use. Such movements are a prerogative of the armed forces where, in the supplying of the battle line, auto motive equipment may be an expendable item. Civilian tracks are not looked upon as expendable items for the duration of to the curb without scraping H? If the brake lining Is bad or worn off on one shoe, bow can be properly stop the vehicle? If the voltage regulator b oat of adjustment with the controlled voltage too high, how can he avoid burnt out lamp * bulbs or an overcharged battery? If the voltage adjustment it too low. how can be avoid dead batteries aod no lights? the war. One can go on and on with such casep Preventive Maintenance to illustrate the point that what the driver does or what be reports h not the answer In addition to proper operation of the to proper maintenance of the vehicle. All vehicle, the management must have a of the defects which ut mentioned can determination to see that preventive main* be determined by a maintenance inspec tenance is done properly and regularly. tor. Most of the conditions can be deter Preventive maintenance is a much abused mined by an inspection ta the shop and phrase. We tike to define it as the art all of the rest can be learned by a roed Commercial Vehicle Section 105 test made by the maintenance inspector. Redoes Repair Bills * If preventive maintenance is performed regularly and periodically, the operation of the vehicle dan be kept in almost cquivalcnt-to-ncw condition, even thoogb normal wearing parts hare attained a certain degree of wear. Preventive main tenance inspection will reveal needed remedial repairs before there is excessive wear of parts and will reduce excessive repair bills caused by neglect. The act result of a comprehensive systematic pro gram is a vehicle which operates smoothly and satisfactorily and in a manner similar tn the way it operated when new. even thoogb the engine may have considerably less horsepower because of normal wear. To produce the optimum maintenance results means that the individuals in charge of the operation of the automotive vehicles must insist that the vehicles are rosed to the garage at regular Intervals and for sufficient periods to permit good maintenance work to be done, and must insist that the mamtenance work be done. This is not too difficult a program for a city bos operator who has considerable tripper service. It does, however, require a lot of wfU power on the part of the track operator who always has the excuse that fee has a lot of freight to move todayDoe to manpower shortages, your shops may also strengthen your excuses by say ing they have no help to do the work, and thus is started a vicious cycle of. poor Your shop people know bow to do the job hot. unless pressed by yonr manage ment, they may not be inclined to do what is necessary to get their shop into a fall production basis. We must expect to use manpower or womanpower to conserve etvOiao auto motive equipment to the utmost, and this conservation win compel the recruiting and training of persons who are novices to the automotive servicing industry. Mamteusmea After we have the truth fa the shop, what Is the shop tn do with it? Whal is preventive maintenance? A committee of members of the Society of Automotive Engineers have prepared a manual which has been published by the Office of De fense Transportation. This manual was prepared by engineers who were in charge of the operation of fleets of trucks and buses where preventive maintenance has been followed. The manual is entitled "Preventive Maintenance and Inspection Procedure." Copies of this manual will be mailed on request. As the operations in preventive main tenance arc fully detailed in this ODTSAE roanoat, we wfll not discuss the de tailed operations further. We do, however, wish to indicate who can do this pre ventive maintenance work. As a matter of fact, the all-around mechanic frequently does not tike this type of work. He thinks it is either too petty, or It does not re quire the use of all of bis skill, or it o&y be that be thinks it is too monotonous a job. Preventive maintenance is admittedly a repetition of a namber of tests, checks and inspections, a considerable number of which will disclose no trouble at any given inspection, and on the balance of the items the adjustments are frequently very routine and do not require a high degree of skQL The preventive maintenance inspector does not need to know bow to disas semble, refit and reassemble any major part of the vehicle. He needs to know how to make simple external adjustments, how to determine the amount of wear that has developed in any moving part, and the allowable limits of wear for the vari ous parts. Hence, if we teach only adjust ments, limits of wear and methods of testing, we have a relatively short coiirse of training. There are no miracles in tune-up work. It is basically a systematic procedure for seeing that all adjustments on the vehicle are correct; and when this is done, the defects which may cause bad operation are usually, obvious. When these items arc reported, the skilled mechanic or shop foreman can then rapidly decide what remedial work must be done on the items which may be at fault. Women Can Lem Job Maintenance work can be taught to women. The experience of England it 106 32nd National Safety Congress, 1943 rather enlightening on this subject Uiu Dorothy Sells of the Office of Defense Transportation, who recently made a visit to England, reports that women account for 90 per cent of the personnel employed in the reconditioning plant of Pickford, LuL, a large motor carrier. Under the direction of eight male supervisors,. 160 women do all of the maintenance and re building work on this system's large fleet. The London Passenger Transport Board, which controls all local transportation in London, also uses women in its shops particularly in the maintenance and repair of buses. Miss Sells sums up her observations as follows: "The attitude of women towards machines and tools is similar to the attitode of men towards babies. They are afraid of them at first, because they do not understand how they work and do not know what to do when anything goes wrong. This fear can soon be overcome, however, by means of proper training pins some practical experience.** In order to bring women into the shops, it is necessary that they receive a course in basic training, which will include an introduction to the we of the standard hand tools and explanation of the different types of fastening devices, and an ex planation of the testing instruments which wQl be necessary during the later work. Then practice and instruction can be com bined in the. preventive maintenance work, following the operations which are out lined in the ODT-SAB Manual. In spite of my previous statement re garding the relation hetween maintenance and driver abuses, there are now arising as a result of the war, certain condition* in regard to parts which need to be brought to the attention of your drivers, because the quality of the material* fat the new parts is lower than that to which they have been previously accustomed. 1 refer to the use of the National Emer gency Steels, or the NE Steels, which are now coming into general use. In gen eral, the NE steels are either leaner alloys or are alloys which have a substitute alloying material In place of the original and more desirable alloys. Inferior Parts Hazardous A great 'many connecting rod bolts are now of NE steels. For normal operation the substitute bolts have ample strength. The driver, however, must be cautioned to control over-speeding of the engine in going down hill or wheq using the engine as a brake, as the new bolts do not have the extra capacity for such overloads, and a failure of these bolts may destroy an engine. In transmission gears, the substitution of NE steels has been quite extensive. Mr. Robert . Cass, of the White Motor Company, reports that there are indica tions tbit the reduction in life as a result of normal wear may be as much as 25 per cent Furthermore, increased care must be taken when shifting the gears, as the substitnte gears appears to chip more easily than did the ordinal alloys. Rear axle shafts have been quite -gen erally changed over to the NE steels. Id this service the NE steel appears to have less shock carrying ability, even though the tensile strength of the NE steels equals that of the original alloy. This reduction in shock capacity means that the drivers must use additional care in starting their vehicles and most, under no circumstances, "jump** their trucks in trying to'get them started under heavy loads or on bills. -Isasnns of War Bwrgawcy This war emergency should he n greatlesson to us. As a result of the necessity of maintaining our vehicles for a longer period of time, we will become more in terested in designs which wfll ghre fewer faflures, provide greater accessibility, and permit frier and quicker adjustments. Places of attachment for testing instru ments are one thing for which the present vehicles are to be severely criticised. Many of the present vehicles leave much to be desired in regard to driver comfort. These discomfort* mdoubtedty add to the accident hazard, as they faarcnse the fatigue of the driver. After this war and after the initial pro duction on the old 1942 models Is over, will come the greatest opportunity for . improvement in the design of comraerdsl vehicles. The race will then be on by the designers to produce attractive vehicles. At this time the designers may come to the snn for wggMtfami or they may Commerctai Vehicle Section iuy follow the visionary designs which sre illustrated almost daily in the press. Snch visionary designs nny result in vehicles which may be quite unsatisfactory as work-e-day business vehicles. It is, there fore, necessary that yon think carefully of of design which will simplify maintenance problems and which will pro mote driver comfort You should be ready. wbci. the oppor tunity arrives, to tell your purchasing agent specifically why you do not want a certain design--not alone from a mainte nance standpoint, oot alone from the driver*# standpoint, oot alone from the standpoint of the vehicle as a freight carrying device, but from a summary of all three viewpoints. Transit Section Officers 1342-1343 Camrwi him fl W. Whitcomb, Chief. Bureau of Acadart Prevention, Philadelphia Transportation Ca, Philadelphia, Fa Firm yice-Chtm-man C H. Seaiceb, Safety Dir, Yomgstowu Municipal Railway CoYoungstown. Ofaia Second Vic*~Clmrmmm N. L. Yoawc, Safety Dir, Southeaster* Greyhound Lino, Lexingtoa, Kjr. Third KMf^AevvwK-W. S. Bduocl Gen. Sapt of Transportation, Department of Street Railways, Detroit, Mich. Srcrrtary -W. S. Hiuen, Safety Coe, Chicago Rapid Transit Co, Chicago, IlL Piwpr--t Committee Chairman J. P. Tbetxok, Vice*Prtt, Indianapolis Railway*, loc, TiUwiopnlw TnH Mtmbtrikip Committee Chairman--A, E, OauoK, Asst. Dir. Sal. Education, Public Service Corporation of N. j, Newark, N. J. Nets* Latter Editor--J. G. Dickinsok, Stzpt, Accident Frcuntioo, The Milwaukee Electric Railway 41 Transport Co, Milwaukee, Wu Jfrahffi al Lsrpe-~ . *E. EL Gaona, Safety Dir., The Goltaubus & Sonhcn Ohio Electric Co, Cotambtxs. OUa H. R. Hawrow, Sapt. of Instruction A Personnel, St Louis Pofctic Service Co, St. Loass, Mo. M. A. Ki*rr, Accident Prevention Eng, American Transit Assn, New York, N. Y. E. JL Kua, Mgr, Accident Prevention, Philadelphia Co, Pittsburgh, Pa. R. A. UcAutkoi, Dir. of Personnel, Public Service Coordinated Transport, Newark, N.J. J. M. Osts, Dir, Safety Education, Public Service Corporation of N. JF, Newark, N. J. A. E. Paub, Chairman, Accident Prevention Committee, Winnipeg Electric Cea, Winnipeg, Canada. A. P. SCBumtef, Advertising Mgr., National Pneumatic Co, Rahway, N. J. - +H. V. Scwumea, Safety Eng, Capital Transit Co, Washington D. G H. F. Webb. Gen. SaL Dir, West Peon Systran, Pittsburgh, Pm. Past Geacrsl Oilnaw 109 no 32nd National Safety Congress, 1943 Officers 1943-1944f Gen*rol Chairman--H. W. Whitcomb, Philadelphia Transportation Co., Phiydphh, Pa. First Pics'Chairman-- C H. Shahs*. Youngstown Munieip-' Railway Co., Youngstown, Ohio. Strand Mise-Ckairman N. L Youxc,. Soolbeutm Greyhound Line*, Lexington, Ky. Third Vice-Chairmen--Waltxi S. Hump, Chicago Rapid Transit Ox, Chicago. 01 Secretary--J. P. Taertojr, Indianapolis Railways, Tnr_< Indianapolis, Ind. Program Committer Chairman Aithpi J. Naquin, New Orleans Public Serrks Cory, New Orleans, La. Membership Committee Chairman--J. G. Dickxxsok, The Milwaukee Electric Railway and Transport Ccx, Milwaukee, Wii News Letter Editor--R. M. Kctcuum, Chicago North Shore and Milwaukee R. R. Co., Higfawood, m. Members at Larpr-- E. E. Ctom, The Columhns fit Southern Ohio Electric Co* Cohnbo^ Ohio. H. R. Honos, St Louis Public Service Co, St Louis. Ma U. A. KiAfr, American Transit Association New York, R. Y. . J. Kbxh, Philadelphia Co., Pittsburgh, Psu R. A. RcAttsut, Public Service Coordinated Transport, Newark. N. J. *1. U. Om, Public Service Gorp. of N. J.. Newark, N. J. A. E. PAtm, Winnipeg Electric Co, Winnipeg, Cxoih. A. P. Soaunxar, National Pneumatic Cd, Rahway, N. J. H. V. ScHtPun, Capital Transit CcL.Waihington, D- C, J. O. SmD) Alabama Power Cd, Birmingham, Ala. TUESDAY AFTERNOON SESSION October 5, 1943 Presiding: H. W. Wancotik chief. Bureau of Accident Prevention, Philadelphia Trans portation Co., Philadelphia. Tbs Effect of tbs War on ths Transit Industry By nn> A. NOUN GPnmted fay WOBjun PMcfe. Snpwircr of AtrfchnT Tv.--iu. CUapfarimUM} Aside from the dollar cost of accidents, none of us can afford to lose the services of an operator of a street car or a bus for even a short period of time. It is too hard, sometimes impossible, to replace either. It goes without saying, also, that there is now an additional value to the time and effort of the people we carry and the people traveling on the streets today. Directly or indirectly, most of them are engaged in purstots tied in with the war effort. In considering the effect of the war oo the transit industry, I look at it m two phases: first, the immediate physical af fect and second, the long range effect. Transit Section in As I see it, there is Stile la the immediate effect that can be considered on the favor able side. Far the future position of the their apron* and left the kitchens to take a place at the bench m the shop or on the line in tbe factory. industry, there are some influences that are favorable and mm that are unfavor able. The immediate effect; that is. the effect on our daily operations, oar volume of traffic, onr service, oar manpower and our physical negwut, has been, on the whole, a scries of headaches. While prac tically every trade and industry hi the country has problems of a similar nature, I doubt if there as any industry that has been harder petard to do its job than ths transit ndntry. Torn to Public Carriers There are more people employed than <Vf' cfore ia tbe history of the country. Limitations on private automobiles have caused vast numbers of these people to turn to public carriers for their trans portation. Women in war work, partic ularly, have turned to mass transporta tion faeilitica, for a large percentage of them do not have automobiles for driving to and from work. These great shifts io American life, tbe withdrawal of men for the armed services, tbe diversion of work Oprating Onkr TTmfimu We are fhiini as an essential industry; but there are varying degrees of essential ity and in the trnhnst of essential in dustries. The war plants have done a magnificent jeffi an converting to war manufacture. Indsad. at is a spectacular job that fins as epti h the world; but. In the accoaapfishmeat of this job, `every effort has been expended by the authori ties Involved an eaptde the obtaining of materials and anppties for construction and psudnctihn. On the other hand, our industry has rated with those that mwt keep going, keep going at an accelerated pace, with relatively hole ini the way of new facili ties to tasde the additional business. Set alone for replacements. We are, of coarse, not alone in tins respect. Nevertheless, we are capccted to hawile all of the boxineas that presents itself We aren't hr the same position as the grocer or deportment store or cool merchant who seBs what he has and then tells the customer H is all goon. We still have to furnish rides to all passingw who present ******** ers from peacetime to wartime pursuits, and the widespread employment of wo men, have affected os in two ways: first, as operators of public carriers and second, as employers of labor in an essential field. At the same time that we have been faced with the demand for more service, we have been hit by the extreme manpower shortage that has developed. The combined effect of the increased industrial tempo and the restrictions im posed on tbe private automobile brought a bigger increase ia traffic than most of us in the Industry had anticipated. There was no uniformity to the increase although, as a general rule, percentage gains varied inversely with tbe size of the community. The industry, as a whole, b carrying far more passengers than in the peak years of tbe 192QTa. I recently noted some figures on the transit situation in the Norfolk area and, while that is probably an extreme ex ample. it may prove interesting to repeat the data. In 1938, the system there car ried 3200j000 passengers with 80 street cars and 98 buses, a total of 178 vehicles. In 1942, the system carried 74,750,000 pas Since tine United States entered this war sengers with 122 street cars sad 131 buses, phase of its quUnoc, ten aslllioa of the a total of 2S3 vehicles. With only about finest young men have been withdrawn 40% more equipment, therefore, the sys front their nociml pursuits. Some came tem carried more than twice the number from the schools and the colleges; but Of passengers. That has bcca no picnic ' most of them came from jobs in the agri for either the operators or the riding cultural. mdostrial. trade and public serv public; and all of ns have experienced ice fields* Mtffioos and mOHons of persons something akin to that situation. have been diverted from their peace-time jobs to the production of the implements of war. lfiBfuua of women have taken off Tmnndooa Turnover I think there are few of us who would 112 32nd National Safety Congrttt, 1913 maintain that the service the. industry is giving today is ut or close to a normal standard. It ha* suffered from overload* tug; from equipment 'shortages; from difficulties in getting parts and supplies for maintenance; from difficulties In get* dag. training and keeping competent em ployees; from restrictions on bos mile* age imposed by the Office of Defense Transportation; from changes in routings, hours of employment, working shifts, new plant locations, and a variety of similar causes. There are nooe in the industry who have had dear sailing in meeting the manpower problem. We have experienced what is for ns a tremendous turnover In labor. Wc have had to replace men who have gone to the armed forces and those attracted by large over-time payments in war plants. In addition, we have had to find new employees to man the new runs required to carry the increased load. - Our training problem has been acute, for labor tnmover has been at least two or three times the ordinary experience, which requires the training of two to three times as many people. Only through an intensified training program has it been possible to hold down the accident rate. This matter of turnover is probably oor nomber one problem today. A meas ure of the difficulties involved is con tained ha some figures given out recently by Otto S. Beyer, director of the per sonnel division of the Office of Defense Transportation. He found that between January and May this year transit com panies have hired 37.000 employes for a net gain of only 7,000. He reported, alto, that for avnry mao leaving the transit in dustry to go into military service, six have been lost for other reasons. Host Keep Plugging The magnitude of the training job involved in this heavy turnover is familiar to most of us. As we are unable to re duce our scale of operations, all we can do is to keep on plugging at the task of hiring and training new employees and doing our utmost to keep what we have. It is nafurat that we consider the man power problem first as it affects our trans portation department, the motormcn, con ductors, and operators. The basis for a good tnunforcc is the training staff; and it is only through the intense development of the training staff that wc have been able to keep our safety record on the favorable side. The' character of the ap plicants from whom we chose our em ployees rates below what wc were en countering two or three years ago; so when we end up with well-trained men. it .is not because we got as good s man to start with but because we gave him ad ditional training. Replacements for those leaving other departments, shops, tracks, electrical, gar age and carhonse employees, have been equally difficult to get and keep; aod the labor problem in some of these depart ments is just as serious as that in trans portation. One effect of the war has been to delay many modernisation plans and a Urge'amount of conversion of rail lines, la some instances, rail tines that al ready had been converted to bus opera tion were restored as part of the rubber and fuel conservation programs. Plans for modernization have been held op but, even with the necessity for con centrating oor energies on the problems at hand, we can still give some thought to the post-war future. Everyone antici pates marked progress in the typed of private transportation to come after the war. as a result of the remarkable ad vances in research and production accom plishments in motors and materials that have accompanied war output. We, in this industry, must keep b mind that oppor tunities for modernizing oor equipment will be jest as plentifal as for private transportation. New Materials Coming Immediately after the war, an enormous capacity for the production of aluminum alloys for civilian use will be available from the plants constructed for war outpot Accelerated research activities are bringing forth new 'plastics, new alloys, new methods of employing powdered metals in the production of castings. AH of these advances in research and pro duction will be available to ns. Even though we can do little concrete about at TVorwil Section 113 now, we should all be scanning the future for ways to take advantage of these op portunities. Another effect of the war has been to give ns a large nomber of passengers wbo have not been accustomed to using public tamers. It is unfortunate for the industry that they come to us at a time when the seseicc is bound to be sub standard. for the overcrowding and, in many cases, the enforced use of older equipment, docs not give them the correct uppresrirm of the industry. We all think in terms of what we may be able to do to retam a larger portion of these new riders in the post-war period. We should be able to keep some of them but, wc the number of passengers we are carry ing. Those of us who operate in cities of severe climatic conditions, unquestion ably, are going to encounter difficult times this winter. We are continually warned that the "most critical phase of civilian supply, whether it involves food, fuel, or transportation is directly ahead of us. We have fewer and fewer seasoned em ployees. Meo with relatively little ex perience are called ou to operate equip ment under nnuanal load conditions. The cumulative effect of the wear and tear of long, hard operation, without ade quate opportunity for normal servicing and maintenance, is taking its toll of our rolling stock. should not, is my opinion, bank ou too In a recent message to the bus industry, much from this source. Under normal Joseph B. Eastman. Director of the Office conditions, with no restrictions in tbc of Defense Transportation, warned that production of new equipment, we could, the military demand will continue to each m our own communities, handle any crowd out civilian demand. He asserted volume of regular business. But condi he would combat any tendency to taking tions arc not normal and, if they were, risks with the breakdown of domestic wc would not have these people looking transportation, for, if any of the branches to ns for service. There arc several reasons why it is going to be difficult to keep these new customers. First, their experience with our present service and equipment has been far from ideal Second, there U without qurtlioo. a great urge among tboqe who have stopped driving their cars to and from work to get t - k to tbcsr private vehicles- Third, the obtain ing of new equipment in the post-war period is not going to he an overnight prawn; and it is probable that, long be fore extenri replacements and addi of domestic transportation are strained beyond the breaking point, the war effort will suffer a grave hurt. He did say that domestic transportation can be given a degree of help without real deprivation to the military forces; but. lest that be taken to mean that oor worst troubles are over and that a big supply of equip ment is about to start coming our way, he warned that anything more than a small supply of uew equipment to take care of replacements 2s oot to be de pended upon.' He predicted a continual shortage in everything except traffic. tions can he made, the public will get gas and tires, even new automobiles. Therefora w won't have the opportunity to demonstrate the appeal of attractive nor mal service to many of these people be fore they have left ns- Nooe of us wants critical materials at the cost of adequate gnat and equipment mod moprpiie* for the men in the field. However, in the allocation of materials for the home front, the position of this industry entitles it to serious considera ffiipr lYohlrms Abend tion. The problems of the first year and a half of the war period seemed difficult at the rime we were meeting them; but I think that in retrospect, they are going so look father simple when we are meet ing the problems that tar ahead of us. Although the big vise in traffic already fan omaitd. most of us are still experiruing increases of varying degrees in Our seal In trying to get parts and equipment has only one purpose, insuring the smoothest possible transportation of those directly and indirectly behind the production of the sinews of war. We will cany the people. The country can depend on that. In some cases, the service won't be as regular, nor as prompt. 114 32nd National Safely Congress, 1943 nor as comfortable, as the normal stand ard. The job of the industry is to insure-that there is no let-up la war production due to a failure in local transportation. I think I can say for every operator in'the coun try that the job has been done to date, and, regardless of obstacles, we will con tinue to do it. No other attitude can be entertained. Qbd oi tb War on Dw Tranait Industry By JAMBS A. GIBB President erf Inter-City Cftarh Co . Luang, m4 Lansing, as you know, is the capital city of Michigan with a population of ap proximately 90.000. East Lansing, just two miles beyond the corporate limit of Lansing, is the home of the Michigan State College, a purely residential city with approximately 6,000 inhabitants and in normal times an additional 6,000 stu dents so it is safe to assume that wc serve a community of 100/100 persons. Under normal operations It was ` con sidered that the Bos Company had suffi cient equipment, based on one coach for every 4,000 persons. Onr operation in cludes 50 coaches, which would be ope for every 2j000 khabitants. Feature if you will, a transportation company serv ing two cities, ooe an industrial city and the other a purely residential college city. We operate on a fare of Sc with a le transfer, malting an average f*re of 47c per passenger. To indicate to you the increase in employment conditions, Lans ing's Industries in 1943 showed an in crease over 1942 of SZ2 per cent and over 1941--120 per cent. In normal times, we estimated that not more thaa 3 per cent of factory work ers rode oar roaches to and from work. Now that estimate is around 10 to 12 per cent. The increase this year should be a great deal more, doc to the fact that the family car k m need of repairs. Our peak boors, as in most cities, are from 7 to 9 A. M. and J to 7 P. M. Fiftyone per cent of all our passengers ride in those hours. In other words, during 6 of our 19 boors of operation on the offpeak period, practically 40 per cent of our equipment is idle. OJJ.T. Program You will recall in April, 1942, the Of fice of Defense Transportation issued a 12-point program ihat would conserve the vital war materials going into our type of equipment. Our company com plied with it's portion of that program in adopting skip stops, known to ns as Vic tory 'Stops, turn back service, elimination of our Charter service and re-schedule of off-peak hours. The larger ken of this program is that of staggered hours which has been complied with only by our schools and merchants. The staggering of hours by the merchants hi opening their stores at 10 A.M. and closing at 6 P.M. hu eliminated 2 per cent of our p*V loads. Just recently our mayor appointed as Administrator of War Transportation, a former two-term President of the Lans ing Safety Council, Mr. A. J. Hager, who has made plans for a nrnnilats iwiij of oar transportation problems and wt expect that, poodbfcr by Christmas, we will have a --hoar pragma. We have very pomMar conditions in Lansing in that all of onr swh*s an Ire at the downtown center of I iiiig All of onr local offices, faefoffog the State apd Capitol buildings, start their clerical forces at 8 AIL, and one of the larger plants also starts ooe of thek throe Ufti at that time. Not one of these employees would think of arriving 10 to 20 ententes early at the office but must be there with in 2 or 3 minutes and so consequently we are blamed for their tardiness. We are not supposed to have mechani cal failures or be delayed by railroad Transit Section 1L5 crossings and should have sufficient equipment out even though all available equip ment is out at that time of day. Ttineover rAii-h, both in performance and cost and, had wc not bad Rto coaches, our service problem would have left a great number of our coaches out of service. Wc made arrangements with the factory in Lansing It is my opinion that both government sod industry sold the transit industry short in not anticipating this difficulty we arc now having, in personnel When I say sold short. I mean that wc were not declared an essential industry soon to do our final inspection and take care of whatever maintenance was necessary. With this assistance we have been able to keep a majority of our coaches is operation. We have been unable to make any major overhauls. enough. We lost a number of our men Originally, we anticipated a 7yi year to industry doe to the excessive high life to our coaches and based our depre wage rates that they were able to offer. cation rate accordingly. To show you In some instances a sweeper was paid as the amount of extra service it has been high as 3110 per hour. necessary to give, 10 of oar coaches will Our losses to the armed services have been very in comparison. Our turnover from December 1, 1942 to Sep be fully depreciated at the end of our 5th year of operation, which will be No vember 30th of this year. tember 18, 1941 n period of ten months, in drivers alone, has been 122 per cent Safety Record Changes and in our garage a turnover of me Our slogan has always been "Service chanics and utifity employees has been fas with Safety" and we have lived up to the excess of 200 per cent and we arc that slogan until this present year. For still ^ with the pcciblem of replace- the years of 1940-1941-1942 on our retro spective plan of insurance, we received Tbe type of jilnyee that we have had to hbe In the bat tea months is ooe who has worked at every otter occupa tion in the city, hns no apparent regard for the rulings or regnbtiows and partic ularly the safety of Ins passengers. This is the type that is accounting for the large turnover we have had. You wonder, no doubt, why we hare not used women as drivers or utility helpers. We ere not equipped to accom- womfu m our present quarters and we do not tefim women can handle the manual typo of clutch over n period of 8 to 10 hours. Our 50 couches am a Stile less than S years old, of a very modem design, nuafiaared by the Kco Motor. Inc, of Lans ing. Yon will agree that this is practi a premium return due to our very fine caietr record. We distributed portion of this premium return to our drivers, mechanics sod utility men. Antic ipating our present situation in Novem ber, 1942 we appointed a full-time safety director--one who had been an out standing driver, formerly three-term union president and one with an outstanding safety record. We believe that we are the only company of comparable the having a fall time safety director. Onr 1943 retard h a deplorable one. We have had personal injuries, accidents that we never bad before, doe entirely to the inexperience and carelessness of our drivers. It is hard to my what It might have been had we not had a safety direc tor. cally new -fiisiirr*--, hot the age of this Our safety director sits in on all com cqripomat is cU due So the large loads ere mittee meetings an the grading of acci am unjkc the type of driver# are-have dent reports. Tfeh committee is com and the hdtdmrterin to service them. prised of three drivers one mechanic and We mud to he veey praod of the appear one company representative. Their deci ance of om rdarhrs and drivers, but now, sion is final in determining and plating we can't say the nab Even our drivers have taken on a sloppy appearance. I unmanned the name of Rco for two icasosm It ftai ***** a very outstanding the blame for accidents. At the present time we pay a moodily award of 3d to every driver who has had 220 hours ex posure time without a chargeable acci- 116 iZnd National Safety Congress, 1943 dent and to our mechanics and utility men a $2 monthly award if there have been no chargeable accident* to garage negli gence. We anticipate that our new wage schedule ihoold be attractive to a better type employee and should improve condi tions that oow edit Aa president of the Lansing Safety Council, I must tell you something of how safety is practiced in Lansing. City Whs Safety Award For the year of 1942 the National Safety Council awarded Lansing the plaque for being the safest city of com parable sire in the United States. On all the arteries leading into Lansing you will find a large sign reading "America's Saf est City." We went from 79th to top place in a short period of three years. The divisions of our Lansing Safety Council are made up of Plant Protection. Industrial, Commerce Vehicle, Industrial First Aid and Home Safety. A good deal of the credit for the suc cess of the 1 .anting Safety Council is due to the gentleman 1 mentioned previously. Hr. Hager* who was the previous twoterm president of the Lansing Safety Council. The interest in Safety at the monthly meetings of our various divisions is outstanding. This no doubt would ac count foe the large attendance represent ing Lansing at-this Safety Congress. We have, had splendid cooperation from our local newspaper. Just to give yon some idea of the out standing safety record in Lansing from 1939 to October 1943, 1 want to quote these figures for five years inclusive. The average number of fatalities in the home, public, traffic and occupation, averaged 41 per year. The Lansing Safety Council was started fas November, 1939 and for the 3 following years of 1940-1941-1942 the fatalities averaged 30, a decrease of 11 and the average for the seven months of 1943, if continued for the balance of this year, will show 19J. a decrease over the record of the previous 3 years of 103. This will give you an idea as to why Lansing received the award for 1942 and it is our hope and desire that we receive the same award for- 1943 as "America** Safest City." In dosing, 1 would like to make this prediction regarding the future of City Bus Transportation. Unless materials are released for the mannfacture of new coaches and lor the maintenance of both coaches and individual cars, that the fall and winter of 1944 will result in a most serious breakdown to the transit industry. TUESDAY EVENING SESSION October S, 1943 Women In Transportation (Pand PtwnwHna) (Thi. meeting reported in the Street & Highway Traffic Section of tiua vohrmc.) WEDNESDAY MORNING SESSION - October 6,1943 Session On Employee Transportation Problems (Reported under Subject Sessions in Volume 1 of 1943 Congress Transactions) WEDNESDAY AFTERNOON SESSION . October 6,1943 Presiding: H. R. Houton, director of Personnel, St Louis Public Service Co, St Lfw Transit Section 117 Accent on Safety In War-Tbna Transit Training By W. J. 1CACK - Sept, Soriana Transportation, PhoUdsfphfca Transportation Co, Itiitwkfphis, Pa. Daring the depression years, service A comprehensive safety program had operated by the Philadelphia Transporta been in effect for a number of years. A tion Company was progressively curtailed and few new employees were trained for platform duties. Starting in 1941 the central safety organization, known as the Bureau of Accident Prevention, was or ganized by the company a great many number of passengers carried by P-T.C. years ago. It is the responsibility of this increased appreciably and this growth in bureau to analyse accident records and patn ngtr traffic has continued up to the develop plans for accident prevention present time. To meet the increased serv ice dramad. it was necessary to expand the employment program and S06 men work. Within the transportation depart ment a group of instructors was assigned solely to accident prevention work. were tuned and appointed during 1941 Analysts of all accident prevention work as compared with 150 men in 1940. rcvcaied the inescapable fact, that the best Past experience indicated that as the employment of new men increased, a pro potdonate increase in acodent frequency could be expected Socfa anticipated in crease Id accident frequency, attributable to the large number of inexperienced em accident prevention measure is to insure that the employee is thoroughly skilled ill the duties of his job. It was rccoguized that the real accident prevention job must be done during the original training period of a new employee. ployees, was realized ht 1941. However, The instruction department of the com we do not intend to imply that there tu pany, which'bad been developed and was any extraordinary or abnormal increase organized to handle a relatively few Dum in the accident rate. ber of student trainmen per month, had Even though the 1941 accident fre quency was not abnormal, it was apparent that the rapid growth m passenger traffic, which was accelerated after Pearl Harbor, and the resultant large number of new and inexperienced men that would have to been expanded rapidly and was going to be required to expand even more rapirdly. It was obvious, therefore, that complete reorganisation of the instruction division was necessary and that improved metbodr and techniques should be developed. be employed aa service was expanded, would result- in a greatly increased num Combine Subjects ber of accident*. Mon Isrtoue Aspect* To obtain maximum benefits from th newly developed instruction coarse, a higher degree of specialization in respect Under wartime conditions P.T.C- acci dents' took ou a new and more serious aspect. Accidents that injured the com" party's passengers were harmful to the war effort, since they resulted in lost man hour* of productive work by war workers. Accidents also result in delays to service, contributing to lateness and loss of pro duction at war plants. It further de veloped, a* tabor and material shortage* became more acute and as volume of pas senger traffic necessitated operation of all to instructors was required, together with the ability to place responsibility for any instruction function. As a consequence, investigation indicated that it would be entirety feasible and practical to combine the various instruction functions into four groups: namely, classroom, echoed car, revenue car, and follow-up, with instruc tors being definitely assigned to each group. Classroom functions include lectures, equipment demonstrations, and examina available vehicles, that accidents damagiug equipment removed from service vehicles essential for operation of required transportation service. tions. The school cars are cars operated by students under the supervision of a school car instructor. Revenue cars are cars carrying passengers, operated by atu- 1 IS 32nd National Safety Congress, 1943 dent*, under the iqpmisioo of a line in* structor who is a regshr trainman, quali* fied tod approved for (hie particular work. The follow*op group of instructor* is concerned primarily with rtiaMtrxjctioa of recently appointed trainmen and accident prone trainmen. his knowledge of rales and regulations. On the succeeding five days, be receives operating instructions oa all of the dif ferent type car* assigned to his depot. When be ha* shown the necessary prog ress, he is then assigned to a line instruc tor. Under the supervision of a tine in lo the fall of 1942 the reorganised in* structor, the student is allowed to motor tructioa division wu placed in opera* a revenue car for a period of six day*. tion. As use of the new methods and procedures progressed, the program was modified as experience dictated. At (he present time, the new student spends his entire first day in classroom work. On reporting to the school head quarters, he is given a rale book, a route map, and regulations covering work as signments and pay allowances. In the morning, he is given ao illustrated lectnre on the street car and its equipment. Stadias Sqnipnint Final . As soon as he has shown the required progress on motoring a car and has been approved by a school instructor as capa ble of motoring a car without aid, he is then assigned to a revenue car for three days as student conductor, being super vised by a line instructor. The student, upon being approved as a conductor by a school instructor, returns to the school headquarters for bis final examination as a nK>torman-conductor. Upon completion of the lecture, the stu dent is assigned to the equipment class room, in which is installed the actual operating and control equipment with which the student most be familiar. He is given a complete demonstration on the various types of controller*, brake valves, line breakers, switches, fuses, etc. After the demonstration, be Is allowed to prac tice on the operation of the controller* and brake valves. Next, he is assigned to the signal room, in which is installed, both actual and miniature working models of the various types of signal equipment used by the company. The purpose of this procedure is, mainly, that the new student will be familiar with the underlying principles of the street car and its equipment together with its operating controls, prior to the actual instruction on a school vehicle. In the afternoon of his first day, h receives lectures and demonstration on the duties of a conductor. This includes a description of the fare structure and the various forms used, together with the waybill. He is also instructed on method* used to collect and register fares. On the following day, he report* to the depot to which be is assigned and receives instruction on a school car. During this period, be is instructed also on reading the standard timetables and is checked on During his final examination, he is checked on his knowledge of signal equip ment, in the signal room; and of locating and correcting common car fallores, In the equipment toons. The student is, then, shown parts of a street car that have pre maturely faded, doe to improper opera tion. Similar parts arc exhibited that have been scrapped due to normal wear. He is tested on bis ability to register and collect fares and to fill out the various types of forms. Including a waybill and the standard accident report. He is also given a questionnaire, requiring written answers, which covers the essential operating rules and regulations. The in structor corrects the questionnaire, giving proper 'answers to those questions which were answered improperly. The student is, finally, given a lecture on accidents and their prevention. This lecture, fully Illustrated by slides, covers the causes and probable results of prac tically all the common accidents, including collisions with vehicles and pedestrians, as well as the common boarding, tearing and on-board type. This lecture is given by a member of the Bureau of Accident Prevention. Follow-Up Training Tbe student, upon again reporting to his depot; receives s minimum of two days of line instruction as a one-man operator. Transit Section 119 On approval by a school instructor, nhe Tbe follow-up instructor, ns previously student then is appointed as a tnotormancondoctor-opcrator. This concludes the formal instruction of a stodent trainman, unless it is acces sary for tbe student to return to the school to be reinstructed, ms a remit of im properly performing any of his duties. Aa soon aa the student has been ap pointed. be then comes under the jurisdic tion of tbe follow-up instructor group, which has replaced the accident preven tion group. Each follow-up instructor is assigned a definite list of new men for whom be is responsible. All of the new men who have been appointed since Janu ary 1, 1942, were distributed among tbe follow-up instructors is such a manner that each instructor is assigned * group having relative periods of service. The mentioned, is responsible for the quality of operation of tbe meo assigned to him. if a man is unable or unwilling to comply with instruction* given, the follow-up in structor submits a report to his superior, including details of improper and hasardous practices, which is forwarded to the depot superintendent involved. The depot superintendent may request that the man return to the headquarters school for rcinmtractson, after the man has been inter viewed. We have established an individual card record which lists all of the preventable accidents experienced by new men. The carats of those men having three or more preventable accidents in a 90-day period, and the cards of"those men wbo have had car collisions, are suitably identified. definite assignment of the new men in this manner permitted placing responsi bility for quality of a new man's opera tion on an individual instructor. In order that the follow-op mstroctor and the depot personnel would be in a position to take corrective measures prior to a man having a bad accident, a new procedure was developed, permitting de detection of thorn men who possessed operating habits or weaknesses that even tually would cause accident*. FlahdMbn Olnurai Tbe follow-up instructor, in uniform, Daily Reports Tbe Bureau of Accident Prevention submits daily to the instruction division a list of all accidents that are preventable or tint later may be considered prevent able. This information is entered daily on tbe involved trainmen's enrds. Tbe accident record cards, with the new entries, are reviewed each day, to deter mine whether or not a man is considcrco accident prone and requires special at tention. If tbe accident record of a mar does not improve, it Is called to the at tention of the depot superintendent Afte periodically observes the operation of each of the men assigned to him. He corrects their faults by demonstrating proper haring beat interviewed, disciplinary ac tioo may be taken or the man may be icturoed to the .school for reinstruction. operation and checks them to make cer tain they are capable of complying. Since some new men do not operate a car properly when they believe they are not being observed, a few instructor* in plain cloches are utilised- These men arc not recognised as instructor* and, conse quently, are able to detect operating faults not used in the presence of the uniformed instructor. The pbin-dolbes instructors submit reports covering improper opera tion, which are utilised by the uniformed instructor, enabling him to discuss faulty operation with tbe trainmen involved. In this manocr, improper and unsafe operat The follow-up men, after each ride, sub mit a report which Is forwarded to the depot superintendent for action, if neces sary. If the man has been considered acci dent prone, the follow-up report Is at tached to the man's record. At the depot to which a follow-up in. (buetor is assigned, a list of accidents occurring on tbe preceding day Is avail able for his inspection. The follow-up instructor, therefore, is io a position to ride with those men assigned to him, who have had accident* on the previous day. Although changes in procedure begun ing habits, which may contribute to the incurrence of accidents, are prevented from developing to bear immediate results from an overall accident frequency standpoint, the actual number of accidents continued to increase- 120 32nd National Safety Congress, 1943 Prior to the extraordinary increase in mileage operated, when the transit indus try was stabilized, that is, operating ap proximately the same mileage each year, accident irequency rate was a good yard stick to measure the effect of instruction. However, when mileage began to increase rapidly, the actual number of accidents became of prime importance. In other words, even though the accident frequency rale was decreasing, the actual number of accidents was increasing. Normal pub* lished statements, available to the super* visory personnel, were based oo accident frequency rates which were constantly decreasing. It was, therefore, considered essential that the supervisory personnel be con vinced of the necessity of reducing the number of accidents. In order that they could whole-heartedly contact the men for whom they were responsible and stress the need of proper operation. In addition, a detailed analysis of accidents by class, location, and routes was made, which in* dicated there were considerable differ ences in accidents between depots of com parable size and between routes having similar operating characteristics. Individual Letters difficulty In securing necessary parts and materials to repair cars damaged by acci dents. At no time, during these talks, was cost mentioned, since It was cooshknrcd that, under existing opciatiog conditions, cost was incidental to the other factors in volved. The general reaction to the in formation covered in the lecture was ex cellent and ms a icsult similar information is now being distributed regularly. Retraining Okkr Hen Another step in the program was the necessity of instructing the older em ployees on the more skillful performance of their duties. The problems of de veloping a procedure for such instruction were many. It was the concensus of opinion that the main problem wonld be in convincing the older employees of the necessity for attending instruction classes. This need, however, was substantiated by many employees who had been returned to the school headquarters for rehastruction. Some of these men bad been in railroad service for many years and were rescntHH of the fact that it had been neces sary for them to be given farther instruc tions. They definitely entered the school with a "chip on their shoulder.** The first step in stressing the reduction in the number of accidents was an in* dividual letter to each depot superintend ent highlighting the data obtained from' this analysis and designating the types Of accidents that, proportionately, were out of line; and routes, operated from his par ticular depot, that were higher than aver age in accident frequency. A similar letter was forwarded to each street supervisor and follow-up instructor. After the depot superintendents, street supervisory forces, and follow-up instruc tors had the necessary time to thoroughly digest the contents of the letter, 'each of the groups was given a talk on accidents in general. However, the illustrated lectures oo equipment and accident prevention so im pressed these disgruntled employees, that they admitted they had been, tremendously benefited by it. They, further, were of the firm opinion that these lectures should be made available to all of the older train men. As a result, a streamlined version of these lectures is now in preparation and in the near future will be delivered to all operating depots. This lecture will be given at auy tune of day or night that a representative group can be gathered and shall be continued to be delivered at a depot, until complete personnel cover age has been effected- During these talks, the necessity of reducing the number of accidents that resulted in injury or serious delay to war workers was stressed. Despite the ex cellent reduction in accident frequency, it was pointed out there was possibility of car shortage becoming acute, due to the Training of Instructors A need for training instructors was also recognized. It was not only essential that the instructor have a complete knowledge of the job of a trainman, bat also possess the skill to impart such knowledge to the prospective trainman. By means of Transit Section 121 instruction manuals, equipment demon strations, and group meetings, we were assured' that the instructor possessed the specific information covering the trainmas's duties. In regard to the skill of instructing, the instructors were given the Job Instruction Training course developed by the Trainlog Within Industry branch of the War hianpower Commission.* Re decreased volume of vehicular traffic re sulting from war-time restrictions. How ever, at the pre&ent time, we have more trolleys on the street and they arc being operated in congested war plaut areas. Pedestrian travel,, during all hours of the day, has increased tremendously and the average passenger load has greatly in creased. sults of this program of instructor train It is, therefore, my opinion that these ing have been excellent, particularly with factors largely offset decreases in vehicu the women students. lar traffic by increasing potential accideots The need for additional manpower grew more intense throughout 1942 and during this period 1/163 trainees were instructed and appointed. Despite the magnitude of the 1942 hir ing program, induction did not keep pace with pcrsouoel needs and it was con sidered necessary to formulate plana for the training of women platform em ployees. Am a consequence, the first woman reported to the school in May. 1943. At the end of August, a total of 395 women had reported for instruction and of this number 170, who, incidentally received the same training as the men. have qualified as operators and give Q indications of performing all platform duties in a satisfactory manner. During the first eight months of 1943. over 1,600 potential trainmen, trainwomen, and busmen reported to our school an average of 200 per month. It b considered worthy of note that our instruction divi sion, as reorganized, is smoothly handling stodents at the rate of 2,000 per year; whereas, its original scope embraced from 100 to 200 to a similar period. This divi sion has been capable not only of handling this increased influx of students, but has been able to turn out better trained plat form employees in considerably less tone chap heretofore. other than collisions with vehicles. It is noteworthy that our accident frequency rate has maintained a downward trend regardless of changes in the pleasure driving bans, indicating the basic sound ness of the training program. Available statistics indicate that the accident frequency per 100,000 car mile* for the first seven months of 1943 has decreased 1ft per cent under the same seven months for 1942. It should be con sidered that the accident frequency rate includes all public accideots. At the present time, about 30 per cent of the public accidents are considered prevent able, that is, could have been avoided by proper operation. It is pointed out that during the first seven months of 1943, ar aU-time record low in accident frequency rate wps established. Further, in accom plishing this record, a new all-time monthly low in accident frequency was reached in July. A# has been pointed out, the new train ing program was reaching primarily those men with less than two years of service. This group currently comprises 28 per cent of the surface rail platform personnel. It is, therefore, evident that this group is of sufficient magnitude to appreciably affect the overall accident frequency tread. Comparisons have been made in the number of acodents in which this Individual Intereat Individual cooperation was sought and every effort exerted to instill in each novice platform employee a personal de termination to be a good operator and thus avoid accidents. This practice alone group and the group with more than two years* service were involved. The follow ing statistics are based on the number of accidents per man rather than on mileage. Records Compared has been an important factor in the re Analyses of accident records of those duction of public accident frequency. men with less than two years' service in One factor in the- improvement of the dicate that in the first seven months of company's safety record has been the 1943 they were involved in 19 per cent 122 32nd National Safety Congress, 1943 fewer accidents, per man, than for a similar group in 1942. Furthermore, in July of 1949, this group was involved in 30 per cent fewer accident*, per man, than In July of 1942. Id regard to the more experienced group of employees, that is, those with two years or more service, we find that they were involved in 19 per cent fewer acci dents, per man, during the first seven montbe of 1949 as compared to a **->a** period la 1942. Fast experience has indicated that it requires approximately a .two-year period before the accident frequency, per man, becomes relatively stable. Analysis of existing data shows that variance between the two groups has been rapidly decreas ing under the new training program. Be tween January and July of this year, this variance has been decreased 47 per cent. As a matter of interest, a comparison was made of the accident frequency of two comparable groups of trainmen and trainwomen, that is, having the --me length of service and covering identical periods of time. To date, the-- Cramwomen have been involved an 36 per cent fewer preventable accidents than tike similar group of trainmen. This compari son, however. Is based on limited experi ence and may not be condnsfrc. ing a record low in accident frequency for this seven month period. 2. We have achieved an aU-tvne monthly low in accident frequency in July, 1949. 3. The accident frequency, per man with less than two years* service, has been reduced 19 per cent, and for those with move than two years* service 13 per cent, for tlie first seven months of 1949 as compared to 1942. 4 We have redneed the difference in accident frequency, per man, masting be tween the under-two-year group and overtwo-year group by 47 per cent. 1 Tmimaen with less than one month's sovke me currently bring chavged rib 29 per cent fewer car collisions than for a rimBar period m 1942. 6l We have reduced the nmnber of cars damaged sufficiently to require shop re pair* 16 per cent since the early part of 1941 7. We have reorganised the entire m ima handling the extraordinarily manber of trainees and at the tarn out, in less treating tawe. capable of rtfhBtliiag safety We. in Philadelphia, fieri a seven months of 1943, a The volume of car collisions attributed to trainmen with leas than one month's service is always an teem that has been one of serious concern. However, as a result of the new practices, this gro-- of trainmen, during the first seven months of 1949, has shown a 29 per cent Impcovumeat in reduction- of-car. coUiaianaga.compared with 1942. Summary of Experience 1 would like to summarise the. accom plishments of the new training and in struction program: 1. We have reduced overall accident frequency per 100,000 car miles, IS per cent during the first seven months of 1943 under comparable period In 1942, establish direction; bat every proredn It k i surface in regard to the hi modern instruction aacthw cedures. Unquestionably, a instruction program by which employees or existing a more conipttlwivc jobs, ipetodiag all pofrafhl daces safer employees. Transit Section 123 Demonstration of IBastrated Safety Udurti to Student Trainman k. r. KAUQKK tot Cbfct, MM of Acritoot IWwrtfc-1 Ikiw^miiw b. This illustrated lecture is given to all student motormcn-condactors daring their final examination at the Instruction 1H* virion Headquarters. The lecture lasts for approximately one hour and embraces and Accidents, with exactly the same mMwtwf would be these: "Safety U care plus common sense." "Au accident is a careless person going some place to hap pen." practically all of the causes of preventable And now, with those simple definitions public accidents. Although not* indicated of a very serious subject, let's go into the in the attached general text, a brie! ex four chief groups of persons you will have temporaneous discussion of current seri to know a lot about in your dally job, if ous accidents is included in the lecture, you are to become a safe, skillful street preferably accident* receiving oewspaper car operator. These four groups are: publicity, which are used as "horrible Your Passenger; The Pedestrian; The Ve examples" of the types being studied. hicle Driver, or the "Other Fellow," and It is intended to keep the lecture as You, Yourself. as possible in order that emphasis can be changed from time to time. - SLIDE NO. 1 (Typical Passenger Group Boarding Street Car) INTRODUCTION The first in order are your passengers Once in a while we meet a fellow who --the people who keep us la oar jobs. fails to take safety seriously. He thiaks it's the bank. He says, "Well, maybe it's aO .right for the other fellow, but I can get along without It" That, of course, is a very foolish attitude, because accidents M always happen to the other fellow, as you probably find out sooner or later. Certainly, in your job; you cannot afford to take that attitude, because yon wou't get very far without pknty of safety. Safety k one of the few things these days d--f*s face it doesn't cost you anything. Too pay only when you forget about it. And just what are they like? Well, they represent, almost every type of. human being you ever met up with. You may doubt, sometimes, however, whether all of them are really human, because of their lack of consideration for the right* of others. You may learn that some are incon siderate and impatient; some are absentwinded and careless; some don't seem to give a damn about their own personal jafety; or anybody else'*. Some are ill m health or ill in mind. Some are very There** an old laying in oar business old and some act tike babies. You wilt g--: "Ym might joke about safety, bat Warn still more about them when you pcs cmft kugh off an accident," and that meet them personally, and get a real un mgkg| k m vac today aa it waa many derstanding of their different habits, traits Mm m when it was first made. and reactions. W4 what k safety? Well, in tbe die- But whether your dealings with your dmuy iOr h defined as: "Freedom puatafcn are pleasant or not so pleasant, you must never forget that they arc your g ia defined like tins: "Any _ ; or unfortunate occurrence in- Injury, loss, suffering or death; responsibility, and that your chief job k to handle them safely--at all times--with no exceptions. unexpectedly and unwtentioa- If you allow yourself to be thrown off- stride by some unpleasant passeogcr ex dcfictitious of Safety perience or remark--In other words if you 124 32nd National Safety Congress, 1943 are bitten by the "bad temper bug"--then you had better get your pencil ready for an accident report. SLIDK NO. 3 (The Vehicle Driver or the Other Fellow) And now we come to the largest group SLIDE NO. 2 (Street Scene'Showing Trolleya and Pedestrians) of persons sharing the streets with us-- the drivjrr of the other vehicle--or the "other fellow." More than 50 per cent of Next let us consider the pedestrian. And what is a pedestrian? Well, they have been called all kinds of names by motorists and moiormcn and operators, but that's only one side of the picture. Your mother, all our public accideuts are collisions with other vehicles, so it is very necessary that we find out all we can about this other fellow. You will soon have your own definition your children, your frieods and you, of the other driver in general, bat for'our yourself, are pedestrians at some time or purpose, he can be classed as follows: other. AU people when walking across the street or highway become simply "pedestrians." Many of them also become the targets for some of the worst drawers in the world. As pedestrians they become an extremely vital factor In our safety The bully or sbow-off type. The careless "I-can-get-out-of-it" type. The fellow who has had one or more too many. The sldllful driver. problem. In all of these types except the last, Pedestrians have the same characteris tics as all of us. Some are intelligent, some are not so intelligent Some are bold and some are timid. Some are ath letes, and some are cripples. Some arc very young and some are very old. No two people walking across the street have you can expect almost anything to when they get behind a steering wheeL Let's look at a cartoonist's conception of a few more of these drivers. Although they are presented in a humorous way. they are very true descriptions of the types we are considering: the same characteristics or habits. You can never be sure what a pedestrian In tends to do. If they did exactly what is SLIDE NO. 4 (The BnQy Type) SLIDE NO. S (The Show-Off Type) expected of them, then our job regarding SLEDS NO. 4 (The Cddm *T-Cm-Cm- their safety would not be so tough. For Out-Of-It* T>pe instance, one person will start across the street and keep going in spite of anything; another may get halfway across and stop suddenly at the approach of traffic; while Others after getting part way across, be* come scared or confused, and jump or step back-wards. SLIDE NO. 7 (The FsPbe Who Has Had One Too Many) Yes, the other driver does many >t**f* that can cause accidents: - He uses b horn instead of his bead; he scares prdt i trians' half to death; tries to pass every thing os the street; be cuts in or |nf Most of you have probably driven a motor vehicle, and on occasion, have had a close call with a pedestrian. But when you arc at the controls of a street car, it's a much tougher job. A pedestrsao can go where he pleases, an auto hai the chance to swerve--but a trolley car can't swerve a fraction of an inch--and some times it's just that fraction of an Inch which is the difference between no acci dent and a very serious accident. That's why we must be constantly alert wherever the pedestrian is concerned. oat recklessly without warning; be thmks he is the best driver on the road; be nmo at a moment's delay; chances; nod totally disregards the rights of other users of the street or highway. But two wrongs never make a right Even though you bump up against all these different types of unsafe drivers, never play ball their way. Always con sider your passengers' safety, your own safety, and yes, even the safety of the driver who often seems to place no valoe on his own life. Ill admit that sometimes this will be a pretty hard pill for yon to Transit Section 125 swallow, but swallow It yon must, because worst possible positions as far as sale it's'the best remedy for the many safety operation is concerned. Ills caused by reckless operation on the Don't ever expect to excuse yourself lot part of thousands of vehicle drivers. having an accident by clkimijg that you SLIDE NO. 8 (Trainman Falling as He Boasda Trolley) were trying to make up time. It's your supervisor's job to see that the line Is straightened out if cars are running late. Last, but not least, let's find oat some You must learn right from the beginning thing about you. Yourself. that first, last and always, you are a public Experience and close study have proven servant with the responsibility of safe that there are three human traits respon guarding your passengers, who have en sible for a great percentage of accidents. trusted themselves to your care. To soc- These three mental "devils" are Haste, ""cced in this" responsibility yon most also Impatience and Anger. Here's a typical protect your vebidc from the careless example of what I mean: actions of drivers of other vehicles on the streets. Yon start yonr day off in a normal r"Mr at the depot. You make your re port on time, are assigned a run. go to the schedule board and copy yonr run. Bat maybe yon stop to pass a ft# wise cracks with another trainman, aud before you If you always bear in miod that this responsibility for yonr passengers" safety b the (best essential duty of yonr job, you will have learned one of the most valuable lessooi in the prevention of accidents. mHie it. yon're jest about doc to poll SLIDE NO. 9 (Operator Injured oat of the carhonse. So you dash oat of in CoZHekm) the trainmen's room and head for yonr In addition to the fact that collisions or to get it ready. You leap for the step frequently cause serious injury to passen bnt yon slip and find yourself kissing the gers and damage to valuable equipment. phtforml I want to bring home to you another Take a look at yonr*elf! Yon bruise yonr leg aod arm. tear your trousers, and rah a pcrfectely good disposition. Right here. boys. Is the start of a lot of trouble even before yon get yoo? car out on the street. What happens? You start down the street, open yonr doors for several waiting pemengers, end because old John Stiffbones is a little slow In getting his last leg in the door, you become impatient at the holdop. You get going again and are hack? cnewgh to make the traffic light at the next eerier. Bnt soon after that maybe yon oris* one. By this time you are not only impatient--jfou're hot under the col lar. And then, to make matters worse, yon begin to worry abont your schedule. Right here, there's a No. 1 safety mle yoo most leant, if you ever expect to be a safe operator, and save yourself a lot of important point which affects your own physical and financial welfare: If you come out of a collision with a sprained back, or a fractured ankle or leg* or a broken arm, you will be laid op for a period of many weeks. You will have to get along on the compensation payments which will be much less than your normal weekly eamiogs. You will, therefore, suffer financially, and so will yonr family or your dependents--end speaking of suffering, don't forget that you, alone, beer the pain and discomfort 100 per cent. I am sure you will agree that from this one angle alone--your own personal safety --it will pay yoo to keep out of collisions by operating safely every minute you are on the job. _ Preventable Accidents We have now covered very generally trouble: Never sacrifice safety In the the chief groups of persons who become maintenance of schedules. If you allow involved in accidents with street cars. yourself to become hasty, impatieot, or Now we will be more specific and con angry in trying to maintain a schedule, sider the different types of accideots. their you are putting yourself In one of the causes, and yonr part in their prevention. 126 32nd National Safety Congress, 1943 The pyschologists tell ui that the imets and on oar property. Through the habit* you have already formed control medium of Company publications, warn the many different things you do each day. They-point out that unless we did form habits, most of our time would be spent ing signs, the radio, speeches, and An newspaper, every opportunity is taken to point oat the measures the public can take in considering every act we do daring the to avoid accidents. day. While walking, for example, it is not necessary for ns to think how to stand, Although we cannot control the hr|* number of unpreventable accidents, It is in bow to start, which foot to move first, and how to stop. Once babies have learned onr power to control the preventable group--or one out of every three--which the habit of walking, all these separate movement* ard automatically controlled by are usually the most serious and the most costly. It ia this preventable group-- habit Likewise, we learn by habit to. ' the accidents which yoti can prevent and write, speak, cat etc. Every new act that which are in most Instances the result of we do, if performed frequently, soon be comes habitual bad habits--that wc will consider daring this discussion. During your course of instruction yon have been learning the many correct SLIDE NO. 10 (Trnmnwn MddE Out habits of street car operation, and it is Acrtdent Report) also our job to see that you do not acquire any bad habits. We. in the Company's Bureau of Acci There Is no better time and ptaos than right here and now to point out tint: "IT TAKES LESS TIME TO PRE dent Prevention, whose time is devoted entirely to the prevention of public and employee accidents, classify and analyse all our public accidents under two groups --Preventable Accidents and Unptgventable Accidents. VENT AN ACCIDENT THAN TO MAKE OUT AN ACCIDENT RE PORT" After you have had an accident, instead of going hone after you finish yom m, you mast sit dowu in the trainmen's room A preventable accident is an accident for which a trainman is wholly'responsible or partly responsible. An unpreventable accident is an acci dent which is beyond the power of the trainman to prevent. It most be remembered in our considcr* ation of safety and accidents that acci dents do not jest happen---they are ceased Preventable accidents, then, are the acci dents which trainmen either cause or con tribute towards their occurrence lindenpreventable accidents are those caused by other persons, or conditions beyond oar control and go to work on making out an accident repost. You must furnish m detail a com plete, accurate description of what actu ally happened, together with the names and addresses of persons Injured, pro perty damage, license numbers, etc, and of course the names and addresses of as many witnesses as possible.> All of this Is necessary so that Claims Department can fix the responsibility from the standpoint of negligences If the acci dent was not your fault, they want to buck yon op. If you were negligent they want to know it, and make adjustment as soon as possible. Analysis in our Bureau of Accident Prevention discloses that 1 oat of every SLIDE NO. 11 (CottUoa Pung Parked Vahid.) 3 public seddents Involving street cars and buses is preventable on the part of our trainmen. The other two-thirds are unpreventable as far as trainmen are concerned. How ever, the Company does everything pos All the remaining slides will aUostnte the different types of preventable acci dents that can be avoided by safe opera tion. H you havs any questions or -com ments, don't bestitate to speak up. so that we may all think alike as we go along. sible to educate the public concerning Fust we wilt discuss cotlisfcms wWh accidents on our cars and buses, on the other vehicles. Strange as it may seem Transit Section 127 to you--our records show that we have two preventable coHisson* tttwsns inter sections to every one at an intersection. The major cause for this surprising fact is: Misjudgment, haste, or Impatience p--y parked vehicles, or fixed objects. And why do we have such a great number of passing collision accidents, which certainly are' the easiest to pre vent? Simply because 'we cither use poor judgment or we don't take the time to make sure of safe clearance before we try to pass. fensive driving, and a spirit of real sports manship and fair play. Remember that trolley cars arc not given any special privileges on the streets, and that motorists have just as much right to share them as we da The motonaaa or operator who through haste or impatience, crowds a driver attempting to enter or leave a parking space, puts himself in a position to have an accident, causes needless delay by making it more difficult for the motor ist to get oat of his way, and also arouses a feeling of antagonism ia the other driver. SLIDE NO. 12 CPkraBeUng Vehicle Ko tering Track Dae to Parked Vehicles) Another reason for onr bed collision experience between intersections is due to lack of alertness or control when other vehicles traveling alongside of trolley* are required to enter the track art* because of parked cars'or other objects in their path. Yon. being a trained operator, should be a defensive driver and right here is an appropriate spot to explain what is meant by "Defensive Driving.* SLIDE NO. 14 (Hear End Collision with Acte Padruiilsii Stepping Out) Another frequent type of collision be tween Intersections as well as at inter sections is the "rear-end* collision, which results from following too closely, not allowing sufficient braking distance, or jnst plain inattention. There are many drcntnrtaoces that re quire another vehicle traveling ahead of a trolley to stop suddenly, many times without warning: A pedestrian may step out from between parked antos; an animal might suddenly appear in the street; a Defensive driving means just that-- traffic signal may change suddenly. being on the alert, with "your guard up,* your car under control at all times, and thinking ahead so that you do not have to make a desperate effort at the last SLIDE NO. 15 (Rear Hod Coffiskm with Ante Parked Vehicle Starting Out) A motorist pulling out from a parked moment tp avoid an accident. ^ position may cause the driver ahead of Defensive driving therefore amounts to: yon to stop abruptly. Thinking for the other fellow, driving for Rear-end collision can he avoided. the other fellow, and conceding the right "Keep alert at the front end to pot an end of way to the other fellow, es driver or to rear-end*" Is a good slogan to follow. pedestrian, to prevent an accident Even though other users of the streets and SLIDE NO. 1 (Horrible Example ot Right of Way at Intersection) highways are~tarriess~orreckless we still - can prevent many accidents by defensive driving--always being prepared for the other fellow to do the wrong or unsafe Although I pointed out that we have two preventable collisions betwuau inter sections to every preventable collision at thing at any time. an intersection, that doesa't mean that we don't have h at intersections. We have SLIDE NO. U (Parked Vdkh Palling Oat) Stfll another cause of preventable col far too many, when yon stop to consider that we should 'certainly be on guard where we know vehicular and pedestrian lisions between intersections ia hflnc to traffic is the heaviest We have them, allow sufficient time when vxfaklM are even though every possible means is pro polling in or oat of parking epncee. vided at intersections for the safe move We will.have to admit Ant this type of preventable accident Is one of the tongkist to avoid. It requires extra alertness, de ment of traffic in general, ia the way of traffic signals, warning signs, traffic offi cers, painted street marking, etc. 128 32nd National Safety Congress, 1943 Why do we have so many preventable collisions at intersections? We have them for a number of reasons: First, let's consider that much-abased expression--the ''right-of-way/* While there arc traffic regulations and laws which define the right-of-way in certain cases, experience shows that the fellow who always insists on the right-of-way is headed for an accident. In fact, the epi taph "He Had the Right-Of-Way" could he inscribed on thousands of tombstones each year as far as traffic accidents arc concerned. Never forget that the greeo light does not guarantee you an absolute right-of-way, but only gives preference to traffic moving in certain directions. The motorman or operator who shoots through a green light and plows into the side of an auto which has passed a red light, can not be excused of responsibility for such a collision. of bow far behind time you may be. This, of course, again brings up the question of rbcdnles I would like to repeat that safety most never be sacrificed in maintaming your schedule. SLIDE NO. 18 ("Stop" Sign) Here you see that four letter word spelled S-T-O-P but which some drivers read G-O or S-L-O-W. A "Stop" sign doesn't mean slow dowu it means bring your car to a full, com plete stop, and then continue cautiously through the intersection. The responsi bility lor a collision occurring within the intersection, in most cases, rests upon aa operator crossing a street controlled by a "Stop" sign. Yon must obey all "Stop** signs just as strictly as you obey a red light or a traffic officer's signal. From the safety angle, the right-of-way is the safe way. The safe operator, the operator who never has preventable col lisions at intersections. Is the man who is alert, has his car under complete con trol, and is prepared to meet any emer gency. Maybe these few classic Hues will help to impress upon you what I am driving at: "This is the story of WSfcam Jay, Who died maintaining the right of way. He was right, dead right, as be sped along. But he's just as dead if he'd been wrong.** SLIDE NO. 17 (Trolley Pairing Sad Traffic Light) SLIDE NO. 10 (Stracc flosna Showing Carve Track at Intersection) Preventable collisions at intersections are also caused by notoraea and opem? tors insisting on tbe right of way m curves, when other vehicles are approach ing in the opposite direction. The slide you are now observing shows a quiet street scene, with oar street car about to tara left into a curve at the intersectjpn. SLIDE No. 20 (Damagad Car Vtaflowfag fnlMrui) And now, you see tbe result of faifiag to exercise due care, or Insisting upon tbe right of way, in a carve. First, look at tbe street car following a head-on collision with a trailer trade. Undoubetdly, the most flagrant violation of all our traffic laws is committed when a trolley proceeds against a red traffic light. The motonnui or operator guilty of such practice deserves and receives the same penalty as qther vehicle operators who violate this law. It must always be borne in mind that traffic signals are provided for tbe protection and safety of all users of our streets and highways.. This company will never fxcu&c or de fend your passing a red light regardless SLIDE NO. 21 (Damaged Trader Truck) Next, look at the trailer truck, the driver of which also felt he had the right of way. SLIDE NO. 22 (Close-Up N Dead Mn lurid* Cab) And now a close-up of the cab of the truck. The picture tells its own, tragic story. Tbe nun is dead. Here's just about the strongest argument m tbe world that It doesn't pay to fight for the right of way. Transit Section 129 SLIDE NO. 23 (Collision with Roar of Moving Vehicle In Curve) Other preventable collisions at inter sections am caused when motonnen and operators fail to use sufficient care when entering a cvrve to turn corners, and col lide with a vehicle pairing the trolley car. closest to the front of his car. In other words, the cross-traffic be sees last can be at a point of danger first. Tiiereforea if we were to avoid many serious accidents at intersections, we most make a habit of looking to the left as well as to the right before starting the car. Even though the Company makes every effort to have the City place "Trolley Toms** signs at points where cars torn to warn motorists, die motorman or operator is oot relieved of any responsibility as far as safety is concerned. Such preventable turning collisions can be avoided by hav ing your car under control, glancing carefully to tbe rear, and moving cau tiously into the curve SLIDE NO. 24 (Pocket ColHstoo with Pur**) Vehicle) In numerous instance* when our trol SLIDE NO. 26 (Facing Point Switch) This slide shows a facing point switch, with which new trainmen, in particular, often have a lot of trouble. Probably through inexperience or lack of care, new men fail to operate electric switches pro perly, or operate through a facing point at excessive speed, causing a split switch Naturally, when the front or rear of a cat takes turn it is not expected to take, the operator, our passengers, and other persons or vehicles involved are totally unprepared, and a serious accident often leys tarn, we arc involved in "pocket" or "squeezed accidents with trucks and pas senger care unlawfully parked or stopped m traffic too close to tbe intersection. Even though parking is unlawful so dose to the intersection and signs are displayed to prohibit such parking or warn of a car turn, we still have the responsibility to avoid collision. Before malting the turn, therefore, a trolley operator should look carefully to Hie side i* which the turn Is to be made If a vehicle as parked too dose to the corner, or one is running alongside the trolley car on the side of the turn, he should not proceed until safe - clearance is assured. SLIDE NO. 2$ (Collision with' Vahid* Approaching From Left) Many serious collisions at intersections involve vehicles approaching from the left side of our vehicle. Experience shows that through habit a motorman's attention is directed most of the time to the right side of his car, as a result of door handling. prospective pkMcngcn, comer tnffic light observations, etc. As his attention returns from bis right ride to the front, cross traffic approaching from the right natur ally comes into view. But a bad habit now enters the picture, and that is when a motorman starts bis car across an inter section, without first looking carefully to his left side, which is the cross-traffic lane follows. When a motorman nans into an open switch and nothing happens he can con sider himself very lucky, because such operation often results in the most serious types of accidents--collision of two street cars, or with a pedestrian, or another ve hicle. Or even though nothing is con tacted outside your car, there is always the possibility that you or yonr passengers may be seriously injured. As you know. Transportation Depart ment has a very strict rule in effect, requiring a motorman to bring his car to a complete stop approaching a facing point switch, so that tbe direction for which the switch Is set can be observed safely: also, coming to a full stop prevents the car from operating through the switch at high speed, causing the car trucks to split the switch or the car to derail. SLIDE NO. 27 (Switch Blocked With Sand) Many other derailments are also pre ventable. This slid? illustrates a frequent reason for derailments- You will note the switch is plugged or blocked with sand released carelessly by a trainman. It a fol lowing motorman ignores the presence of the sand and attempts to operate through the switch, he can expect a derailment or a split switch. * 130 32nd National Safety Congress, 1943 1 cannot emphasize too strongly, that you mast give all switches plenty of care and plenty of attention, or they will gfr* yoo pleaty of trouble. bad impression that our service is neither safe nor efficient; and that impression is partly true, because a collision -between two of our vehicles usually means either (Miscellaneous CoUiskma) Of course, there are other preventable types of collisions with vehicles. Although they do not- occur as frequently as the types already discussed, they do, on oc casion, result very seriously. One of the most important types is the "head-on" .collision. Although most "headon" collisions with other vehicles arc beyond our control, there are two very Important things to do when a "head-on" appears inevitable: (1) Sound yonr gong that safe operation was lacking or that an operating rule was violated. There is no excuse for a car collision. There are specific rules placed m your rule book solely for the purpose of preventing car collisions. If these rules and your operating instructions are learned thor oughly and strictly complied with, par ticularly those rules covering spacing of cars, operation in curves and switches and at an intersection, then you will be well prepared to prevent them. constantly, and (2) Bring your car to a SLIDE NO. 29 (Two Trolleys Stopped complete stop immediately. --Bumper to Bumper) Although we arc not responsible for another driver's violation of the law fa operating against traffic, we are respon sible for our passengers' safety. If our car is not stopped at the time of the impact, it may be proven that we contributed nothing towards the prevention of the accident, and failed to consider the safety of our passengers. Another important type of preventable collision which deserves special considera tion at this point is a collision with emer gency equipment, which by right of law can proceed against traffic lights and sig nals. To avoid all possibility of, prevent able collisioo with fire engines, ambulances and other ancrgency vehicles, obey the taw which requires you to stop your car immediately upon the first sound of a bell or siren. One common reason for car collisions ts the failure of motormen and operators to obey the rules requiring them to main tain a safe braking distance behind the leader. To minimize "rear-end" car col lisions at intersections, in addition to the rules in the rule book, we have in effect two Transportation regulations, which read as follows: 1. Trolleys operating on routes inde pendent of other lines are, under no con ditions to make a stop at the intersection at the same tame as leader. 2. Trolleys operating on routes involv ing multiple lines are not to-come to stop in less than 4 feet of leader. The slide yoo are now. studying shows a violation of the first rule quoted, since the cars have been stopped bumper to bumper. And stopping bumper to bumper SLIDE NO. 2S (CoJHshm of Two TfcoBeys) ` very often produces more than just a bump. Sometimes die entire front end of We now are going to discuss the most inexcusable type of collision in our opera tion. and the one which has absolutely no defense from a negligence standpoints--the collision of two street cars. one car is caved in, and the rear portion of the other car badly smashed. Some times, too, the trainmen involved in such a collisioo, receive more than a bump, a bruise or a cut. Car collisions are always our fault. They SLIDE NO. 30 (Two Damaged Trolleys result in injury to the greatest number of ---Basalt of Roar-End Collision) passengers of aay single type of accident, and have also caused very serious and fatal injuries .to a number of motormenCar collisions make unfavorable headlines in the newspapers and give the public the Here*# an example of what I just said --hi rear-end car collision. Note the extent of the damage to both cars and it is easy to visualize the serious personal injuries which can result from such an accident. Transit Section 131 SLIDE NO. 31 (Operator Pfamed ha Interior Wreckage) SLIDE NO. 3d (Frtmt Contact hi Non-Clearance Curve) Here is dear proof of what may happen to any trainman wbo fails to operate safely. Shown directly below the fireman fa the operator responsible for this rearend collision. Crushed and pinned-by the debris of the crash, be suffered from shock and injuries In this position for approxi mately an hour while his regenera strug gled lo release him. SLIDE NO. 32 (Damaged Interior of Trolley) The complete destruction of the front end including all controls and wiring is dearly disclosed in this photo--another illustration of the serious consequences of a rear-end car collision. SLIDE NO. 33 (Two Trolleys Stopped 4 Fust Apart) This slide illustrates compliance with the rule to prevent rear-ends, or stopping car 4 feet from your leader. You must always be sure of proper spacing of your car to permit safe braldng distances be tween yoo and your leader:--on a dry rail--on an bad rail--on a rail covered with dead leaves on a grade--and any Other unusual condition. Never fail to remember that the effectiveness of your brakes changes under all these varying conditions. Strict compliance with the rules and your undivided attention to your job can wipe oat tiffs wont form of pre ventable accident---the rear-end car col lision. SLIDE NO. 34 (Can Clearing in Now-Clearance Curves) Another example of a failure to comply with the roles is the motorman who at tempts to pass another ear in the opposite direction in a non-clearance carve. Further, if the two cars attempt to pass at the point shown, the front of the eastbound car will strike the side of the westbound car. SLIDE NO. 37 (Car Collision in NonClearance Curve' -Entering Curve) This slide illustrates a car collisioo about to result as cars enter a non-clearance curve, in violation of the rules. SLIDE NO. 38 (Car Collision m NonClearance Carve---Leaving Carve) And here we see a car collision taking place at aoother point in a non-clearance curve. There are many non-clearance curves on the system and we will hare to live with them a long time. Always make certain you are familiar with all non-clearance curves on your route. If you are not abso lutely sure of clearance--don't guess. Operate the safe way to avoid collisions, by waiting until the other car has safely cleared. SLIDE NO. 39 (Car ColUsion-- Tangent and Curve) Another typical car collision set-up in volving a curve is that where the operator of a car oo straight track fails to allow for the rear of a car in the opposite direc tion taking a curve. Poor judgment or plain carelessness cause car collisions of this type, as you can see from this illus tration. And now, let's look at the results of a few more car collisions as far as damage to equipment is concerned. SLIDE NO. 40-41-42-43 (Car Coltieinne --Badly Damaged Trolleys) This slide shows the point of clearance in a non-clearance curve, of two cars traveling in opposite directions. SLIDE NO. 35 (Rear Contact h Now-Clearance Curve) However, moving from this point of clearance in the curve we find, as illus trated by tiffs slide, that the rear of the eastbound car wil] strike the center of west-bond car. I am sure you w3t now appreciate that car collisions are the most costly to the company, not on!y*ia money paid out for iojuries, but also because damaged cars rob the company of much needed equip ment which is so vitally essential at this partidar time when thousands of war workers in this area are relying upon us for transportation. Wrecked equipment such as you have 132 32nd National Safety Congress, 1943 just viewed is just as useless to the com natural few them to forget their surround pany as Mussolini was to Hitkr. ings. SLIDE NO. 44 (Cot--Scarcer Than Piamooda) Yes. street ears and buses are scarcer than diamonds at the present time, be cause we cannot purchase anj new equip ment under existing government regula tions. and it is also very difficult to obtain material for repairing cars and buses damaged In collisions Only by preventing collisions and there by saving o- r existing equipment will we be able to keep doing the big job of carry ing these thousands of war workers daily. SLIDE NO. 45 (Collbum With a Pedestrian) And now, wc will discuss another seri ous kind of preventable collision -- the collision with tbe pedestrian, or as we term it--a "knockdown." As pointed out in our previous discus sion of the pedestrian, we can never be sure what he intends to do, because no two people crossing a street have exactly the same characteristics. It's true that many pedestrian accidents in which we are involved, are unpreveutable on our part. But on tbe other hand, we can do much to prevent certain kinds of pedestrian "knockdowns." Some motormen and operators place too much reliance on their warning bell, and fall to have their cars under proper con trol. You must always realize that the sud den, sharp sound of the warning bell may cause a pedestrian to become confused and frightened. If this happens very often the pedestrian will do the wrong thing, and an accident results. Therefore, you must never depend on the warning bell, alooe, to keep out of an accident with a pedestrian--or other types of collisions. SLIDE NO. 46 (Child Charing Ball in Front of Trolley) Wc must always appreciate that young sters at play*are thinking principally of their fun. They run after balls into tbe street, chase each other, etc., and it is Tbe bc.t sogsotioa that I can offer you to prevent widest, with children on the street, u this: Be a -Defective Driver" --always expect trouble when you see children at pbty. Be alert and ready for them if they suddenly race out into your path. SLIDE NO. 47 (Chfldrsn at School Zone Sigh) Sorely yon can appreciate the necessity for operating at slow speed with your car under full control when in tbe vicinity of schools and playgrounds. However, I would like to remind you that even though most schools have safety regulations and safety patrols, yon most neves* relax in your care because you cannot be sure (bat school children will always follow safety instruction or obey the members of the riety patrol Under all conditions we must "expect tbe unexpected" from chil dren of school age. SLIDE NO. 4S (Aged Pedestrian Cross ing m Front of Trollsy) * Always remember that tbe aged and infirm arc easily confused. Elderly per sons should always be considered living danger signals to a motorman or operator. They move slowly, and often have physical or mental infirmities which handicap them tremendously. I mean that maoy old folks are partly deaf or blend, and some are totally deaf. As a result, you can expect an elderly pedestrian to walk oat into your path without thinking, looking, see ing or hearing. How many times have yon started across a street without first making sure that it was safe (o proceed? If yon never fail to bear io mind that elderly people are more absent-minded and more easily con fused than the average 'ult, you will be in a better position to avoid a "knock down'' of this type when an elderly person ts about to enter your path. An intoxicated person needs plenty of space. When he wants to cross a street it doesn't make much difference to him whether a kiddie car or a trolley car is in his way. In fact, intoxicated people are Transit Section 133 more uncertain in their movements than children--so give them plenty of room! SLIDE NO. 40 (Collision With Pedestrian at Intersection) Now let's consider some typical types of adult pedestrians: The woman shopper who goes tearing across a downtown street after wasting too much time looking for bargains; the fellow who. didn't hear hb alarm clock go off; the careless per son who walks out from between parked cars; the individual who doesn't believe in traffic lights; the abscntriuindcd pro lessor, and so on. Again, the only way to combat all these different types is by "defensive driving"-- by keeping continually on your toes, so that you are prepared for the unexpected. But it may surprise you to learn that many preventable "knockdowns" occur right at an intersection, where the pedes trian is attempting to cross io safety. Unfortunately, the motorman or operator is either watching the door, or bidding farewell to an attractive member of tbe fair sex: has his eyes glued on the traffic light, or is otherwise preoccupied, and starts hb car before making absolutely sure h b mfe to proceed. Many tiroes the pedestrian gets almost entirely across the front of tbe car before bring struck by the far corner. Now if you recall, in a previous slide, I pointed out that preventable collisions at intersections arc caused, sometimes, by motormen and operators starting across an intersection without first looking care fully to thrir left. Tfabalide shows exactly the same set-up, and of course is a type of preventable knockdown that can and should be avoided. Tbk Supreme Court has laid down an unbending rule that at an intersection a motorman most have hb car under com plete control, so as to be able to stop in the shortest possible space. The fact that the pedestrian does not use due care at a street crossing does not relieve the motorman In thb type of accident If a trolley car at rest suddenly starts In motion and the motorman tails to see a pedestrian crossing from either hb right or left; the pedestrian is struck by tbe car and dies as the result of injories received; and witnesses are produced who testify that the accident happened because the motorman failed to see the pedestrian, then the motorman would be guilty of involuntary manslaughter, which can mean up to two years in jaiL SLIDE NO. 50 (Pedestrian Crossing Rear End of Trolley) In passing the rear of another trolley on a double track street, particularly if the other trolley is stopped, there b always a chance that a pedestrian or alighting pas senger will take a short cut across the rear of the other car and appear suddenly in your path. To minimise the possibility of striking pedestrians who take such chances it b necessary that you approach the rear end of the other car with your car under control and sound your warning bell repeatedly. SLIDE NO. 51 (Pedestrian Carrying Um brella* Crouafaig m Front of Car) It goes without saying that the danger to pedestrians increases greatly during hours of darkness. You must be doubly alert when it is raining or snowing. Um brella weather is accident weather. Na turally, a person walking in the rain or snow b anxious to get to shelter. In his hurry he becomes careless. If be happens to be carrying an umbrella which may obstruct his vision, then the risk b even greater. Add to this unsafe footing, and you have a situation which demands the most careful operation. To make a long story short: Pedes trians should be seen and not hit. SLIDE NO. 52 (Motorman Talking to Passenger) And now I would again like to call your attention to the subject of bad habits. Our experience shows that many col lisions are the result of bad operating habits. Probably the four worst bad habits are: Talking to persons standing at the front of car. SLIDE NO. 53 (Changing Sign--1Trolley fas Motion) IM 32nd National Safety Congress. 1943 SI'IDK NO. (Marine Chug* r (^nnhw|- Tramrfera Trolly in Motion) SLIDE NO. 55 (Hakfac Oat WajbiB-- IMbj m Motion) You will certainly agree that all of these practices can distract your attention and leave you unprepared for an emergency. Collision accidents often happen io a split second, and all of these bad habits have been responsible, time and time again, for many serious accidents. You are starting oat as a new trainman. You have not yet bad time to acquire any bad operating habits. Always remember that even the most sldtlful motorman, without any bad habits, has plenty of trouble in trying to overcome hazards caused by the bed habits of other drivers and pedestrians- If you permit bad habits to creep into your operation, then you are starting out with two strikes against yon. SLIDE NO. 56 (Conductor Assisting Motorman Passing Parksd Vehicle) Since part of your work will include assignment as a conductor, let's consider some of the good safety habits a conductor should have. One important doty which the conduc tor can perform in the Interest of safety is; Helping his motorman in passing parked vehicles where the clearance is question- . able. SLIDE NO. 57 (Warning Vehicle Driver When Trolley Enters Curve) Another way in which the conductor can help to prevent accidents is by warn ing the driver of another vehicle when the trolley turns a comer or enters a curve. SLIDE NO. 58 (Conductor Assisting Motorjosn h Baching) . Many accidents can .be prevented by the conductor assisting the motorman io baric ing. This slide shows the conductor com plying strictly with the operating rule which requires him to go to the rear of the car anf signal the motorman,. in order to avoid a collision with a person or ve hicle to the rear. Tf at any time you are the motorman. tad are working with a conductor who may have forgotten some of his safety responsibilities, don't hestitate to remind turn of tbe part he can and should play in order to prevent accidents. Sock of tbe things which the conductor can do to help insore the safety of hi* passengers include; Warning alighting passengers to be on guard lor approaching traffic; assuring himself that the car stops at a'safe unloading point, and that the doors are never opened before car comes to a complete stop. 8LIDS NO. 59 (Conductor Cloning Door --Wrong Way) Alighting accidents are sometimes caused by the practice of a conductor "timing" Ids passengers out, or guessing the moment when passengers are clear of doors, rather than looking and assuring himself that passengers have cleared the door. SLIDE NO. 60 (Conductor dosing Door --Eight Way) And mm I believe you will appreciate that a conductor can do much to help his motorman prevent collision accidents, and to insure the safety of passengers and other users of our streets. SLIDE NO. 61 (Boarding PassengerStruck by Door) And now we are going to show yon the different causes of preventable passenger accidents, which wc group' m follows: Bohrding, Alighting, and On Board Acci dents. . First let's consider tbe preventable boarding accident. Most accidents of tins type are caused by carelessness or haste in handling the doors, which results in pas sengers being struck by the doors before they are safely inside. Still other boarding accidents are caused by opening the front doors before the car comes to a complete stop. This bad habit invites a passenger to board a moving car, throws him off balance, and causes him to falL Althoogb such an accident as illustrated may not appear to be serious, yet there b always the possibility that it may turn Transit Section 135 ont that way, particularly if tbe passenger has a bad heart or nerve condition, which may be aggravated. Even though the actual injury may not be as serious as alleged. Claims Depart ment has a case difficult to defend because of the undeniable negligence of our opera tor. SLIDE NO. 62 (Starting Troljey-- Passingsr oa Step) Starting a car while a passenger is on the step or not entirely inside, can cause the passenger to be thrown from thc^car -to the street dragged--rolled under the car wheels--or bto the path of vehicular traffic This bad habit has resulted in some of the most serious passenger acci dents in <wr experience. Don't ever let those three little devils-- Haste Impatience or Anger--get you down. Tbe operator who glues his eyes on a traffic tight when be should be paying attention to his doors, the operator who is behind time and tries to make It up by slamming the doors on a passenger is only lddding himself, because an accident re sulting from such careless operation can cause him to lone more time than he can ever hope to make up. To avoid accidents of this type, always be sure that your passengers are safely inside and doors closed before starting your car. ELIDE NO. 63 (Premature Opened Doom blighting) Falling accidents involving passengers alighting arc often caused by an operator or conductor throwing his doors open long before the car comes to a complete stop. This bad habit invites a passenger to step down* from a moving vehicle; which very often results in a serious fall. To avoid preventable accidents of this land, you most make it a habit to never open your doors until your car is at a complete stop. SLIDE NO. 64 (Passenger Falling Inside) Most preventable passenger accidents occur "on board" or Inside the car. Tbe cause of such accidents is usually sough starts and stop*--the sign of a poor operator -- because skillful operator always makes it a habit to make smooth starts and stops, and takes pride io his ability to do so. There is one important difference be tween operating a street car and driving a track or automobile. A truck carries a commodity which cu be called a dead load. A passenger auto carries a continu ally seated load. But a trolley car carries a live load of passengers--seated, standing and moving. That's tbe reason why skill, ful and smooth operation is so essential if passenger accidents are to be avoided. The motorman who brags about being able to stop "ou a dime" is not telling the whole story. He might add that stops of this land can start filling up a hospital with injured passengers. SLIDE NO. ^ (Passsugar Thrown to Floor--Bough Operation) And let me say right here that tbe oper ator who believes fast starts and quick stops arc necessary to maintain a schedule is all wrong. You have been told by your instructors, men with years of experience, that you cu make smooth starts and slops, and still be on schedule. I would like to add that failure to follow tbe advice of your instructors will prove costly to you as well as to the Company. if you leans right in'the beginning that some of our passengers arc bowled over as easily as ten pins, then yon will better appreciate tbe need for smooth operation to prevent passenger injury. SLIDE NO. 66 (Standing Paaeenger Thrown in Curve) Another cause of falling accidents inside the car b the result of rounding curves at excessive speed, and also running into an open switch, as previously mentioned. There is, of course, no possible excuse in railroading for such a failure. It only serves to emphasise the fact that the motorman or operator is not following tbe fundamental instructions taught in bis training period, or is not giving the job the strict attention required. 136 32nd National Safety Congress, 1943 CONCLUSION Let me repeat once more that your greatest responsibility la to carry your pas* tensers safely. If you fail to meet this responsibility, the Company attempts to make you realize its importance through disciplinary action. Discipline is not a penalty to deprive you or your family. It is a standard railroading measure to in sure strict compliance with all rules and operating requirements, because you have not only yocr own but tbc lives of many others in your hands. I have said some rather unkind things about some of our passengers, pedestrians snd other drivers. But I would like to remind you that they are all Americans. They are gravely concerned in the war with the Axis. AU of them, directly or indirectly, are engaged in some activity which will help us win tbc war. Certainly you will soon be doing your part--a very important part--by transporting daily thousands of war workers in the Phila delphia area. One slight collision can cause a loss of thousands of work hours along war pro duction lines, by preventing workers from getting to their jobs oa tune. One serious injury to a valuable, sk&ea worker cun and has deprived our armed forces of vital arms and equipment It is our patriotic duty- egery jnoment we are on the job-through safe and effi cient operation--so that our Country's war program is not hindered by our failure to prevent needless accidents and injury. Child Education Section Officers 1942*1943 General Chsh mum Mass Uzr Wymam, Louisville Public Schools, Louisville, Ky. Vice-Chairman--Gonos C Graham, Detroit Board of Educatitm, Detroit, Mich. 3Verrt0r^--Mariajv Throws National Safety Council, Inc, Chicago, IQ. Teacher Education far Safety Committee Chairman Humorr J. Stack, New York Uo- sqsity. New York, N. Y. Teaekmg Aids m Safety Education Committee Chairman--Geaace W. Selveswood. Green Bay Public Schools, Green Bay Wis. Program Committee Chairman--Mae Heathkeshaw, Kirkwood and Monroe Schools, Den Moines, Iowa. Coeretaiion of Safety Programs for Schools and Colleges Committee Chairman Howain G. Damfokd, Madison Public Schools, Madison, Win. Curriculum Planning for Safety Committee Chairman--George U. Reavis, Cincinnati Ptddk Schools, Cincinnati Ohio. Officers 1943*19441 General Chairman--Majlv May Wteas, Louumile Public Schools, LotasviUe, Ky. Pice-Chairman Goancw C Gasham, Detroit Board of Education, Detroit, Mich. Chairman, Committee on Teacher Education for Safety--Hsubset J. Stack, New York University, New York, N. Y. Chairman, Committee on Congress Program--Mae Heatheeshaw, Kirkwood Monroe Schools, Des Moines, Iowa. Chairman, Committee on Curriculum Planning for Safety--Geosce H. Reavis, Asst Supt of Schools, Cincinnati, Ohio. SVcrrfary--Maeiam Telvouo^ National Safety Cornell, Inc, Chicago, IQ. |Aa ilirnS hy tbc drift- k Cc 137 138 32nd National Safety Congress, 1913 . TUESDAY AFTERNOON SESSION October S. 1943 Presiding: Dm. Aunt U. Dnuunt Prmsidmo*. Sate Teacher* College,' Stfppenibarfc Pm Tstchtr Education ior Saiaty A PimI DIkiihIw CHAIRMAN ROWLAND: This par- and pushing through to a satisfactory ticular session of tbe Child Education conclusion the questionnaire and tbe re Section has to do primarily with the prob sults from it, tod we hope ultimately a lem of teacher education m safety. Aboat program of safety education in these in a year &go, President West of the Ameri stitutions. can Association of Teachers Colleges, The other members of this committee and the I^kacutive Vice President of die are President Baker, of tbe Statu Teach National Safety Council, Mr. Dearborn, ers College at Milwaukee; and Mass Mar met and got into conversation about this ian Telford, tbe chief of tide Section and problem of training teachers in the field a member of tbe staff of tbe National of safety education. It seemed as though the efforts >hat were being made to estab lish safety* education in schools could be furthered substantially by putting into the teacher education institutions some specific program of safety education. Not that these institutions were neglecting safety education, but it was befog done sporadically and without any special co ordinated plan. It was decided that a Safety CouucaL UR. PAUL V. SANGRRN: I am a little bit embarrassed by tbe fact that U will be impossible on this occasion to give to tbe group any conclusions that are significant so far as teacher educa tion is concerned, in this field of safety. I think that sriU be clearer as I proceed. If we have it in our minds that we arc conference would be held here in Chicago conducting a study ws haven't cos* to see whether we could set up the be* ducted a study, but we are conducting a ginning*, at lost, of a cooperative effort tody, the results of which bane not yet by tbe National Safety Council and the been assembled, the conclusions of which American Association of Teachers Col- have not yet beta readied, then K think ' leges, out of which might ultimately you will understand that on primary eventuate a coordinated program of teacher purpose in reporting at this time is to education in the field of safety. stimulate interest ia the respousfeifitr Aa a result of this conference, we brought forth a program and a pian by of teacher educators in preparing teach ers in tbe field of safety. which -tbo-Muliwul,*-SbfcTfr '~Mriicilr - l lui mV any notion' that I would say through four of its staff--its spedaL stafL- ."anything new if I would say to you.that. --visited about fifty of tbe state teachers safety must be an educative process. Even colleges of tbe country and carried with tbe use of safety devices involves in the >li* the tentative draft of a question last analysis an educative process. It naire. doesn't matter whether wc think of safety President Paul V. -Sangrea, President of the Western Michigan College of EdofUtK**V is tbe Chairman of the Subcom mittee of tbe Standards and Surveys Committee of tbe American Association in the industrial sense or safety in the seose of traffic controls or whether wa of safety in tbe home or safety in tie school--h> the hat analysis; it all be comes an educative process. of Teachers Colleges, charged with the It is for that reason that we feel that specific responsibility of carrying on this to behave safely meant that the dnUna particular project and of keeping in coo- must have been through pmermrs of tact with tbe National Safety Council learning which will enable them to be- Chiid Education Section 139 have safely, and that it ia the business of tbe school to provide teachers who themelves are teachers of safety. So by a very direct Morte of reasoning, it seems to me that it is dear that inasmuch as tearher training institutions have the re sponsibility for the preparation of teach ers, then it most be the respjbosibtlity of teacher training institutions to train their teachers, too, in the realm of safety, ftt safety education. At any rate, it was with that thought in mind that I know this project was first undertaken. If it hadn't been the definite conviction of the National Safety Council officials and of the officials of the American Association of Teachers Colleges that this was the case, then I am satisfied that neither of us would have been willing to undertake the work that is obviously ahead of us. I think I ought to take, too, a minute or two to tell you what the American Association of Teachers Colleges is, and what it stands for, because I am not quite sure just who constitutes the audi ence today. The American Association of Teachers Colleges is an association with a mem bership of about 180 institutions of col legiate rank throughout the United States. The essential purpose of the Association is to improve or to bring about means for tbe improvement of teacher education throughout the entire country, not only in tbe%institutions that are members of the Association, but in all institutions prepar ing teachers. As the Chairman fans told you, tbe As sociation has g Committee on Standards and Surveys. This Committee has two primary purposes: first, to conduct re search and studies designed to assemble the important information on the status of programs of teacher education through out tbe country; and designed, likewise, to provide materials by means of which tbe Association can recommend to its mem bers means of improving their programs. Let me repeat that this Committee is designed to conduct research and studies on the basis of which new suggestions and standards for improvement might be incorporated m the programs of teacher education, and particularly among the ipgfpfecra of the Association itself. Let me say, in this connection, that the first conclusion of the committee eras that tbe only satisfactory method for determining the status of safety educa tion in teachers colleges was the question naire method. One of the steps to help ns in the preparation of the question naire, was to have a scries of visits of members of tbe staff of tbe National Safety Council into teachers colleges. - In order to prepare a satisfactory back ground, four members of the staff of the National Safety Council were selected to make visits to fifty institutions, or teach ers colleges, throughout the' United States, during the past summer. Tbe pur pose of these visits was, first of all, to obtain help in the formulation of tbe questionnaire. Secondly, lo stimulate, if possible, some additional interest, inci dentally, among members of the faculty and among administrators in the teachers colleges, and in certain instances, if tbe opportunity presented itself, to present some of the important facts of safety education to summer session students. Two or three points, h seems to me, are outstanding. First of aQ, it is dear that there is a great variety ia practices and procedures in tbe field of safety edu cation in teachers colleges. Secondly, I think I am going to be bold enough to say--although no one of the staff has dared to so report yet--that they found relatively tittle organized effort In safety education. In the first place, they found that all teachers colleges, ail administrators, and all faculty members, although limited in their information and knowledge about safety education, were interested in see ing what could be done to promote a program--a better program of safety edu cation in tbe schools. Here, again,-it -be came apparent that the teacher training institutions, while lagging behind the demands of society, are anxious to catch Up. ~ Now, I say that with reasonable reser vation. I don't mean to say there has been neglect of all safety education in teachers colleges, but I mean to say that we have not a typical example of the way. in which industry, for example, has shown tts the way, and that wc hope to profit by what we now find. 140 32nd National Safety Congress, 1943 As a wait of that study, we may have information that is valuable not only for the general formulation of standards and suggestions for teachers colleges and for all teacher educators, but that wc may have from it some very good sug gestions with regard to the method of presenting the materiel, to prospective teachers. It woold seem to me that our principal need now is for work and for continued cooperative interest by those people who are willing and anxious to prepare teach ers in the best way possible for a modem society. If we may have that Idnd of co operation--and I think we may expect it ---perhaps a year from now. when this Congress meets, again, we can present to it a report which shows more folly, not only what has been discovered about teacher education as it affects safety, bat some definite suggestions and standards which have been proposed for the mem bership of the American Association of Teachers Colleges and for the nsc of all teacher educating institutions. It seems to me that in a sense it repre sents one of the most hopeful projects which has been launched by the American Association of Teachers Colleges, if not by the National Safety Council. It repre sents a very hopeful project, because it Is based upon a program of long-time study which, is designed to get at the facts, first tad after they have been assembled, to then assemble the conclusions and suggestions for improvement. It repre sents a type of study in which it is not our purpose to philo&onhize about wbat ought to be, but to have some direct answers to questions with the hop* and expectation that we will be able to make a direct contribution not only to teacher education bat to all of safety education in all ot its areas. Chairman Rowland: And now wc come from the general to the particu lar. It is appropriate that having seen this broad picture of something that is planned and going to be dose m this field, we now come to a concrete experience with the problem of teacher education. Dean Bond, of the Kansas Gty Teach ers College*--a part of the Kansas Gty public school system--has been keenly interested in the held of safety tdncarioo for many years, and is the head of that divisioo of the public school ay stem of Kansas City, which has aa enviable record for its program of safety educa tion. Dean Bond this summer bad a workshop, a part of whose activities was concerned with the field of trarher educa tion, so he is going to be able to talk to us very concretely regarding that experi ence. Safety Aapacta of tha Kanaaa City Workshop in Elamantary and Secondary Education By J. a BONO Dean, Kansas City-Teachers Collage, Kansas City, Mo. For the past two years, under the leadership of Dr. Hcrold C. Hunt, Super intendent of Schools and Mr. Roscoc V. Shores, ^Assistant Superintendent in Charge of Instruction, a general plan of curriculum evaluation, 'revision, and con struction has been in process of organ ization, initiation, and operation in some twelve different areas; Safety education is included in a num ber of these areas, since a plan of integ ration in natural situations is used in preference to a separate course of study separate units with definite time alloca tions. In the development of democratic procedures, the <ty school administration offers opportunity for wide participation on a voluntary basis in the program of curriculum evaluation and revision' and, at the present time, nome four - hundred teachers, supervisors, and administrators are so engaged. In order that members of the school staff might have an opportunity to con centrate on various school problems dur ing the summer months, Northwestern Child Education Section 141 University was invited to conduct a Workshop in Kansas City, under the leadership of Dr. E. T. McSwain of the School of Education. The workshop, as a technique in teacher education, is an outgrowth of the eight year experiment of the relation of school and college conducted by tbs Progressive Education Association. Teachers co operating an the experiment fch the need for guidance on specific problems which the naval summer union twin dad not provide. Originally, workshops were limited to college and auversky with students `^t"t*g from various sec tions of the country. Aa the workshop idea developed and expanded, however, there seemed to be definite advantages bt taking the workshop to a city tdmol system, where all students are members of the same staff and shave problems. The purposes of the Kansas Gty Work shop as stated in the official repoet ace: 1. To discover and to develop raluci and techniques in co-operative pfaaanw. study, and evaluation. 2. To provide opportunity for and administrators to work on problems in the fields of needs on a basis of Interest. 3. To provide opportunity for teachers to work personally with gprrinfirti m various teaching fields. 4. To offer tapci fences practical arts, in school, and community relations, and in creative expression 5. To pvtidpatc is and to btb develop a varied program in democratic firing. One of the characteristics of the work shop is that the old distinction between professor and student Is, to a large extent, dissolved. The teachers are referred to as staff members, while the students arc referred to as participants. The Workshop offered an excellent opportunity for all to concentrate on problems of their choice. To illustrate, one group of teachers chose to work iu the science area and developed a basic outline for a new course in human science which is required of all high school seniors. Provisions were node for safety education by using a check list of safety practices to be Included as an integral part of the course. The present indica tions arc that tins plan will be followed in developing the curriculum m other areas. But there was same than aa opportu nity for work; it was aa experience in democratic tiring in all pbases of the program. Cocnmirted to the belief that teachers are better able to develop demo cratic ideals and practices in pupils by actually living democracy themselves, the workshop was so organized and carried out that the use of democratic practices and techniques by the staff and the par ticipants was basic in its operation. Every member accepted responsibility for par ticipation m the planning, in the execu tion, and is the evaluation of group or special projects. The staff and the participants worked and fired together in small and large groups an which there was much Inter action from 8:30 AM. to 3:00 P.M. daily. A carefully planned but flexible program provided time for assemblies and various group meetings in selected areas. The major aruas represented were Science, Social Studies. Language Arts, Commu nity Resources, Evaluation, Child De velopment, Health and Safety, and Arts and Crafts. These areas were broken doom into the following interest groups for participants: L Democratic education and changing social pattern, y 2. Arts and cpfia. 3. Tcacfccr-pupO planning. 4l Teacher-parent planning. 5. How children learn. 6. Evaluation. 7.- Community resource*. 8. Post-war planning. 9- Science. A permanent staff of nine members served as consultants to the various areas and seven visiting specialists were on the campus, each for one week. In addition, many expert consultants from various professions in the city were used. The workshop day was divided into five blocks of time, the large interest group meeting at 8:30 or 1:30. 10 to li JO was 142 32nd National Safety Congress, 1943 reserved for work in tbc art room, in dividual conferences, small group meet ings, and individual problem work. From 11:30 to 12:30 the group lunched together. Each lunch period had some entertain ment, musk and a speech bp one of the visitors or some .humorous stunt by staff members and participants. 12:30 to 1:30 was a free period devoted to social recrea tion, games, reading, music, movies, con versation or art. The remainder of tbc day was given over to large group in terests and an evaluation of progress. The visiting consultants were con sidered an integral part of the staff, par ticipating in all activities and in the staff meeting. One of these visiting specialists was Miss Vivian Wecdon, Curriculum Consultant, School and Col lege Division, of the National Safety Council. The cooperation of the National Safety Council in furnishing her services was secured by Mr. George M. Boms, Director of the Kansas City Safety Coun cil. The following description will serve to high light her activities in the worknhop for which she set up the following objectives: 1. To help the participants uncover and formulate their own safety teaching prob lems; to give aid in the solution of these problems. 2. To stimulate each participant to evaluate his or her safety teaching prac tices in the light of the philosophy of education which was emerging as a re sult of participation in the workshop. To inform participants concerning sources of Help in safety education. At a luncheon meeting early in the week, the safety consultant addressed the entire group, speaking on safety as the common denominator in all teaching and expressing the desire that teachers, in all areas and at all levels, talk with her about their problems sod share with her the results of their safety teaching ex periences. Miss Weedon held many individual and group conferences, excerpts from her re port are illustrative, fn the Community Resources group some of tbc questions were as follows: 1. Are we expecting too much of chil dren in the safety patrol? Is k fair to ask them to work m extreme weather? Are they taking too nodi tuna away from classes? 2. How can equipment, tuitriillj coats, be obtained for the petrols? Discussion showed that some of the petrols bed been equipped by the perent-tasrhw associa tion, some by philanthropic ritswna. and others by industries far tfnitiiif pur poses. f Should the school be nrpcctrd to fprnbh tbc equipment far tbc petrols? i Should the children be rewarded for their services in the school program? 9. Are we exploiting ear children? 6. What is the function of tbc school safety patrol? In the evaluation group: How can safety be taught without creating fear? How can we evaluate a safety program? From tbc child development group: Where.to start? With interest or need? Is there danger of making children too accident conscious? Do we have too much protection in the safety program? Is h possible that there is not enough self reliance? From an individual conference Miss Wecdon reports the following: "A teacher mentioned that she had charge of the safety patrol but rapid get no cooperation from principal or other faculty members. She was advised to give' up the safety patrol u&dl she cpuld be assured of co operation from the faculty." Probably the most interesting develop ment of the entire week grew out of an Individual conference. One of the teach ers was extremely disturbed aboot a home safety and fire prevention check list which was deployed each year. The lists were distributed, the parents asked to sign a statement that the house had been in spected and the signed slip returned to the school. If 100 per cent of the pupils tamed their slips in, the school received a reward. The teacher objected to this scheme on the following ground^: she disapproved of the contest motivation; she felt that the project was teaching the pupils to be dis honest, as the slips would often be seat home in the morning and be returned in the afternoon when time for the bupect- Child Education Section 143 ing simply bad not been available in the limited lunch hour; and that the entire project -was counter to the philosophy of education which the workshop partici pants were developing co-operatively. All objections seemed sound. When questioned as to whether this was an individual problem or a general one, she replied she thought it was gen eral. Her judgment was verified. Aa an nouncement that a meeting to discuss tbc problem was to be held, brought twenty teachers and principals. All were in agree ment that the home safety checklist proj ect was bad. The difficulty, however, was that no one had the correct information about the project. Some thought at was sponsored by one agency, some by another; some thought One prise was given, wane an other. Unfortunately, this question did not arise until the day the safety representa tive was to leave town. She therefore made two recommendations: (1) That a committee be appointed to find out the facts in the case. (2) That an education ally sound proposal be drafted as a substi tute and presented to the sponsoring agency. The committee was appointed and a staff member agreed to take over after the safety representative had left town. A report from the staff member Indi cates that the fact finding committee dis covered that the superintendent was al ready studying the home safety check list, so further action by tbc Workshop group was onnecessary. This incident is Important, because it is typical of the practical, every-day prob lems which arise under the Workshop technique. .From personal observations and dis^ cuaiions with various groups, staff mem bers, and visiting consultants, I am of the opinion that the Workshop contained the following implications for Safety Educa tion: I--Democratic procedure, practices, and techniques should be applied in develops ing a safety program. The present world conflict has directed attention sharply to an evaluation of democracy as a way. of life and to the practices and techniques necessary for its development One may well question whether pupils in the classroom have an opportunity to develop democratic and practices when teachers and parents, who are responsible for leadership, set up objectives with pupfl participation or acceptance. The safety program or any program for that matter, which has defi nite opportunity for the popQ to partici pate In its planning, execution, and evaluation in natural situations under adult guidance, not only develops demo cratic ideals and practices, but also as sures a much higher degree of acceptance and achievement Dmoerttfc ideals and the democratic way of Ufa are best achieved when those who are responsible far leadership use democratic practices and techniques. Pupils, teachers, parents, police officers, safety council officials, and other con sultants should participate ia tbc plan ning, in the operation, and finally in the evaluation of the safety program. Teach ers report that the most frequent violators of school safety practices are parents and other adults. A few years ago, the direc tor of the Kansas City Council almost lost his audience at a P.T.A. meeting which he was to address on "Safety," when he announced that a police officer was "tr"y all cars parked la the pro hibited sons around the school building. He restored order only when he assured them that he was joking. Safety is "caoght" as well as "taught" Sharing responsibility for any program encour ages a greater degree of acceptance and achievement. 2.--Community resources, both real and personal, should be used constantly in a program of safety education. Community resource* are assuming a more important place in education. Vicari ous experience for pupils is gradually being replaced by those which are real and vital. The community is aa extension of tbc school room. School life can in no way be separated from the life of the community, if education is an adjustment to and an understanding of the social order in which one lives. The Safety Council, the Police Depart ment, the Fire Department, and various 144 32nd National Safety Congress, 1943 % services of government, tbe partnt*teschcr ness of the safety program. While it is association, industrial plants, the lawyer; not possible to use the same measuring the merchant, the doctor, the safety en devices that are used in other fundamental gineer, all form a part of community re subjects, it is possible, from available sources which can play a vital part In the surreys and reports, to determine points education of boy* and girls. It is through of emphasis in the teaching program. an understanding of the interrelation and According to "Accident Facts** 1943 edi interaction of all these resources that the tion, published by the National Safety pupils develop an intelligent and sym Council, accidents tend to increase from pathetic understanding and interest m school entrance to the _ seventh grade, community problems including safety* when a decline begins and continues Every phase of community life has its through the junior years of high school. contribution to make, At this level the student is as safe as he Iu Kansas City, and no doubt in many cities, the police department plays ao important role in safety in the schools. Attractive motion pictures have been made showing how accidents happen. Officers have been trained to present them to different age groups in ao intelligent way. The pictures are popular and effec tive with students and have been shown in a large number of schools. There are many community resources available for safety educatioirwhich can be utilized by those who have the initiative and the vision. was in the second grade. Apparently, at thU time in life, he has either exhausted all of the opportunities for accidents and settled down to a sedate young manhood or has developed the agility and judgment of superman. Thirty-seven per cent of all school accidents happen in the gymna sium and fifty per cent of plaground acci dents occur in unorganized play. Of all accidents to school children, 56 per cent are non-school and forty-four per cent arc of school jurisdiction. These facts are significant in education and point the way to emphasize in school organization and teaching. One may well ask; "Why so 3. --Safety education should be an in many accidents in unorganized play? Why tegral part of basic education in the de so many accidents in the gymnasium?" velopment of boys and girls. The effectiveness of the safety program During the past twenty years, the schools have made an'cxccllent record in safety education but they have not ade quately met the challenge of the machine can be determined and stimulated evaluation. Conclusion In conclusion, may I summarize by by age. The success of the school safety pro gram has stimulated safety in industry, in recreation, and in transportation but pointing out that safety is a way of living which can be developed effectively and efficiently by recognizing it as an integral leaves much to be desired. The commu part of basic education; and by using nity looks to the school for the develop ment of all of those habits, attitudes, and ideals which are essential to successful community resources and democratic pro cedures in Its planning, in its operation, and in its evaluation. living. Safety is as important in the de Kansas City is deeply appreciative of velopment of pupils as reading or arith .the fine opportunity it has had in the metic. There arc many indications that development of safety education. Person safety is emerging as an integral part of ally, I wish to express my thanks to Dr. basic education. Whether it will do so E. T. McSwain of Northwestern Univer under the impact of 90,000 preventable sity, Mr. George Bunts, Director of the deaths annually or udder the leadership Kansas City Safety Council, and Hiss of educators remains to be seen. Vivian Wcedon of the National Safety 4. --The success of the school safety Council for materials used In preparing program should be evaluated periodically: -this discussion. Emphasis should be given to the teach ing program accordingly. Questions raised in various discussion groups indi cate a desire for measuring the effective May we all practice safety for more glorious adventure, not merely to escape death. (Dean Bond's speech mu broadeast.) Child Education Section H* Teacher Education Far Satety Baffin broukm of a Psod Duoouiss RADIO ANNOUNCER; From the Child Education Section of the Thirtysecond National Safety Congress now in session at the Sherman Motel, we bring you a panel daouiioq <m Post War Prospect*--The Future of Teachers Edu cation for Safety, with Albert L Row land. President of the State Teachers College at Shippmsburg. Pwa, as chair man of the meetup. Participants iu the discussion include Frank C. Baker. Presi dent of the Suit Teachers CoSeyc. Mil waukee; Robert G. Buzzard. President of Eastern Uboots Seme Teachers College, Charleston. ISmu; Zoo* R. Chrk. Ad ministrative Ammuc WBvmgtou Pub lic School. \V2uhftm, Delaware: and Herbert J. Stack. Director of the Center for Safety Edaatiem New York Univer sity. And now our Ouumu Dr. kaurtajxL CHAIRMAN ROWLAND; Ladies and Gentlemen: The pmpour of this panel Is to discuss Past War Prospects in Teacher Fdnratiuu for Safety. More and more a-c the achools of the country assuming further rug ansihAlly for the welfare of their thBdrtz No looser are the Three R*s adequate as a school pro gram, and many schools have already embarked upon all sorts of agencies and purports that are beyond the limits of the traditional c rricuhna. A notable one of those* is that of safety education, and it Is appropriate that we should be discussing this matter at the tame of the National Safety Congress here in Chicago. Gentlemen of the Panel, the subject is before you for discussion. DR. BAKER: It seems to me that 'he development of safety education in the post war world most take place in terms of the purposes of safety education, and I want to mention two that 1 think are important. In the first place, I .think we need to develop in the minds of children a concept of the importarce of the healthy body as the home for a well-ad-. justed and healthy personality; 1 think it certainly isn't impossible, but it is difficult, for a person with a maimed and unhealthy Mr to aunon a healthy and wufl vdjnswd era Iran dt stand point of the sdktdni thereto*e. as important Bn dwarf ip m has a concept <d itis own share- Then, aatssj she east propone. I think there are nee nro-jr tikeug* n.'Uti asm and fwac itsont nub aw ewaae. but I thank we iheeMul rerfe.s u witate them bschrse erf (hear tnpa. I thank there is one thing Om we cent* b--ffww from Nazi phtoispljr. end time is the rriponidnfcrj erf the jarfi'iidmal e present So MOttjr a healthy at-. whole body, thna be owes k so society So preserve bin body whole and healthy as a useful and very valuable thing so society. Those two f uni nits U seem* so use. are very important and fundamental in deter mining the course of safety education in the post war world. CHAIRMAN ROWLAND: It is ob vious that children want lo have healthy bodies, and doubtless would like to cootribute v healthy bodies to a social purpose. *.v..ever, bow can we make them conscious of the necessity for learn ing bow to care for their bodies la. die midst of other pulls and controls that are so overwbc* ing and ro interesting? They dash out .o the street to rescue a hall that has tolled m the path of an automobile, and* the result is fatal How can vc get them to see that rousing after that bull is secondary tv the danger that is incurred m doing so? MR. CLARK: I think the answer li ta the teacher. I am the one representa tive on this panel of a public school sys tem. The rest of the gentlemen repre sent teacher training institutions. Con sequently. 1 want to pot the problem up to these men. What type of teachers are yon going to give ns? Arc you going to give ns, teachers who are sensitized to the safety problem and to the methods of instruction? Arc they going to be willing to integrate safety with their courses of study where k applies, and where it is necessary to teach a safety `esson as an 146 32nd National Safety Congress, 1943 object lesson, are they going to have the necessary techniques? I am speaking now of your new teach ers. What about the teachers who are now in service? Are you going to be able to help the teacher in a ih-raom' school back in the hills or down yoo, to ghre her the necessary materials and inspira tion? She may not be able to come to summer school every summer. What is the in-service program that you can give os? We io the public schools are consumers of your product. Is your product going to be the type of product that we want and can use effectively? CHAIRMAN ROWLAND: Ur. Buz zard, Ur. Clark puts us on the spot here. He ts the only one. he says, who is con cerned with the practical administration of a public school system, whereas we are all in the higher realms of teachers col leges, where we are theorists, presumably and not practical people. What Is your answer to that? MR. BUZZARD: The teacher training institutions can follow one or both of two avenues to accomplish this training. We can either do it Incidentally in the training of these new teachers, particu larly as we have them doing their practice work, by insisting that there be certain units of instruction, and so on. that have definite safety value, and ' just presume they Incorporate those in their teaching when they get out; or, we can have a required course in our department of education called Safety Education for the Public Schools, In which we pull di rectly to their attention the various hems of safety education, discussing the terms, techniques, and so on. Either of these two things, are influeacing only the people who are on the cam pus now. But he asks about this bigger group of people wbo yre out in service, and bluntly, what are we going to do for them out in the highways and the by ways? Well, again, we have..that prob lem of trying to decide what we are go* ing to do for the teacher in service, and this survey* of the American Association of Teachers Colleges should briog ont in its findings some of the things that are being done. We arc experimenting a little bit this year. We took a social science teachrr this year that we thought was stiR im pressionable--by that I uni that be could see something cbe besides social science, or perhaps akqwtt k is its broader sente- and we said bo him. "You want to help teachers m service?** And, of course, being a member oI a teachers college faculty, he would say. "Yes.** We said, "We are going to let yon go out into a certain community where a group of teachers want help, and discuss with them this problem of safety education; why ft ought to be a part of public school training; bow we ought to organise our instruction in it; and then, what materials we shall use.** We are having a lot of fun. I don't know just what the result is going to be, Ur. Clark, but there are going to. be at least twenty-three or-foor teachers who are going to know something about U. But I would like to take a crack at our first speaker, if yoo don't mind. We arc trying to view safety education as a part of the big lesson which this war b teach ing us in the use of everything tkat b usable. I suppose you can call that con servation of human resources. We are trying to train our youth through our schools so they will be good citizens and have certain abilities to support them selves,' and so on, and safety education b Just another way of eliminating human waste and human expense. Perhaps that b why I leaned toward the department of social science when 1 wanted to start thb work, since industrial arts b out now, and you can't wish H on someone who b mechanically inclined. After all, the crux of the thing b to prevent ac cidents, and therefore human Injury, and all the things that it costa--prevent those things in a community that endanger die welfare of all of yon. I don't know whether 1 have answered you, Ur. Clark, at all. but 1 have tried to show you that these people in the teachers colleges realize that there are two ways of doing It, and some of us are trying to work one of them ont at least, because we are, too, rather new in thb business. Child Education Section 147 CHAIRMAN ROWLAND: Mr. Stack, you know more about safety edu cation than anybody else <m thb panel, probahfy won than moat people in the country today, beesuse of your unique interest In k and because of tike bug time that you have pm to tea study. What answer would yoo give to Mr. dark's question? UR. STACK: 1 think, first of all, that I would like to state some toy specific things that I think u can do. When the war b over, wc S have souse ten milltnu men and women eonsiag bock from the Army. Of these nrifSons. uisay will be teachers. 1 have faring that many of these people, aaetced of gomg directly back into their tntivtc Qihfnw. will be available in go Into gildsitr work so that they can get further Warning. Just as the young muu and the young sums are flooding on cafltgca aa ht Army and Navy programs. 1 kd that there win be a period, after Ae war. he which we will hare large Mten of men and women out of the arwri forces and out of civilian life buck a nee college cam puses. I have a feefiag that these b need, first of afl. far Ae training of safety specialists, men and wnni who are to take charge of safety education pro grams in the schools Thb wffi mean, therefore, men and women working for their master's degrees and working for their doctor's degrees. We art also pro posing for the post-war voit, the award ing of ten to twenty fellowships and that? or forty scholarships h thb field so that they will be available for the homecoming oldkrs and the sailors. 1 therefore have a feeling that our work in general in thb panel b divided essen tially into two parts: what to do for the teacher wbo b working on a bachelor's degree, and then, again, what more to do for those that are going to major in safety, for those that are going on to take master's and doctor's degrees. There fore we would propose that various uni versities that are giving master's and doctor's degrees make available, for cer tain people wbo wish to specialize in safety, types of courses that will be best fitted to fthcar nccds; a physical education major, for example zpeciil courses io the prevention of athletic accidents; an industrial arts major, with a spcrbl course In the prevention of accident* in indus trial arts; and other types of sperial course*. For the teacher in the teachers college, or in Ae normal school, the question of whether or not it will be best to give this instruction through a single course or through integration in other courses ii going to depend largely on thb experi mental work. CHAIRMAN ROWLAND: You still are farther away, however, from Mr. Chdc'i question, when you step up into the higher levels of graduate work, and although it b obvious that we will need leadership of the type, and h will be necessary to provide special training for that leadership, 1 am concerned particu larly with Ae rank and file of our teacb.ers and of on teacher supply. Are they going to be animated with a desire to oiry on safety education, and arc they going to be equipped by training and ex perience to do pioneer work? There will be a certain inertia on the part of ad ministrative officials and school boards tfmt will make it difficult for many teach ers to launch upon a program of safety education, even though they are trained to do so and desire to do so. How can we in some way meet that problem--t least get a t(cgtiming through the new graduates of Ae teachers colleges, tins sew group that are coming in to take Ae phn of those that are leaving Ae profession? How can they be givea tie point of view and the opportunity to put safety education m the schools? UR. BUZZARD: Haven't we got to put into the minds of those people wbo govern our elementary and high schools a feeling that safety of children, as well as adults, is a Aing of prime importance, right along with some of these other things that we are using as public edu cation tools? MR. CLARK: Many of our teachers now want Aeir degrees, and the colleges say they must have certain courses. They will work towards that degree with Ae recognition in the salary schedule before Acy will take a particular course which would not necessarily give Aem Ae neces sary number of point hours in an area. The problem Acre becomes one of ad- 148 32nd National Safety Congress, 1943 justonent on the part of the degree-grant ing institution to recognize those things. CHAIRMAN ROWLAND: Ur.Baker, you know the answer to that. Go ahead. MR. BAKER;*No, I don't know the answer to that. But I am sure that we must develop in teachers this ability to teach their children In safety education through experiences in safety. I agree entirely with President Buzzard. I agree with him entirely, that safety education must be incidental, at least at the present status of research I think Ur. Stack made a. very excellent point, that we need much research in safety education. Until we get it, I think it has got to be incidental and integrated with other courses, and we need much research to find oat how we can integrate it and make it a by-product of our courses in economics and sociology* play and physical education, hygiene and health. Through those courses and in their actual experiences in the classroom, on the playground, and in recreation, we must develop the practice of safety. 1 agree with President Buzzard entirely that at the present status of research, it needs Co be incidental, and I would like to mention another point here. During the visit of Miss Weedon to our college, she and 1 had a battle royal as to whether we should develop in the children the habit of doing things that are safe, or whether, it should be a matter of rational consid eration. I took the standpoint that we should develop in them such habitual ac tions that they would act in a way that is conducive to safety, while she seemed to think that in most cases the choices should be rational choices, that is, the choice of the action that is on the side of safety. Then I called in one of our psychologists, and he took her side. Nevertheless, the battle was unsettled, and I think that is a very Important point that might receive some consideration. CHAIRMAN ROWLAND: X would like to hear the panel discuss that point. Mr. Suck, what is your answer to that? MR. STACK: You mean on the best way of teaching safety? CHAIRMAN ROWLAND: Yes; whether safety education is a matter of habit, should be set up as a habit-de veloping experience for the child, or whether there should be a specific, rational approach to safety, so that the child can reason out why he takes care of himself, and why he doesn't. MR. STACK: I have always taken the point of view that in the early elementary school, children learned, or needed to know how to do certain things, and to do things In the proper way largely from a 'point of view of habit. But when wc come to the late elementary school or the early junior high school, we should approach more of the reasoning process, for the reason that in many of the life situations in which children may find themselves, there is an element of hazard, and it is difficult to teach at, and therefore they have to team to rationalize that new situation, and make the proper judgment to meet the hazard. So I would say that in the early ele mentary school, many things ean be taught from the standpoint of habit, and in the later elementary school, junior and senior high school, more of a rational ization may be applied. CHAIRMAN ROWLAND: Well, what would you think of that. President Baker? That is cutting across your theory, isn't it? MR. BAKER: Cooduct that is safe I think of as being a matter of habit, and I think of It partly as character. For instance, if a person approaches me, I don't want him to stop to think whether he Is going to shake hands with me. or the degree of warmth that he is going to show in greeting me. I want that to be a matter of habit, and I think that 'safety, as a part of conduct, should be largely habit. Now, in developing those habits, there needs to be rational consideration, but I think they should be tarried over to the place where they get Into the realm of habitual action. Now, I am not a psychologist, and I bow to the respect of the young man that was called in and dis agreed with me. But nevertheless, I still hold my opinion. CHAIRMAN ROWLAND: Well, if it is a matter of habit, and if this great army of young men who are coming back to us from the war front arc going to be, ac cording to Mr. Stack, teachers, in many CkOd Education Stctiou 149 instances, to what extent w tbor of destruction, of dtaregard for danger, and of property values, be a developlug the right ftaud of for safety education? MR. STACK: Straugety Chairman, if ooc goes training manuals pinrkhd bp one will find that owe of the meet im portant things that is taught to the aaUhr all the time is to seek cover, to sneh safety, to find ways of pthrtws. self- protection. While it is tnse that owe of the outcomes of the Amy is death and destruction and the Bn, amrtWeu, in the training of the fighting man, he is not taught rtrhlriwi, he a rather taught to protect to seek shelter, to be able to ran fast and move quickly and go through all of the other required things, to develop skills in the protection of himself and protection of his comrades. CHAIRMAN ROWLAND: Well, that certainly is a very adequate answer to my question. Is any other member of the panel concerned with taking issue with that? MR BAKER: Isn't it true, Mr. Stack, that the Army would want lira man to drop 10 ti>c ground, habitually, when he heard the wluz or the rumble overhead? Would you want him to stop to make rational consideration as to whether he wpuld drop flat, on his side, or bow? MR STACK: One of the most amazing things is to see the discipline that is being taught to our Army men. Now, while 1 am not reporting for the Army, never theless, 1 think, as we look over the manuals and the methods that are being used to teach these things, they are teach ing men the disciplined army quickly seeks cover, the disciplined driver of army vehicles takes all triads of precautions, far more precaution* to camouflage his vehicle, to get his vehicle in hiding, and to drive his vehicle orach safer than wc do In csvfiian life. Therefore the Army and the Navy are great exponents of the safety movement. MR. BUZZARD: I am glad that Mr. Stack brought that out, because one of the surprises that these ex-service people are going to bring back to us will be their for carefulness with all of the giap that we have at home. This de struction and destructive intent that you matioacf isn't m their thinking about ds things back home, and they are com ing back with dcumnds that such things as safety for children, safe living in the . and safety of that type, have Hour. I thought I would get a rise out Mr. Stack talked. I was wasting ham an evahwts safety education on the high level as perhaps one of those very accessary things in the tmfldiug of a see acemduy school curriculum. Re member, the great mass of people will still be only high school graduates, and the new world in which they are going to fire has to be one in which they function, perhaps they erill function better if they can take care of themselves and if they know some of the things that we have taught them. I wes hoping be would say that safety education deserved, oh, a direct fraction of public high school train ing--and by that I mean half a semester, or even a semester, or perhaps even a year, when combined with something else. Someone has to teach it. That's his job, of course--to get teachers for that. CHAIRMAN ROWLAND: Y, I tiilr that is s very good point, and I wish Mr. Stack had gone on to develop that. However, our purpose here is to consider the problem of safety edocation for teachers. It is our hope and belief that if can reach the source of educa tion, which is undoubtedly the teacher, wc can have a greater influence than if we attempt only to reach the periphery by sporadic programs with children. Now, to what extent is Mr. Clark cor rect in his feeling that we will be, in the teacher education institutions, too pront to be academic and theoretical rather than practical in the instruction that we. give to the prospective teacher? I realize at once that we have raised two questions here. There are two groups of teachers-- those who arc now in the service, and who have been prepared, presumably, according to existing programs; sod those who arc to be inducted into the teaching service, who are going into the service initially without any previous ex- 150 S2nd National Safety Congress, 1943 pericnce, and wc have to do woetbiag aboot both groaps. But the groups are not as diverse as they seem, and what is good (or one is usually good (or the other. So is it true that we are in danger of becoming impractical and theoretical In this matter, and how can wc be practical and immediate in the instruction which we give? think we need to develop more than we have. MR. BUZZARD: Now I am getting tuned In with Dr. Baker's thinking. He was stressing that it is the and healthy body. All right, let's emotionslire just a little bit I wonder if be is mean- -ing, then, that the teacher in the class room must become emotional in the field of safety education, as to whether our UR. CLARK: What 1 wanted and school room and our school budding is a asked for was a teacher who was sen safe one for us, and to try to develop sitive to the needs of safety and had in these < children who want to keep a sufficient background and training to do whole and healthy body, emotional atti the job properly. And then I wanted in tudes toward the home. Is my home a formation as to how you gentlemen plan safe one for me? That is, where are the to give me that teacher. hazards in this school, the safety haz CHAIRMAN ROWLAND: Well, I think that is a very reasonable question, and it is obvious that this -teacher must be a person who is sensitive to the values ards? Where arc they m the home? 1 don't know of any better place to emo tionalize than whether wo rostkkr home and school safe for children. of safety education, and cognizant of the MR. BAKER: 1 think the sensitivity to devices and ctcbntques by which it may a safe, environment comes in there. In be taught That, of course, is our prob spite of the fact that we have in the state lem, and I suppose to attempt to answer of Wisconsin a very rigid law m regard that question would be asking too much to safety, we found just a short time ago of this panel. Merely to raise the ques a very hazardous situation in one of oor tion is provocative and should be helpful. Have we exhausted this war situation? We are talking about the post-war world. To what extent is the war going to color the post-war world as at affects teacher education ha the field of safety? Mr. Stack buildings, that had existed there all these years. All the inspectors and all of us together had never seen it, and H didn't come out until wc had an accident not a serious one, but it might have been a serious accident. has already given us some very valuable I think we need to give a great deal comment to that point. Are there any of attention, and the public needs to spend other comments? some money on creating safe conditions iu UR. BAKER: Mr. Clark, I think, has introduced a very important word here, aod that is "sensitivity." One of the marks of an educated person is sensitivity to bis all schools and alt public buildings and helping in the homes, and in developing a sensitivity to the detection of hazardous situations. environment, and 1 think It is very im portant that we develop in them this sensitivity. MR. STACK: I wonder if I could add just one thing here that I think would be quite useful. .You know. It is rather We have to go back to the purposes interesting to -find that only twenty per of safety education, to develop their emo cent of the boys, when they came into tional feeling, first, of the importance to the Navy, could swim. The percentage in themselves of their own health and safety, the Army is around about eighteen per and the wholeness of. their bodies, and cent. I believe one very specific thing that second, the emotional feeling of the im teachers colleges can do now, and after portance of the Individual, the healthy the war, is to teach more of their teachers and whole individual to society. One of to swho--water safety--and first aid and the very great obligations resting upon protection, so that one of the require the teacher, is to help people have their ments for graduation from a four-year emotions go in the right direction. There college would be an ability to swim and is a decidedly emotional side there that I protect oneself in the water, so that those Child Education Section 151 teachers would then go ost into the phblic schools of the nation and try to get children to aspire to learn how to swim. Then we wouldn't have to have the Army having to teach our boys to swim. MR- BAKER: Would yon. then, set up the specific requirement that no candi date would be graduated from a teachers college unless he or she could pass a satisfactory test in swimming? MR. STACK: Provided, of coarse, that there would -be some-exceptions foe physi cal reasons. MR. BAKER: Wc have such a require ment ||i our college, bat maHunch as it is not part of the state curriculum, and there <s no legal sanction for it, we can't enforce It. There are very few that try to get around it, but there should be some ex ceptions for emotional states, should there not? are not io danger of doing something to tiie character of tbe individual, when we make him super-conscious of his own per sonal safety. I may not have anything by the tail here at alt, but it seems as though the thing to do is to get all the children so concerned emotionally and intellectu ally with their own personal safety, that they will go to any leogth in order to avoid any danger. Now, it seems to me that there arc times when that can be a very anti-sodaI kind of behavior, and I shook!wot tike to think that wc are taking the children of America and giving them an attitude of mind which will be such that they will risk anything, including the lives of their school mates. In order to avoid any personal danger. What is the answer to that? MR. BAKER: I don't think your as sumption follows from what has been said here. MR. STACK: That's right--physical conditions. But I think it would be a very fine thing to have every teacher that graduated from four-year college able to pass a swimming test. CHAIRMAN ROWLAND: Well, we require every student that graduates at Shippensburg to be a swimmer, and we make exceptions only where there is ac tual lameness or physical disability. And we can prevent any teacher's obtaining a certificate to teach, who has not met this requirement and is physically capable of doing so. I am interested,. however, in another aspect of this thing. If you arc only in terested in safety* then perhaps the safest Mny would be to keep everybody out of the water, and then they would never drown, and they would never have any need for Maiming to swim. Keep every child off the street in soch a way that lit/ never la subject to the possibility of being injured by a motor vehicle. So provide our buildings with safety devices that be Is entirely beyond the reach of getting Into danger erf any sort. Now, it i> obvious tint the obligation of the community, of the authorities of a community, and of coarse of a school system and of a school, is to make the situation as safe for the children as pos sible But I am woodermg whether we CHAIRMAN ROWLAND: No. I don't think h does- Bnt there is an im plication in it on that side, and I would like to see where that leads. MR. BAKER: The Army believes in safety, but the Army sets up these haz ards that they make the boys go through, the obstacle courses which carry with them very great hazards, bnt they try to have them do it in a way that will be safe. CHAIRMAN ROWLAND: Which is the primary motive--or to accomplish the purpose that they set out to accomplish? MR- BAKER: To accomplish the pur pose in a safe way. CHAIRMAN ROWLAND:'If pos sible, but if not possible, accomplish it in an unsafe way. Isn't that true? MR. BAKER: In tbe Army, it would have to be so. CHAIRMAN ROWLAND: And in civilian life, to some extent, too. MR. CLARK: We have a motto in our schools that we use frequently, which states that "tbe safe way Is more fun." That seems to be able to carry over to the children the idea of having a good time without taldng tbe crazy, wild risk. CHAIRMAN ROWLAND: Well. that's all tight, if you want to put It on 152 32nd National Safety Congress, 1943 a fun buit. But is the safe way always the right way? the righteous way? the way that you should take, when you coo* rider yourself as a social being, respon sible for the folks with whom you live? I am afraid that there will be a good many heroic actions that would be checked if we carried this so far as to make every one primarily emotionally concerned with his own safety. UR. BUZZARD: I know the gradu ates of five Illinois teachers colleges that would stand on the bank and watch the person out in the water drown because they have not been trained to swim. So 1 suppose that would be an emotional breakdown. CHAIRMAN ROWLAND: Well, per haps so. Of course, it wouldn't do much good for them to jump in if they couldn't swim. But on the other hand, it would be a gesture, it would be a hue social gesture, even if they all drown. MR. STACK: I have the feeling that because of the wide influence of the life and the philosophy of Albert W. Whitney there isn't a great deal of danger of our getting super-snpcr-couscious right now. Whitney's philosophy was that of safety for more adventure. He would argue that we should have more swimming, more hiking, more camping, more, let us say, hazardous things, more things to do, more worlds to conquer, but all that we would try to do would be to prevent those stupid things happening that would prevent us from getting that final goal; in other words, that our soldiers would do away with certain stupid things, so that they could win the final objective. CHAIRMAN ROWLAND:- Well, I tike that very much. It isn't that we should flee from the evils that arc in the world, but we should attack them and try to make them less evil I think we all agree with that. Bnt I think, nevertheless, ft is ex ceedingly important that we keep in mind in this habituating nod emotionalizing our children to a feeling of safety, that there are things that are of higher impor tance than saving your own skin, and there are. times when the light thing to do is to risk and not to save. Now, just how to steer the course so that you do develop a habit of avoiding these stupid things that Mr. Stack mentions, and yet at the same time preserve that coinage, that determination to go ahead and do the thing that you want to do if yon are convinced it is right, even though it in volves some risk--just how to reconcile those two extremes is unquestionably going to be one of our problems in the teaching of safety education to teachers and through teachers to children. MR. BAKER: X would like to come back. Dr. Rowland, to swimming. Is that a primary requirement for a good teacher? I believe in it as much as anyone else. But in oor state we have no law and no curricular authority to make the re quirement, and oor Board of Regents, when the question came before the Board --and it was brought before the Board by a student from our college--argued that it wasn't a primary and fundamental re quirement or qualification of a good teaefier, that there had been many great teachers who couldn't swim, and that there would be many in the future, and therefore, we were making what is, after all, a minor requirement ud bringing it up to the level of a major requirement, which we had no right to do. no legal authority and no justification in any estab lished curriculum. CHAIRMAN ROWLAND: I don't know that I would press that point too far. It just happens that we have the belief that there isn't anybody wbo Is physically normal wbo cannot team to swim. We had an instance of a young woman who said she could not leant to swim, was afraid of the water. Her par ents brought pressure, with the under standing that she could not learn to swim, and therefore it was unfair to compel her do ml Bnt we went right ahead and liinnjird her into three feet of water, where she. was perfectly safe, and insisted that she take certain instruction there, and cventnaHy she learned to swim. There was nothing whatever the matter with her. and there wasn't any reason why she couldn't learn to swim. It was just an obsession she bad which was shared by her parent*. MR. BUZZARD: Shall I follow thi same fine of thanking, then, and say that Child Education Section 153 all teachers shall be taught to drive an automobile safely? CHAIRMAN ROWLAND: Well, I think that would be a very reasonable requirement, because that is ao experi ence that is as likely to be theirs as the experience of keeping themselves alive in the water. MR. BUZZARD: Then that justifies driver training in the high school, doesn't it? CHAIRMAN ROWLAND: I would thank so. MR. BAKER: Dr. Rowland, you seem, by inference, at least, to say that the only thing that would disqualify a girl in be coming a good swimmer was physical. Do I understand by-that that you would not giant that there are psychological eoadhaoas that prevent a person from CHAIRMAN ROWLAND: Yes, that would be my positioo. I may be inaccu rate, but I would say most certainly so. I lualom that there are people that have a phobia for water, hut I think that that is aoBCthatf that can be corrected if tactfully handled and they were given every opportunity to slowly and graduaBy release themselves from that inWbstaoa. Yea, I would say so. MR. BAKER: 1 should like to hear the opinion of a psychologist. CHAIRMAN ROWLAND: Yes. Do we have gay psychologists present who could give ns some light on this? MISS MARY MAY WYMAN (Super visor. Health and Safety Education, LowirriTIn Public Schools, Louisville, Kjr.); I want to raise this point. I am owe of these people who work with teach er* who have graduated from the teacher mining Institutions, and I would like tfa training schools to keep in fid that what we need are teachers wbo have had experience in recognizing the aktjr problems in their community. I furthermore would like to say that there are a lot of places in this country where people do not have the opportu nity to swha. and I am very much afraid chat if we pwt emphasis on swimming we will do exactly wbaf a great many schools did with driver training: they will think that .swimming is the whole program in safety education. Just as we have gone through cycles of having the school boy patrol the whole problem iu safety edu cation, or having driver training the whole answer to safety education, when those three phases are only parts of the whole problem. CHAIRMAN ROWLAND: Miss Wy man is concerned that the schools for teachers shall prepare teachers to meet the problems in their own communities, and therefore too much emphasis upon swimming is, in her judgment, an over emphasis of a minor position--and we bow to that. That Is unquestionably true. Is there any psychologist concealed in the audience who could tell us whether there is such an animal as a person who has a phobia for water that is of such a deep-seated character that it affects him fundamentally and makes him incapable for Instance, learning to swim? MR. BAKER: Mr. Stack may not be a psychologist, but I would like to ask his opinion on that problem. MR- STACK: I think the opinion of the American summer camps, which teach such a large number of children to swim all over the country, is that the number of people that belong in that class would be exceedingly small. Most boys and girls wbo go to camp learn to swim, if not the first year, the second year,, and most of the people that will be disquali fied from learning to awizn would be not the emotional cases, but the cardiac cases or other cases where they are not physi cally fit. MR. BUZZARD; Wasn't Miss Wyman asking for the development of this sen sitivity on the part of the teacher about which Dr. Baker spoke, and wasn't she saying that was the major problem for teacher training? CHAIRMAN ROWLAND: You mean sensitivity to what, Mr. Buzzard? MR. BUZZARD: To the fact that there is a need for safety education, and that there are certain materials which can be integrated into elementary and high school practices, subject matter, that will gain this end, or help gain the end. 154 32nd National Safety Congress, 1943 CHAIRMAN ROWLAND: I think that U true. But the was particularly pleading^ ts I understand it, for teacher* who would go into their communities and recognize the peculiar situations that ex* isted there, and adapt themselves to those needs. MR. BUZZARD: Well, we try to train teachers to adjust themselves to the new community. That is one of the parts of the new educational philosophy. That ability ought to be to examine the com munity and the particular place of teach* ing, and recognize whether or not it has situation* that can be used to teach safety. CHAIRMAN ROWLAND: Oh, yes, that is perfectly true. On the other band, we send out teachers to be missionaries into communities that are Godforsaken and that need not be so much adapted to, as to be lifted out of their own slough of despondency. CHAIRMAN ROWLAND: A ques tion has just come in from the audience. It is: "If I wanted to get a master's or doc* tor's degree in safety, so I could become a better teacher, where could I get some training?** Well, 1 would say at New York Univer sity, under Mr. Stack.. But I am going to ask Mr. Stack to answer that MR. STACK: There arc a number of universities throughout the country that arc giving a great deal of work, under normal conditions, in the held of safety. New York University happens to be just one of these. The University of Illinois, University of California----quite a number of other universities arc giving certain major courses in this field. MR STACK: I would just like to add one more thing to the question which was originally asked here and wasn't com pletely answered. I would like to suggest that in addition to the provision on the part of teachers colleges for summer in struction, either integrated with the exist ing subjects or through demonstration schools, that each of the teachers col* leges provide opportunities throughout the year for the introduction of safety in one-day institutes, in conferences, in regional areas throughout the state, so that these teachers from the hiotprlands who are not apt to come in to the col lege may have advantage of that work. As a matter of interest, there now are some fourteen states in which, during the next five or six mouths, then will be certain kinds of institutes held. Actually, these happen to be in the pre-induction field, where we are interested in trying to get the high schools, particularly, to get young people ready for the Array. But there is no reason why the teachers college could not be a center of short training courses, or ooc-day institutes, so as to still further influence these teach ers in the service. CHAIRMAN ROWLAND: I pause at this tinqe to invite the audience .again to ask questions or to make comment. MR DONALD CARROLL (Board of Education, Pittsburgh, Pa.): I am very much interested in yoor statement as to the possibility of children becoming oversensitized to the safety problem. I just wonder, if that were a problem, could that not be avoided by potting the safety edu cation on a positive rather than a negative basis. By that I mean. "Cross on the green light: don't cross on the red light" CHAIRMAN ROWLAND: In other words, emphasize the green, rather than the red. MR CARROLL: Positive. "Do this," instead of ''Don't do this." UR. A. N. ZECHIEL (Traffic Safety Association, Detroit, Mich.): I am very frank to admit as one member of the audience, that I am afraid I have been marooned on this life raft floating around this swimming pool, and I would tike to ask someone on the panel to summarize very briefly, three, foor, five, or six points that have been made this afternoon, rela tive to the future of safety education in teachers colleges. I have got about two or three listed, coming chiefly from the contributions of Dr. Stack. I many of us could profit if we would have inch a summary. There are four representa tive* on the panel from teachers cdkgca Arc you wilting to go out on a finb and predict what will be the fwlmc of safety education In teachers coOsgan? CHAIRMAN ROWLAND: There are Chi/d Education Section 155 some presidents of teachers colleges here who have taken up a good deal of your time and maybe one or another of them might be able to answer Mr. Zecbicl's question. Mr. Baker, wonld you tike to have a go at that? MR BAKER: It seems to me our prob lem comes right beck, largely, to this question as to whether or not there are to be separata courses in safety educa tion, or whether education io safety is to be largely incidental. I have agreed with President Buzzard that in the present status of research in safety, it needs to be largely incidental. My reason for saying that is that after all. education is largely an intellectual matter, and I haven't been able to see that there are sufficient mate rials of an intellectual nature to make courses an safety education as such. At present that is not belittling the impor tance of safety education in the present status of research in safety education. I should say that it is now and it will be for some time, largely incidental. CHAIRMAN ROWLAND: Would you agree with that. President Buzzard? MR BUZZARD: In presenting to the public schools, yes. Bat in the training of your teachers, yoo have to develop the so-called sensitivity to the problem. Yon have to help her discover the materials to use, the kind of incidents or starting points, and I can see very well, in the department of education in a teachers college, a course In the materials and methods of safety education. Now, that gives the teacher who wants an elective a chance to strengthen herself in this field. I don't think it need be re quired of every teacher, but it certainly would give opportunity for those who would find an interest in this sort of thing, and >feed toward a smaller group who would become the teachers in that field particularly. I honestly think that if we are going to consider human welfare enough in these post-war years, there can be a place for a course in safety education as a part of teacher training. CHAIRMAN ROWLAND: Well, as the third teachers college president on this panel, I would like to take a middle ground between these two gentlemen. I believe that there is much safety that will be taught incidentally, and that it will be a point of view and an emotional attitude, much as has been discussed heretofore in the pancL But I also believe that there will have to be courses, specific courses, just as Dr. Buzzard has said, to provide the materials and the techniques by which teachers cao present to their children, and be conscious of what can be done with children, to develop an attitude toward safety, and I think that the post war world is going to produce a concern, just as Dr. Buzzard has just said, for human welfare, which will dominate not only safety, but many other departments of our teacher education curriculum, and indeed, of the work of our' schools * io general. MR. DONALD G ALTER (Eastern Illinois State Teachers College, Charles ton, III.): May I say just a word, please? I happen to be thq impressionable young man that Dt. Buzzard was talking about, and I have now taught a safety education course on extension four times. That is my entire experience with safety educa tion. I teach a class io Robinson, I1L. and I have thirty-one students. The re quirement for passing this course is that every teacher in that course set up a safety program in her school, and it seems to'me that that is one way to get at the problem. If we could have the teachers in the school, under direct in struction--each one of them--do it as a requirement for passing the course, then you know that there is a safety program of some sort or other, st least, going on in that many schools. MR. CLARK: I tike that idea of inservice teacher training, and that answers part of the question which I asked: Are yoo ready to supply help in the in-service teacher training? Now, as a matter of information herfe, I think wc have over looked one source, two sources of help in our planning of our courses. One is our host, the National Safety Council. I ran speak from experience that if I have ever had difficulty or wanted some help, I have always gotten every bit of help that was available, and very promptly. The other source, to those of us in the East, at least, t* through Dr. Stack, at 156 32nd National Safety Congress,' 1943 New York Center. They are both most generous with their help and assistance. I am speaking now as a public school man. MR. PAUL V. SANGREN: It seems to me there are two other possibilities in teacher training in service that have been overlooked. One is the training school itself, it seems to me that if in the training school itself, to which every stu dent teacher is exposed in the pre-service period, we have a good program of safety education, we have a very good source of education for the teacher. In the second place, it seems to me that in the safety practices in the college as a whole, we have example and practice that can im prove the prospective teacher. MR. BAKER: I would like to ask this young gentleman from President Buz zard's school, if in this course that be gives, inasmuch as it is a professional program for the teacher, isn't the safety, after all. incidental to the professional program ? UR. ALTER: It is a course in safety education, that is. teaching teachers to teach safety in their schools. MRS NICHOLSON (S+Ictr CWrman, National Congress of Parents and Teachers. Utah): I would like to take you out in the West. I wonder if it is unique in this, that every teacher in Utah, to be a certificated teacher, must have had two hours credit in safety education. One other thing. . In regard to many of our older teachers, then, who have not had tills training, they must return to the sum mer school to get it, and in this summer school, in our agricultural college, one teacher starting the course said, "I can't understand our having to learn anything about safety, when we can learn all we want to know about it in the Readers Digest." But after having gone through the course, she readily admitted that there was a lot to this teaching of safety. MISS WYMAN: Kentucky requires it for teacher certification, hot I am sorry to say that the schools give only the minimum required by the law. CHAIRMAN ROWLAND: It is too late to get into a discussion of the validity and propriety of state legislatures* im posing curriculum* on the schools and canrscs of study. Bat nevertheless, it does gives an impulse to a new movement when it has such legal and statutory back ing. However, the best way to do this is to have it come out of * felt need, and be administered by an educational group who are really convinced of its worth. WEDNESDAY MORNING SESSION October 6, 1943 Techniques For Improving Safety Education Presiding: Gouor C. Gmham, supervisor of Safety Education. Detroit Public Schools. Detroit. Safety Education Survey: Detroit Public Schools By WARRBN E. BOW Superintendent of Schools ssu| President of Wayne University. Detroit. Mich- For almost a quarter of a century, safety education has been an integral part of the curricula of the Detroit public schools. A pioneer io tbe field of safety, Detroit con ceived and established a brood program of safety instruction in 1919. During the period singe, many changes have been made in the school program to make the teaching of safety more effective. Modi fications have been made in the curricula, courses of study prepared, and other forms of action taken in order to Improve our safety instruction. The achievements of the Detroit public schools since organized safety instruc tion began there arc worthy of commenda tion. Our schools have made great strides in accident prevention. In tbe early days Child Education Section 157 the ratio of traffic accidents to children ficiency of this work. The Council kindly and adults was almost one to two. At the accepted our invitation and assigned in present time it is nearer one child fatality to seventeen adults fatally injured. We In Detroit feel justly proud of this record. Need for fiipsndna of Program March a staff consisting of several educa tional and safety specialists to make this survey. On the staff were Dr. Vivian Weedon, curriculum consulant; Mr. Les lie R. Silvcmale, field representative; and Gratifying, however, as is this resultful Dr. Wayne P. Hughes, specialist in voca outcome, Detroit is not complacent with tional and shop safety. Wc made available respect to improving its safety education to the survey staff tbe facilities and re program. Tbe splendid progress noted sources, both io personnel and materials, herein was a strong motivating factor in needed to conduct this investigation. the decision to undertake, last spring, a survey of oar safety education program. This survey was city-wide in scope but was limited to safety education in all Furthermore, In a report to the Trustees `school classifications--the elementary, in and Board of Directors of the Traffic termediate, and high schools. It did not Safety Association of Detroit, Ur. Sidney cover the adult education programs and Williams, General Manager of the Na the special schools, nor Wayne University tional Safety Council, recommended that except as its services contributed to the a survey of our traffic safety education above-mentioned divisions through teacher program be conducted. education. Tbe administrative and supervisory staffs felt the need of further improve ment fas oar safety instruction. This feel-, mg arose partly from an awareness that the pan in child safety were not matched by comparable gains io reduced traffic fatalities to adults. For, during the past geesfa. the traffic accident rate in Detroit has omM the average for cities of *--[099 population, according report of the Traffic Safety of Detroit. Failure of the Tbe exclusion of school plant inspec tion from the sarvey does not mean that the survey staff regarded inspection as unimportant. Quite the contrary, "the constant provision of an environment in which learning activities can take place, threatened only by hazards intrinsic to that particular activity, is the prime re sponsibility of any school," tbe sarvey report points out. The report, further more, states: "Example is an important to transfer over from behavior seemed to inthat oar traffic safety educausay not be folly effective, learning technique and . . . there is, there fore, a close relationship between a safe building and safety education." The limi tations of time and the techniques em ployed made the exclusion of plant in that worked for ma spection necessary. ss tbs safety program was the t manpower for war use. Program In Use of industrial employees buns the schools, a primary of chan firm is to prepare both for work in war indus tries It dear that this preparation mmst tab* step consideration the safe as sscB as the industrial skills iarutssd in performing a job. It seems desirable, io the interest of the accomplishments of this survey, to present an overview of Detroit's safety education program in order to understand fully the problem which faced the survey staff. As has already been implied, safety in struction occurs at all levels of the De goraty Conducted Hi rmrdtegtr we requested the National Safety Crmaril to conduct a survey of safety ifsatkir ha tbe Detroit public schools and to any recommendations troit school system. Safety is in all the curricula from the kindergarten through the twelfth grade. All areas of safety-- home, play, school, recreational, occupa tional. and traffic are stressed. vhkh they m--idcr will increase the ef In the elementary school curriculum, all 158 32nd National Safety Congress, 1943 subjects and fields of study make a definite contribution to the total safety program. Id kindergarten, the child learns safe ways in the use of materials and In tiring with others. He learns to stop, look, and listen. In the science program, pupils learn the need of preventing fires aod of handling combustible and dangeroos materials prop* erly; while in the social science courses, the problems of transportation are more natural. The safe use of materials, tools, and equipment in the shop classes is nor mative to the vocational and art fields; whereas, the teaching of safe ways to run, bat, catch, and swim as these activities relate to youth. Is associated with health education. The emphasis in the different subjects varies with the individual school. In one it may be the auditorium which carries oo the major part of the program of direct safety instruction; in another, the home rooms; in another, the soci.v uidies; and in still another, the vocation.. [ education classes. However, the great opportunity for the unification of safety teaching is offered in the homeroom. In Detroit, the pupils spend half of each day in the home room where instruction is given in Eng lish, reading, arithmetic, handwriting, and spelling. Emphasis then is on socializa tion with provisions for meeting individual needs. The other half of the pupils' tiofr is spent in activities which can be carried on more successfully in special types of rooms under the direction of teachers especially trained to give such guidance. These activities include art, music, litera ture, social studies, health education, audi torium, library, and the practical arts. An important development is .the estab lishment of Safety Centers in ten of oar elementary schools. These schools repre sent a cross scctioo of the city. Here new materials will be tried, new methods will be employed and research will be under taken which ultimately will be passed on to other schools in the city. This work is underway at the present time. With respect to the secondary schools, similar observations may be made; but the particular point of emphasis here is that their program has, in recent month!, undergone certain changes in order to "gar" their entire instruction program to the war effort. In the tenth grade as a part of the "physical fitness" health in struction program, attention is given to the following categories: planning a safe so ciety. safety in physical education and athletics, safety in traffic, safety at borne and at school, and civilian safety in time of war. First aid obviously has been an impor tant part of the safety program, especially Since the outbreak of the war. All twelfth grade students take First Aid training under the expert instruction of health education teachers especially qualified for thw work- A unit of safety instruction of ten lessons is included in the civic course. But. in general, in all of the senior high school subject matter areas, such as science, home economics and industrial arts, the safety activities carried on represent an expansion of the work begun is the elementary school. The safety curriculum in oar schools fiHiMrtff of a vast number of real safety experiences which pupils have who live in a large industrial city. Activities of vari ous types, in addition to reading about the different areas of safety, are used so that pupils arrive at safety rodents ndingj and practices through meeting real safety situa tions. The classroom work is only a pan of the larger whole of safety instruction. Wide spread activity, as the Safety Patrol in the elementary schools, makes pupils active agents in promoting safety in the com munity. In snch ways pupOs are learning not only the correct habits of traffic safety; bat are, in addition, learning to work co operatively with their feflow citizens and are extending their thinking about safety problems to many of the issues and ques tions discussed by the adult members of the community. Survey Techniques Upon its acceptance of our invitation to examine the safety education program of the Detroit public schools, the National Safety Council submitted a plan of their survey procedure. The technique employed was of the self-survey type. In this con nection, it may be of interest to note that, as the survey staff report states: Child Education Section 159 "The task of the survey was to a large extent ooe of oocovering and validating recommendations made by members of the Detroit public school staff." With a view, therefore, to sharing with of pupils and the average daily attendance. This information was compiled by the central office and was given to the sur vey technicians as soon as it was com pleted. Other school systems the results of this survey, it seems highly desirable to de scribe briefly vthc methods the survey staff 2. Questionnaires to Principals--In De troit. as in other communities, each school has its unique problem. Schools arc lo used. As a preliminary step all courses of study used in the Detroit public schools were sent to the National Safety Council for examination. For example, we sent them a copy each of MA Teacher's Guide for Safety Education in the Elementary Schools," "Safety Handbook," and courses of study in the vocational subjects, health education, reading, social studies, language, music and art. These data included those materials which have no particular refer cated near super highways, others arc not*, obviously, the traffic problem is different in one area than in another. In other schools the problem of teaching home safety is different than in others. This is exemplified by the fact that some homes have different equipment than others. In some areas of the city, little or no elec trical equipment is available; in others, there are many kinds of gadgets and elec trical apparatus. Principals were asked to state, rather ence to safety as well as those which con specifically, what program of safety in tain specific safety information and sug gestions or procedures fqr the teaching of safety. In order to acquaint the survey staff with the setup in Detroit, a map indicat struction they were carrying on. what the difficulties were which they were encoun tering, and how safety inst-uction could be incorporated into the prr. im to make it most effective. ing the W***" of all of our schools had 3. Group Interview*--Two afternoon also been forwarded so that later a cross meetings were held each day when teach section of oar schools might be selected ers were called together in groups of one for further study. Circulars of informa hundred or more. They replied in writing tion relating to the secondary school sub jects were forwarded. Title of all text books whether or not they related to to an evaluation form which asked their opinion regarding available teaching ma terials, needed materials, instructional ob safety bad also been sent. The textbooks jectives, and suggestions as to how the themselves were available at the Chicago program could be improved. office which made it unnecessary for us 4. Administrative Interviews-- Persons to send copies of the textbooks which are responsible for major instructional or ad used in Detroit. Not only did we supply ministrative areas were interviewed so them with the instructional materials, but that they could state the ways in which we also supplied the. survey staff with safety was being related to their own sub sample forms which are used for reporting ject matter areas or administrative di school accidents to our administrative and visions. During these interviews, each instructional heads. one had an opportunity to state how he The major techniques used in the sur thought safety instruction could be Im vey were: proved in the Detroit schools. 1. Data Reports--Information relating to each school was collected so that all known features or characteristics would be known to the persons making the sur vey. Such information was included as the number of special and part-time teach ers, number of janitors and engineers, type of community served, the predominant nationality, the range of the mental scores 5. Visits to Schools--Three visitors from the Nations! Safety Council spent two weeks visiting the Detroit schools. In order that they ought become acquainted with our Detroit schools, each visitor spent a half day in each school. They ob served at first hand the program in the schools, talked with the principal, teach ers, and pupils and gleaned ideas from 160 32nd National Safety Congress, 1943 each person with whom they talked. Thus, the teachers in these buildings were visited individually right while they were on the scene of action. These specialists visited 20 schools and talked with approximately 300 teachers besides large numbers of pupils and the 20 principals in the schools. Result* of the Survey The Detroit public schools have profited greatly and will continue to profit from this safety survey. Its value, however, is not limited to Detroit, for it will make a real contribution to the improvement of safety education throughout the United States. In order, therefore, that we may be of maximum service in furthering the cause of safety education generally, it seems desirable to devote the remainder of this discussion to (1) a broad interpretation of the educational policies, procedures and principles which in the light of the Na tional Safety Council's survey seem necessary to a realization of the aims of safety education in all school systems; and (Z) to an examination of the specific recommendations for the Detroit public schools. It is important to point out that the survey staff regarded safety education as a component unit in comprehensive school programs which begin with the elementary school and extend upward through the secondary school levels to the professional training program In the university. Safety should not be treated as an isolated field of study but as a part of the pupils' total education. Comprehensive Planning Necessary Long-term comprehensive planning by school systems is urged as an important factor in organizing and progressing to ward an effective safety education pro gram. Society has the right to determine what its aims may be, but only educators are qualified to say how. these aims may be accomplished. Ft Is the responsibility of the school (and, incidentally, a self-protective device for the school) to forecast coming change and prepare to meet community demand. This means that the major responsibil ity for safety io the community rests with the administrators and teachers of the public schools. They must make the safety problems of the community their prob lems. They, therefore, must develop a broad and deep interest in safety with a view to building a program of safety edu cation in term* of the welfare of an the citizens. ' In planning safety instruction the school system should be regarded as a unit. Yet, sufficient flexibility in the safety education program should be provided to enable in dividual schools to meet community needs.* Safety program planning should be in term* of the total curriculum. Safety possesses the quality of being everywhere present at the same time which it essential that safety education tie in with all educative experiences. Teacher* Most Be Informed It is `important that school systems formulate aod provide to teachers a clearly written statement of objectives de fined in terms of pupil behavior, and de rive in their safety learning and testing activities from these objectives. Mere statement of safety aims offers no satis factory assurance that a school system will progress favorably toward a realiza tion of any given goals. Safety education can and will be im proved only as the individual teacher be comes conscious of the changes he (or she) is trying to effect in the boys snd girls under his (or her) guidance, and plans his (or her) learning activities in accordance with these objectives. Statements of objectives should be the product of cooperative endeavor on the part of the educational staff as a whole. This is essential to complete teacher un derstanding and acceptance, of the aims of any safety education program.' In another place, the report states: "The Detroit plan in using testing instruments prepared by a committee of teachers is a decided step in the right direction." Safety instruction should be conceived and developed m terms of both school and eventual life activities. All areas of safety should receive emphasis and the emphasis should be in proportion to the importance Child Education Section W>1 of each area iu the lives of the pupils and la this connection, wc ue pleased to graduates of the school system concerned. note that the survey staff discovered in It is recommended jn the survey that the the Detroit public schools "splendid ex accident statistics for the - twenty-four- amples of both formal and informal self- hour-a-day life of all the pupils while in ~ governing procedures" and heard "several school and of a representative sampling of instances of outstanding philosophical graduates be used as a basis for the viewpoints among the administrative, su school safety instruction program. pervisory, and teaching staffs." From the standpoint of the various fields of study, safety should be regarded aa s functional and an integral part of the learning process in all subjects in the school curricula. Pitting flafety Education Into the Curricula One highly important precaution is prominent in this survey, namely, the avoidance of settling into a stereotype pat tern in safety education activities. The matter of protecting school children against possible hazards in the school environment may well illustrate this point. The danger here is that the form rather This brings us to the next point which than the spirit of any given safety regula is that safety education cuts across all tion or safety teaching procedure may fields of study and the safety learning predominate, with the result that pupils activities developed should be those that gain on real experiences in selecting those arc intrinsic to the subject matter con activities which wfll yield them most in cerned. In planning a program of safety safety understandings and habits. It should instruction, all subjects should be carefully be noted, however, that this danger of be examined to determine the maximum con coming frozen into a fixed mold is com tribution each can make to the total safety mon to all fields of study and is not unique education program. to safety education. There are two philosophical approaches to the organization and installation of the safety education program which school systems should consider carefully. One ap proach favors complete dispersal of safety education activities throughout the school curricula, while the other advocates a highly centralized organization and direc tion of safety instruction. The survey staff advocated neither extreme but favored provision for sufficient unification in order to give professional leadership and guid ance to the teaching staffs. As {n all other fields of study, pro vision should be made for taking advan tage of all types of supplementary teach ing materials, such as movies, slides, posters, and other visual aids. Since growth in safety behavior depends on the active interest of the individual pupil, it is essential that pnpila be given a certain amount of opportunity to develop the safety roles sod regulations which con tribute to the security and happiness of society. Particularly in those safety activi ties associated with school life does student participation seem desirable and educationaDy appropriate. Summary of Findings Conceranag the Detroit Public Schools As would be expected from to thorough aod scientific a survey as the National Safety Council coodncted in the Detroit public schools, elements both of weakness and strength were discovered in our safety education program. In summarizing our strengths, we note with great pride that the report makes this significant observation: "The survey staff wishes to record the belief that the teaching and administrative staffs of the Detroit public school systems are superior in their grasp of safety edu cation problems and in the seriousness with which they regard this problem. In telligence and seriousness were reflected in the personal contacts." Strengths Great tribute is due the survey for its interval in investigating oar program with a view to determining first its strong fea tures. The following favorable conclusions were evident: 1. Safety is definitely incorporated in 162 32nd National Safety Congress, 1943 all divisions of the Detroit school system and is in all the school curricula. 2. The safety instruction program is directed by a central unifying agency which has been set up for the entire school systems. 3. A feature of the Detroit public schools Is the splendid cooperative rela tions between the Traffic Safety Annexa tion of Detroit, the Detroit Automobile Club, and other community and local gov ernmental agencies or. groups active in promoting safety-. 4. There are "splendid evidences of sound philosophy among the Detroit staff members'* with respect to student partici pation in the safety corricalma. Again* the report stated: "Incidentally, the finest example of mioraial student self-government h a class room ever witnessed by one of the ob servers appeared in a Detroit public school classroom of extremely low socio-eco nomic level and of about 90 per c-nt Negro enrollment"* 5. "A splendid job apparently is being done in teaching acceptable traffic safety practices to the public. This conclusion is based on observation of pupil practices at unprotected intersections.** WsdknmM With respect to the weaknesses, the survey pointed out five ways in which the Detroit public schools may improve their safety education program. These are as follows: 1. The Detroit public schools need to take increased leadership in all safety edu cation activities of boys and girls carried on in the cattunnnity. 2. Care needs to be H*TM*1 to avoid, in the safety education program, an over emphasis on protection rather than an emphasis on education Jh safety behavior. 3. There seems to be a need for sup plying classroom teachers with sufficient up-to-date supplementary materials, such as visual aids and reference books. 4. Despite war conditions and the limi tations imposed on the educational staff. there appears to be a need for continuing demonstration centers, teacher conferences, and other supervisory devices. 5. Although splendid examples oi stu dent participation in safety activities were observed by the survey staff, there appears to be room for an extension of this de velopment in the next five years. Espe cially in those student activities of which safety is a normal part should Increased opportunity be afforded students to formu late safety rules and rcgulatioos .that con cern them. The limitations of time and space do not permit as complete a discussion of this survey as its contents justify and war rant. In due course of time, however, in dividuals and groups interested will be af forded an opportunity, through releases to both lay and professional organisations, to make analyses and evaluations for their own needs and purposes. Furthermore, as the various individuals concerned make a study of these releases they will discover even more implications for safety educa tion improvement not yet. discussed. In conclusion, we express appreciation and gratitude to the National Safety Coun cil and the survey staff for its splendid contribution to the safety education pro gram of the Detroit public schools. Dur ing their visit in Detroit the members of the survey staff exhibited a moit com mendable and scientific attitude toward their work. In their contacts with our staffs they unquestionably contributed a great deal to them professionally because of their broad experience with other teach ers and school systems throughout the United States. Moreover, the National Safety Council through its survey has rendered a notable service to our school system generally. The splendid relationships between the survey staff and the members of oar edu cational personnel have had a Stimulatory and constructive influence upon all de partments of the Detroit public schools. Certainly this safety survey will make the Detroit public schools more effective in their services to the community of which they are a part. Child Education Section 163 Thm Community as an Energising Group By H. F. WILLIAMS, JRFMd ffs|U>-- nlsiiin. Central Sighs, National Safety Council, Inc* Chicago I was told recently by a school superin tendent that almost always the patron comes in with a complaint, only rarely with a word of approval and almost never with a constructive idea. This summa tion seemed a little cynical hot I asked several other educators and they agreed. Yon don't get a demand for school safety patrols until a pupil is run down by an automobile, nor for supervised play grounds until a boy or girl falls off a trapeze apparatus, nor for driver educa tion until a car loaded with high school boys and girls is smashed up. Then you get a bowl of protest and the caustic ob servation that the schools aren't doing their Job. The Idea seems to be that edu cators faw create curricula, hire additional instructors, purchase expensive apparatus and completely set up a new program entirely on their own initiative. The complainants rarely offer their as sistance to the school administratioo to create the democratic basis for the im provements they propose. Yet the very democracy for which we are fighting today requires that the people themselves must determine the direction of education. If the people, want the schools to train citizens to prevent acodcute, the people must support safety education in very practical ways. In the final analysis, the people most want safety education enough to pay for h- Fcople Mint Determine Objectives Charles Horton Cooley wrote in his classic Homan Nature and the Social Order to the effect that, even in a democ racy; the people are not competent to pass on technical questions of social ad ministration nor to choose the direct ad ministrators. These questions must be decided by the people*# representatives. In the opinion of Dr. Cooley. He taught that the people are competent to decide--that it is imperative for them to decide--the objectives, trusting trained leaders to work out the means of reaching these objectives. While i do not recall that Cooley was writing particularly about education, much less safety education, it seems to me as a layman that he very well expressed the ideal balance between the school admin istration and the school patrons. The democratic process requires that the ma jority determine the objectives of educa tion, expressing themselves in an orderly manner to the board of education who are (be people's representatives: This is not only the people's right; it is their duty as citizens. Many individuals and groups are not willing to leave school policy to the people and pracdqn to the educators. These persons and organizations form temporary alliances to become pressure groups. Suppose Town "X** has an cotightened school board, an aggressive administra tion and well trained teachers. Naturally this town will have an excellent program of safety education. Accident facts will be carefully recorded and analyzed; school plants will be frequently inspected for hazards; each school will have its own Junior Safety Council with active com mittees including safety patrols; safety instruction will be thoroughly integrated in appropriate courses of instruction; school bosses will be maintained safely and will be operated by drivers trained In safe operation; safety training will be a natural part of vocational education and home economics. AH this can be done and has been done by good school sys tems with no prodding whatever from the people. Public Support Needed But, if the president of the school board is defeated for reelectioo and a new school superintendent succeeds the superinten dent I have described, other changes will follow. There may be a few who are not in sympathy with the safety program and, in a desire to distinguish itself from the previous administration, the new ad ministration may try to throw out the entire safety program. It might be able to do this simply because there is no well 164 32nd National Safety Congress, 1943 organized body of public opinion sup which consumed most of a school year. porting the program. They became tremendously interested in Suppose, on the other band, that the courtesy and safety on public conveyances school safety program had been strongly and a definite improvement in conduct supported from the beginning by the resulted. "X" Safety Council, a non-profit, nonpolitical and non-sectarian organization Newspapers, Radio May Help composed of influential citizens. The The dally newspaper may be useful Safety Council had, in fad, actively par through publication of school safety news ticipated in the program by organizing and features. Radio stations, which are Junior Safety Councils, furnishing Sam inveterate users of children's programs, Browne belts, ponchos and badges to will often prefer a well supervised pro the school ssfety patrols and teaching aids gram sponsored jointly by the schools to the schools. Wouldn't a reactionary and the safety council than to air some of administration hare great difficulty in the more questionable types of shows. eliminating safety education with such an institution actively supporting the pro gram? Certainly the police department can be exceedingly useful to the school authori ties in supplying expert advice oa traffic In this city, representatives of the community are acting neither as a pressure group to force changes nor even as ener gizers to instill vim into the administra controls such as marking crosswalks, en forcing no-parking rules near these cross ings and in arresting motorists who drive recklessly in school zones. Police author tion, but rather as stabilizers, insuring the continuity of a type of education that is needed by every boy and girl There are many cities in which the local safety council functions m the constructive way that I have outlined. ities .can advise school officials oa safety patrols and provide data on pedestrian, bicycle and automobile safety. Many police departments assign selected officers to work directly with school children on traffic safety. Other community forces, besides the safety councils, can he successfully util ized to promote school safety. I men tioned the safety council first because most of these other agencies work through Similarly, the local fire department can assist the schools* fire safety program both with technical advice and through meetings* both daring fire prevention week and the annual clean-up campaign. it. While the safety council is not an in For example, the Street Railway Co. of Cleveland was experiencing considerable expense and inconvenience because of un safe and rowdy behavior by school chil dren. The Cleveland Safety Council be came Interested and persuaded the utilities company to finance a motion picture on safe use of street cars and busses. All junior and senior high school student dispensable part of saeh cooptalive activ ities, it often is exceedingly helpful in developing' the plana. There's one func tion, however, in which the safety council is virtually indispensable--as a buffer be tween a progressive school administra tion and pressure groups with commercial motives or individuals with peculiar ideas a on safety education. council presidents and faculty sponsors were invited to a luncheon at whjcb the School Safety Committee plan was discussed and approved. The home rooms of each school then sub mitted subjects to the school student council Then a community-wide com The device used (a the - school safety cogimittce of the safety council. All that is necessary is a fixed policy by the board of education to refer all proposals affect mittee of student council officers and ing the schooTs safety program to this sponsors drew from these selected subjects committee. The committee, which b com to make a single list Each school council developed a* movie scenario, and all sce narios were merged into one. More than 500 pupUs participated Id this project prised of both school officials and citizens, studies the problem and submits an adr visory recommendation to ' the school board--a neat way of taking the pressure. Child Education Section 165 off the school authorities for undesirable promotions and providing clearance for projects that are worthwhile. I have tried to show that a community safety council can be a constructive asset to a school safety program. There is no idea that the schools arc handing over part of their educational responsibilities to outside agencies. I have talked with safety council managers who have worked effectively with school authorities for sev eral years and I have never found one who professed to know a single thing about what should be taught in the schools, how It should be taught nor wbo should teach It. Their idea is to let the school authorities determine these ques tions. The function of the safety council is to support the professional educators and to oppose those who seek to interfere with the schools' prerogatives. If you do have a good safety council, you are to be congratulated. If your safety council is weak in school safety, or if you have no safety council at all, you might reverse the procedure. I suggest that the schools become the energizer, operating oa the community to see to it that a strong community safety organization is started. The National Safety Council will, through its field services, help your leaders organ ize such a group. WEDNESDAY AFTERNOON SESSION October 6. 1943 Presiding: Maby May WvJsan, supervisor. Health and Safety Education, Louisville Public Schools, Louisville, Ky. "Laldt-foy" Children By BETH MULLER Field Consultant in Child Welfare, Chicago Bureau, U. S. Children's Bureau, Washington, D. C. "Latch-key" children (the term that in dicates "nobody at borne") have captured the interest of the public, an interest stimolsted by the headlines of the news papers. These tell of the tragedies and the difficulties, physical, mental, social, and spiritual, that can beset children who are deprived of the normal safeguards and supports which are ordinarily provided within their own family group*. If the mother, the homemaker, must be employed outside of the home, these safeguards are weakened and the com munity frequently becomes aware of the fact that something is wrong. The prob lems arc not new but are those which have been faced by social ageories and by others working directly (or the wel fare of families and children over a long period years. The war has, however, in tensified and multiplied these problems to serious proportions and has brought them before the public eye to an unprecedented degree. We cannot deal with thin question irom the point of view of physical safety alone, important as that is, even though this is a meeting of the National Safety Congress with this session devoted primarily to the educational approach to safety. Having had innumerable constructive opportuni ties of working with educators and with leaders in the promotion of safety, childwelfare workers feel justified in assuming that you have a broad concern over what happens to children in all phases of their development. Let ua consider, therefore, some of the basic philosophies of our way of life. The first one Is that home life is the founda tion of our American culture, and, con sequently, in war as in peace, a moilter's greatest service is to her own children in her own home. The War Manpower Commission has made this one of its policies and has urged that mother* not be recruited for the labor force until all other sources of manpower have been 166 3Znd National Safety Congress, 1943 exhausted. A second philosophy is that children, all children, bare certain funda mental needs and that it is the nation's responsibility to see that every child is provided the care he needs, either through his own home or through other resources to supplement the home. coold probably cite cases of children burned to death in the absence of parents. There are lesser burns, falls, cuts, bruises, and the possibility of infections through neglected injuries. The electric fan, egg beater, or stairway can become imple ments of destruction. Children's eyesight We must, therefore, be realistic and can be destroyed in a careless moment. face the foct that there are families in Escaping gas may not be noticed until which mothers are employed and that in too late. Choking may become a serious a democracy mothers most be allowed matter when there is nobody near to help. the right to make this choice, la moat instances women decide to work for-eco nomic reasons, although some work for patriotic or persona) reasons, or because of the great pressure for workers in war industrial areas already too crowded for any more people to come in. Borne of these same factors may operate outride the borne where there are traffic hazards. A child was drowned not long ago while both parents were at work. There have been flagrant cases of over exposure to both extremes of beat and of cold. One boy was seriously hurt the It is estimated that from 1,200,000 to otbcT day while playing in the basement 1.700,000 women with children will have of a condemned building which collapsed. taken jobs by the end of 1943. The num Unsoperviscd cbildreo bover around ber of children affected may run as high as 3,000,000. Can we say that these chil dren. already handicapped by the ab scenes of neighborhood construction or ran to p*rtk3paie in any unusual street disturbance. sence of the mother from the how^ shall be further penalized by public disregard and neglect of their needs? It is from this group that the so-called "latch-key" chil dren come. Then these are the physical and emo tional effects of improper rest, over-ex ertion, over-stimalatio*. and over-excite ment; and of &1 chosen,' badly prepared, or inadequate food. In the spring, several Shift for Themotive* Adequate and sound private arrange ments are made for a number of these children by their parents. For others, use is made of community facilities established for their care. Others, particularly those of school age. are sometimes left to shift for themselves. Only recently a mother came to talk about some plan for care of her 3-ycar-old son. When asked if she lad any other children, she said, "Oh, yes, I have a 9-year-old girl, but she can take care of herself.** But can she? Edu cators in safety, as well as others have a real opportunity and responsibility to help bring to the attention of parents the dan gers of such an assumption and of hapIlizard arrangements. of ns watched a group of school children from 6 to 10, whose mothers were work ing, select their lunches from a conces sion. One child had a cold drink, candy, and two kinds of cake by the time be bad spent bis quarter. Disproportionate responsibilities may be placed on too young shoulders- One worker tells of a girl of 10 who was re sponsible for herself and for a brother of 7. Tbe parents left home at 6:30 while the children were sleeping. They pre pared their own breakfast and got them selves off to tchooL At noon they re turned home and prepared their own lunch. On Saturday the worker said they "could do anything their idle fancy willed" Other children, locked out p-their , hoi bang around the streets;qnd pick-up What are some of the hazards faced by bite to eat anywhere. the inexperienced and sometimes enthu siastic child or adolescent in trying to Delinquency Dangers "take care of herself"? First there are the ever-present possibilities of accidents: A recent study has been made in Detroit which shows that more of these occur in homes than anywhere else. All of us kfuch is being said, too, about the dan gers of delinquency for uusupervised children of all ages. Gangs of the wrong kind spring up in which uudesirable asso ciations are cultivated. Boys and girls Child Education Section 167 frequent pool rooms, railroad and bus stationSf Mod go to the unsqperrised parks and playgrounds at night Sex irregu larities and exploitation can too easily occur. Children seek illegal employment for which they arc neither equipped nor physically strong enough. Such socially unacceptable behavior can occur when tome children are disturbed and anxious because of the break-down of tbeir family security. These, then, are some of tbe hazards ganized by the State Defense Councils and are made up of representatives from agencies concerned with health, education, welfare, employment, labor, industry, aud other groups and individuals concerned with the welfare of children end with war production. They plan for meeting the State-wide needs and stimulating the or* ganixation of similar committees in local communities, .which work out, promote, and put into action, community-wide plans for children for their own areas. faced by children ~in these days of~*wafr Tlavdsal Flan pressures. Is anything being done about Cleveland has such a local committee them? Yes, a great deal is being done and and it was originally set up under the a great deal more can be done. children's council of the Welfare Federa It seems wise to panse here to clear a tion. Essential parts of the service as misconception that may have been given, already existing or pot into effect by the that working parents are in general care committee are: less or unconcerned about the welfare of their children. Host of them are deeply concerned and are seeking satisfactory plans for their children. Some have al ready found such plans; some do not New day-care centers for preschool aud for school-age children, some under school auspices and some under welfare auspices. These are financed, some with help from Unlum funds and some entirely from know where to go for help. That leaves only a comparatively small number of parents who are deliberately careless about providing adequate care. Unfor tunately, too, it is frequently the parents whose difldrto arc getting into the most trouble tn the community, who realise tbe danger least. Some communities are better equipped than others for giving service and that makes a difference in what parents can do about protecting their children. Because this is a section on education and safety, let os sec bow the educators can partseipate in tbe program for the protection of children. There seem to be two major ways in which this can be done. First, it U important that school people be well informed on what is being done In tbe community and on what the city resources and from parents. Foster homes, carefully studied, li censed, and supervised under the child-, welfare program for the care of children under 2, and for children of other ages for whom group care is not advisable or is not available. A counseling service provided by skilled and understanding social workers for information and consultation to parents. This service is used by parents in de veloping sound plans based on Ute needs of their particular children. Parents par ticipate in the planning and in the cost of care for their-own children. Communities are attempting, too. to provide homemakers to care for slightly 01 children in their own homes, if the mother's work is essential. resources are for child care and protec The teachers can find out through their tion, fo that they can refer children and local committees where the families can parents to the proper places for getting be referred for consultation and informa help and consultation in their problems. tion. If there is no community organiza Some of the resources may be within the tion, and needs seem apparent, teachers school system itself. Second, teschers can possibly be instrumental in stimulat may be of direct service in certain aspects ing action by the matter to the of the program. attention of local school heads or welfare There are State committers on care of children in wartime in at least 46 oi the States (and in the District of Columbia and Hawaii). These committees are or departments. Now as to the second area of participa tion: teachers may be of direct sendee In a number of ways. 168 32nd National Safety Congress, 1943 They may five actual class instruct!on and practice in safety measures for chil dren who have added responsibilities for themselves and for younger children in these war rimes They may give much help in the funda mentals of good nutrition and food selec tion that w01 help both children and to the child-welfare agencies on any prob lems needing social sksU and planning. They can realize that any before or after school program provided for. the care of children of workiag mothers should be a complete and colorful change from the regular school day. parents in these busy days of added war They can capitalise on the urge of pressures and responsibilities. They may children and adolescents to be useful and find it necessary to arrange for some op important in the war effort---an urge with portunity for wise seat instruction for a real appeal to children whose mothers children who need it and whose own par ire also in the war effort. ents may not be able to meat the situation. They can encourage the back-to-school campaign for employed children, and can make school so interesting and chal lenging that children will want to be there rather than on the streets* They can be alert to any indication of disturbances in-children, particularly those from war affected families, and can refer Let us then realise that the protection of the children of workiag mothers is a ' community-wide job that calls for the best thinking and effort of all of us an an organised fashion. These children and their rights as children now,. and as the adults of the future; ere a part of what we are fighting for. The goal Is a vital one: Few every child, the caic be needs. Practical Air Raid Precaution* lor th School* By DAVID B. BRADY Coordinator of gcfwrl War Activities, fiodwwter Psblic Schools While Pearl Harbor shocked the nation, to many civil authorities in the East the shock next day was more intense. An alarm, spread by police teletype and tele phone, reached Rochester just before eleven that day after. It read, "Enemy planes reported approaching Atlantic Coast Get ready!" Fortunately, word came promptly that the approaching planes had been identified as friendly. The few bad minutes, however, had their value. Among other things it called the attention of civil authorities everywhere that there must be an imme diate program to safeguard school chil dren. School authorities had long realised the need, but In the absence of guiding principles there was little confidence felt in the steps taken. There was need for an authoritative word. Within a week, a proc lamation "Emergency Instructions for Schools Until Further Notice** cam* from the Office of Civilian Defense, Washing ton. When the Air Raid Warning signal sounds it directed the schools to: "Have each class leave its room in order as io a fire drill. Conduct classes to the air raid shelter. Do not permit any pupils to leave the budding. Do not send pupils home.1* In the press, by radio, and through the schools this word went to parents. Though inclined to question at first, many parents, because of its official character, accepted the national order as a better judgment than their own. Disagreemsnt on System School authorities did not agree that the greatest safety of school children could best be achieved by any socb universal system. School buildings differed. What about the schools located in or near mili tary targets? It was natural, therefore, that modified plans were adopted or con templated. Ifany East Coast cities had already perfected plans for dismissing pupils to their homes. Others did not be lieve they could go counter to the national order. * For almost a year the New York Child Education Section - 169 City schools had canvassed the subject from every angle. They practiced both dismissal and shelter drills. The positive order, however, was that in case of actual alarm all children must be kept in school. On the west coast, San Francisco planned to dismiss children, allowing twenty min utes for sH to reach their home or the home of their friends. Portland, Oregon allowed fifteen minutes. Lot Angeles, on "We have been proud of our day light schools here in Rochester. These are one story buildings with abundant windows and skylights to admit sun light and air. Ideal as we have found them for school purposes, there seems to be no place io such a structure that could be cotiridcxed air raid shelter. I am sure yon can understand our concern.* the other hand, planned to keep all pupils We have asked General Conklin in school. In Rochester we discussed plans whether, in bis opinion, we should bold for dismissal drills. Without further word pupils in such a building daring an air from civil or military authorities, how raid. All could get home within twenty ever, we did not believe we could depart minutes, most of them in five to eight from the national order. minutes. He said it was our decision to The probkjn was not confined to school people. On February $, 1942, General John F. O'Ryan. New York State Director of Civilian Protection, wrote to all Defease Councils of the state, and I quote in part from his letter: "My information is that the Federal Office of Civilian Defense sent direct to some or all of our local Councils a poster or .printed notice entitled, `What School Teachers and Pupils Should Do Daring An Air Raid', labeled, 'Official*. and also 'Emergency Instructions For Schools Until Fur ther Notice.* "This placard contains instructions which arc contrary to the policies of this office. Its receipt by local Coun cils has aroused protests, believed to be justified.* foake. If we thought it best to send pupils home, we had authority to do so. We pointed oat that no public state ment had ever set aside the original order of OCD. If we were to develop dismissal drills, we would be in conflict with the order which all parents had accepted. Underlying alt this, however, we knew that parents would accept the action of the schools, parents most always do. In a confused world we did not wish to add to the confusion unless forced to it by attack conditions. Then, urgency might justify acting upon our own authority In terms of our combined best judgment. From February to September, 1942 we received no further word from Civilian Protection authorities, federal or state. But; in September, General WiUiam N. Haskell, successor to General O'Ryan as State Director of Civilian Protection, is On March IS, 1943, the New York State Office of Civilian Protection issued Bulle tin 5, "Schools and School Children.** sued the Memorandum, "Protection of School Children During Air Raids.1' It was rbe definite word we had awaited. Another, "Protection of School Children It mandated the dismissal of pupils, ou and School Property* came at about the same time from OCD. Neither, we felt, was authority for dismissing pupils. receipt of the Yellow warning, from all but the safest schools. It gave a basis for classifying school buildings. If the army sent out an initial Blue or Red signal, all Seek Solution pupils must remain. We had but two build At about that time I remember visiting one of our newer buildings with Acting Superintendent of School Buildiogs, Wal ter Id. Nugent, and Deputy State Director of Civilian Protection, General Arthur S. Conklin. On February 2, I had written General O'Ryan, General Conklin's su perior. about this type building, arfollows: ing which could be used as shelter for all pupils at such times under this classifica tion, viz, "Large structurally framed buildings several stories in height, located in an area without important military tar get* . . This, in brief, is the background of the ARP precautions planned by the Ro- 170 32nd National Safety Congress, 1943 Chester, New York, Public Schools. We have considered Rochester as a likely tar* get despite oar distance inland. At oac time we were classified by . the Army as the third city in the East most likely to be attacked. Our peace time predacts are used by the military of tfec world. Their valoe to our Army and Navy may well convince the enemy of oar strategic im portance. Located oa the great northern arc from Norway, we are convenient to an attack aimed at the hydro-electric power plants at Niagara Falla and lake cities. We cannot conceal ourselves night or day. We are clearly marked by the Lake, the Genesee River, and the Barge CanaL lic school system can be reached within from five to six mimitf, of the time a message is received from Control Center. Dismissal Drill When the Yellow, or confidential warn ing, is'transmitted to us. the operators at the Central Office relay it to the nucleus schools, adding the tunc at which tt was received as: "Raid Practice Yellow, 10:32." The word "Practice** will be omitted an an actual raid. If the individ ual school receives this Yellow warning message within ten minutes of the tape given, the principal is mandated to order a dismissal drill. It was, therefore, with a keen sense of need that we act upon a solution to pro tect oar yoath. From the beginning, the plan represents the contribution of teachers, principals, engineer-janitors, en gineers of the Department of Buildings, and administration. Patents, and partfcuIsrly pupils, have played their part. It represents also, the best that we have found in the programs submitted for our use by other cities. The assistance of Civilian Protection Authorities of the State, and especially those locally, has been most helpful, not only in evaluation of oar practices, hot in working with us on their detail Responsibility to organize the program was delegated to Che writer. if more than the ten inmates has ex pired, bis mandate is to bold a shelter drill on receipt of the Bloc warning. In so far as we can obtain information from the Army, the Yellow warning message win usually precede the first Bloc by ten to fifteen minutes. This length of time, together with the time of the Blue period, should permit those pupils dismissed to .reach their homes or the shelter areas designated by their parents to be satis factory. High ffrlr^r When the Raid Practice Yellow mes sage is received in time, the principal or desk io the school sounds the air raid signal, followed immediately by the fire alarm signal. This combined signal orders Tbs Ah Raid PrtB- dientral Our basis of action is the warning sig nal received and the promptness with which it reaches the individual school unit. It will indicate to the principal the type of drill to be ordered. a dismissal drill. In rim fogh schools, this means that all pupils except those from without the school district arc dtsousued. Each high school has worked out this dismissal plan'in terms of the mrthod of storing -pupils wraps. Sense schools store outer clothmg in wardrobes attached adja Warning messages come to the Board cent to the homeroom, others see lockers of Education by direct line bom the Con located a corridors or locker rooms. All trol Center. Tie-lines have been installed pupils obtain their wraps before boring from our switchboard to ten key,-or as we the building. call them, aoclcns schools, located in the several telephone exchange districts id the dry. The first step in relaying the warning to these ten nucleus schools can he taken by our operators over oar own Uses. It takes less than two minutes. The nucleus The schools make no attempt to escort or direct high school pupils to their homes. After they once leave the basking they are ruder the supervision of the Warden Service. Pupils do proceed homeward with unusual dispatch. In the few in-' schools send out the calls to schools an their own telephone exchange districts, ao school being responsible for more than four calls. All fifty-three notes of the pub stances where wardens have reported fail ure, the school authorities later have ap plied their own techniques on an individual basis to avoid repetition. Child Education Section 171 Civilian' Protection authorities have commented upon, the fine cooperation from these older pupils. Many of them lose oo thne for they feel definitely their most be a matter of record in the War Activities Central Office. At the time of a city-wide drill, any marked deviation from this number roust be reported im responsibility to mother and to younger mediately. children who might be enroute home from If, for some reason, a school has not the elementary school Observance of been dismissed because of a warning mes proper conduct during air raids is a mat sage received too late, or any other condi ter of morale. It has been built up by the tion which in the opinion of the principal high school principals and their staffs would make dismissal unwise, thii fact through assembly programs, educational also must be reported to the War Activi films oo air raids, and discussion and pro ties Office. When a dismissal drill is held motion by many groups representing the War Activities Office reports to the student government and activities. Rochester Control Center any schools Bknuwfiy Schools that have not been dismissed. The Con to the elementary schools, the dismissal drill signal means that all pupils in grade 4 and above secure their wraps and pro ceed homeward as do high school pupils. The pupils in the kindergarten and grades 1 through 3 report to stations in the school set op for each neighborhood area. A leather is hi charge of each area. When wraps have been pot on aod attendance checked, the pupils from'each area leave the building and proceed homeward under teacher guidance. Those living nearest the school are taken home first. Those at a trol Center already has on file a statement of the number of pupils normally housed in a school building and the number re maining after a dismissal driU. It is im portant that Civilian Protection authori ties, and in particular the Fire Depart ment, know the conditions existing in each school building at such times. Obviously,* if the pupils have been dismissed, a school presents a very different challenge to the Fire Department and other units of the Citizens* Defense Corps than when pupils remain in the building. distance continue oo, and the teacher does The Chief in charge of the Fire Depart not return to the school until aQ pupil ment knows through years of routine charges have either reached home or have check-up the hazards involved in all types taken shelter in those homes designated by of school buildings. He .knows the type their parents as the desired shelter areas. of construction,- the approximate date of How each school works out the dis erection, the presence or lack of stair fire missal of these younger pupils U deter- towers, and so forth. wuotd by the nature of the physical build In the wiotcr time, the heavy clothing of ing end the type of school district. Pro pupils slows up the dismissal drill as cedures used must be approved by the would be expected, but almost every central ARP committee. school district and In almost all areas of Machinery is set up in each school to inform the area teacher of absentees in her troop. The teacher knows how many of her group actually should report to the area -station. Principal* have used great ingenuity in devising plans for this con stant check of attendance. In each school there are a few children the districts, pap&s reach home before the sounding of the public Red alarm. Area teachers, however, are instructed that, should the Red alarm overtake them, they arc to seek the nearest shelter and.remain there with the pupils until the sounding of the second Blue, at which time they will continue homeward. who are not dismissed because of perma Our plan has been set up in terms of nent physical disability, distance from getting children to their homes or shelter home, oo suitable alternative shelter ap within twenty minutes from the time the proved by parent, or the occasional child warning message is received in the schools. who may have become ill during the day. Teachers have been equipped with arm The number of pupils who remain in each bands of the Auxiliary Citizens* Defense building at the time of the dismissal drill Corps which permits them to return to 172 32nd National Safety Congress^ 1943 the building, should they to desire, even during the Red period. Teacher* believe that these arm bands have been very helpfuL la our early dismissal drills, motorists did not stop readily to permit groups to pass. They did not realise that the teacher and group of pupil* were involved in a serious program to insure tbeir safety. Almost all recognise the official character of an arm band and no trouble in this connection has been reported since bands were issued. Shelter Drill-All Schools If the first warning message received is a Blue, a Red. or a tardy Yellow, or it for some reason in the opinion of the principal a dismissal drill should not be held, the principal, deputy, or clerk sounds the air raid signal. If it is not followed by the fire alarm, it means shelter drill within the school building. (This whs the only type drill used city-wide prior to September. 1942. W held trial dismissal drills, how ever, in practically all elementary schools.) Each building has been studied by engi neers of the Department of Buddings and shelter areas defined. Blueprints have been prepared for each budding showing the areas to be used ms shelter. Tbe Superin tendent of Schools has written a letter to each principal further defiotug these shel ter areas. Written acknowledgement has been made, by the principal, of these direc tions and blueprint. No other areas may b used without pcdtl reason. Shelter drills la each school have been observed by the same central committee. Drills must conform to the instructions and blueprint and those outlined in the ARP Bulletin of the War Activities'Office. This bulletin trill be discussed below. Review of drills by the same central committee provided unity. At the mane time It permitted the principal to refer questions and problems to the committee while in his scbooL Frequently, it was necessary for tbe central committee to re turn to individual schools several times before satisfactory drills had been achieved. Tbe school corridors prove generally most suitable as shelter areas. Wherever possible, first floor areas were used, away from doors, windows, stairways, and boiler rooms. Interior windows in shelter areas and glass in fire and smoke screen doors have all been treated to reduce shatter. A patented substance has been* applied on the inside of the pane, and cheese cloth at tached. When dry, our Department of Buildings believes this provides good pro tection from shatter. Outside windows adjacent to shelter areas have been covered by one inch plywood. Jfuptis, before leaving their rooms for the school shelter, secure their wraps. Freqoentiy in the lower grades they bring their toys and games, in the upper grades, books Group singing serves to pass the . time. Teachers frequently hold a story hour or read. Each school has a committee to provide a program during the ehetler pe riod. Directions provide that pupils must have facilities for sitting down if they desire. -It Is often necessary to take turns. Each teacher, as a building warden, is responsible for a particular section and group of pupils. At the outset confusion was natural, but little developed. What there was, has been handled wisely. By going into a school and soonding the air raid signal, one gets an appreciation of tbe amount of work that has been done by teachers and pupils by seeing the order and precision with which a drill is carried oat. A short period of waiting, and then, unbelievably, pupils mow accordne o iwl Thw is AO running, just steady movement at a safe tempo. The pwp&s know. It's all part of their war-time job. Naighburbood fftiahwr Crowded Schools In a few buildings It has been necessary to use second floor corridors. In others, basement areas, when suitable, have been approved. In all but two schools It has been possible to house pupils In their own hnMatp In these two, for a time, we sheltered them in neighboring churches. Tbe church properties, at best, did' not provide as suitable shelter areas as did the school. It was just a question of too many pupils for the arcs* available within tbe schottt... Civilian Protection authorities visited Child Education Section 173 these properties with our ARP committee, and agreed that they were not suitable air raid shelter. There was too rooch glass, stairways were too narrow, and number venger. To use school children under this age, contrary to the national practice, is to. invite serious criticism in case a child is injured. of exits limited. The pupils were returned As the Board of Education is the agency to their own buildings. in Rochester for training members of the It been necessary in one of these Defense Corps, we shall be in a favorable schools to use several classrooms. Win position to assist the Office of Civilian dows In these classrooms will be specially Protection in carrying out tbe protection treated. Drop curtains used in industrial of the schools. We most he certain that plants for air raid protection will be in every necessary step is taken to protect stalled. In case of actual attack, pupils in these rooms will barricade themselves be hind tablca/desks, and plywood barricades. the school children. No opinion can usurp or relieve us from our responsibility in this connection. Though in one of these crowded schools more than half of the pupils could reach home in five minutes or less. Civilian Pro tection authorities would not approve their dismissal in the event a Raid Practice Red warning was received first. Of course, we should have but one plan for an Initial Blue or Red, both surprise attack signals. Each school bad, under our earlier plan, been supplied with buckets of sand, long handled shovels, and stirrup pumps. These were to be used by the teacher and pupil squad. The use of sand has been aban doned in keeping with national instruc tions. The stirrup pomps and the 160 pomp tanks loaned to tbe schools this Fighting Incendiaries summer by tbe OCD will be available for teachers sod engineer-janitors under the Tbe Corporation Counsel of Rochester has advised us against organizing pupa or teacher groups within tbe schools for the new plan. ARP Bulletin For The Schools purpose of fighting incendiary bombs. Previously, we had planned to use teach ers and boys from the high schools as protective groups to be moved to tbe ele mentary schools; a teacher and three boys to constitute a squad. Elementary teach ers would be' busy during shelter drill with their pupil charges, and could not be glccd to Maomc otHar duties. While teachers, pupils, and engineer-janitors had already been trained, the discussions with the city legal authorities have convinced us of the wisdom of abandoning Ibis plan. Legally, tbe function of organizing pro tective groups is tbe responsibility of the Rochester Office of Civilian Protection. A bulletin has been prepared by the ARP Committee. This bulletin is tbe au thoritative order to principals and members of tbe staff on all known problems. We thought we bad simplified our procedures when, last November, we boiled down alt oor material into one bulletin comprising one hundred seven different directives. Since then, doe to the change in the air raid warning system and other problems that have arisen, we have added thirtyseven. It defines the air raid signals; for example, shelter and dismissal. It outlines fKj. communication system and tbe in structions to be followed by telephone operators, clerics, principals, and others. So organized members ar^ protected A large section is devoted to the'physi- against injury by the War Security Pro cal buildings. It tells the engineer-janitor, gram for Civilian Defense Corps members. for example, what to do during an air raid The Air Warden Service of the city, with practice drill and .wbat additional steps the cooperation of the school authorities, this fall will recruit this staff for the schools among high school teachers and should be taken if tbe word practice is omitted from tbe warning and a real air raid is to be expected. Such things as engineer-janitors. No one under eighteen years of age may be a member of the United States Citizens1 Defense Corps, except ss a mes- shutting off the steam valves under attack conditions and drawing off the live steam from the pipes so that pupils in shelter areas would not be exposed to this addi- 174 32nd National Safety Congress, 1943 tional danger from broken radiators and pipes. The bulletin tells what to do about cor ridor doors. (These-remain closed except necessary on a twenty-four hour basis, and at present until 12:30 a. m. each week-day. for those few that are open necessarily to AU the Schools of the City provide suitable ventilation.) While the above refers to the public Electric power is never turned off at the main switch. Lights are ordered to be turned on in the shelter areas at all time* ptrpn* arc present. One of the newer sections of the bulle tin provides instructions as to what kind of shelter teachers would seek if they were cordite home with pnpfla. Ttds same series of items of value to the ptrpils generally an stressing the kind of shelter they should seek, because we all realize that the air raid might strike at a time when the pupil was not an echoed. Pupils should be informed as folly as possible as to what they are to do when at-home or at play when the air raid signal sounds. This particular phase of the bulletin is based upon au article written by James II. Landis, National Director of Civilian Pro tection, which appeared la the June issue of the American Magazine this year. While war gas has not been used by schools, what about the other schools of the city? In January, 1942, the Director of Civilian Protection - requested Superin tendent James M. Spinning to organize the Schools Defease Committee of Roches ter, Alt schools, parochial, private, and those of higher grades, it was suggested, should be inclodcd in such a committee. Practically all schools sent representatives to the organization meeting. At the outset, the value of a unified program applying to all schools was real ised. In devising air raid signals, in de fining shelter areas and setting op shelter and dismissal drills, a plan of action was adopted to be used in all schools Insofar as the* schools were alike. Very few ex ceptions to the general plan have been accessary. The value of presenting the community with the same program in alt schools of the city should not be mini mised. the enemy, we have devoted several num The soundness of this point of view bers to directions as to bow teachers and pupils may identify war gas and protect themselves front it The latest word on fighting sntf-personnel incendiaries is also included. has been demonstrated by the fact that the criticisms of the plan made by parents have been based upon different procedures followed in some of tbc neighboring county and town schools. These have One section relates to children enroote been eliminated as the county and town to and from school in school buses. We schools adapted their procedures to Memo transport a number of physically handi randum 23 issued by General Haskell and capped children, and at times, normal discussed above. There was a short time chfletreo. When a bos with physically bg, however, which caused parents to handicapped chAdrcai is overtaken by the Red signal, arrangements have been made tor these bos drivers to call Police Head quarters and ask escort to the designated Question what we were doing when chil dren, perhaps fust across the street, though outside of the city limits, would be asked to do something else. point in the area to which these pupils should be taken. Buses with normal chil dren pull to the side of the road, and pupils take shelter. A considerable portion of the bulletin is devoted to precautions provided for afterschool groups, either school-sponsored or privately-sponsored. As we have a large night school program, ft is necessary that we maintain an after-schoot-honr commu nication system. Until recently this was The Committee is represented, by the writer, on the Advisory Staff of the Di rector of Civilian Protection with the responsibility of bringing to the Com mittee current information and present ing problems and plans to the Advisory Group for recommendation. One of the problems on which there has been a dif ference of opinion has been the question of tagging the papfli. The Medical repre sentatives oh the Schools* Defense Com- Child Education Section 173 mittec have recommended that tags be available for pupils to be used in time of emergency. The public schools have provided these tags for pupils. They are kept up to date by the homeroom teachers and are ready for distribution to pupils at such time as federal, stale, city and town. We cannot underestimate the value of the F.B.I. de spite the fact that we have had no such outbreaks of sabotage as in World War t. Let us not, either, underestimate the value of our planning, likewise, as a preventive measure. the Superintendent of Schools shall issue Like almost everything we do there are the order. Critical materials being un values that transcend the immediate goals. available, a fiber tag one and one-half Discounting any other value, even the inches in diameter was recommended by necessity of our ARP planning, I believe the committee. The tags contain the name we have gained a greater sense of our and home address of the pupil s .1 the combined ability to work together, which name of the school attended. During the is just soother way of saying democracy. early dismissal drills these tags were is We are more alert in the schools than we sued to the pupils in kindergarten ever were. We notice visitors about the through grade 3 as an additional precau buildings and want to know why they arc tion. Later ,cj were returned to the there. We are better equipped to meet homeroom teacher. During the summer months, elementary school children take home their tags with the instruction to keep them in a safe place and not to wear them until directed to do so by the Superintendent over the emergency. The First Aid training of our teachers is but one field in which we arc better able to serve others, in and out of school. Teachers and pupils have been brought closer together by this war than by any other single means. radio or by newspaper announcement. In We know more about our school build the fall they will bring back the tags. ings than we ever did. and are more con Surprisingly few of them disappeared last scious of the inadequacies of many of year. ' Though this is our plap today, there un doubtedly will be chaoges and additions. Throughout the country there are varying methods for providing for the safety of school children. It Is easy to explain why. We, for example, in New York State are mandated to dismiss on the sounding of the Yellow warning. In the second OCD bulletin issued early In 1942 and the third issued February, 1943, we find the following: The school air raid alarm "should oot be sounded on the them. Many of the civil authorities have a first haod acquaintance with the buildrags and doubtless will better understand our needs in the future when we discuss remodeling or abandonment. This war is bound to have its effect upon school con struction. We have been emphasizing In creased light, air, use of lighter materials. The school architect of tomorrow will weigh other valoes, as well, as be plans elementary schools for twenty to twentyfive years, high schools for fifty to seveoty- five years in the future. Yellow, which is a preliminary caution.. .** Millions of Americans know our schools Obviously, such procedure would rule out better today than ever before. The Ra any plan for the dismissal drill according tioning Program gave us the best, "Know ro our understanding. Your School Weeks." we ever had. As (Vmrlneion they came to the schools, parents could not be unmindful of our ability to plan. Have all our efforts been in vain simply The signs erected denoting air raid pro because the raids haven't come? Before tective measures did not go unnoticed. we conclude this. It would be well to real ize that (he fact that we all have had plans may have been the factor that caused the enemy to forego the raids that arc well within hfs power to execute. He knows of our plans in civilian protection. One returned Pacific flyer spoke for them all when be aaid to the principal after visiting his children's school, "You know, out there I used to worry about Ted and Joan while they were at school- 176 32nd National Safety Congress, 1943 I know vlat Use acny does to schools sod hospital*. When 1 go back I mm go ing to feel much better knowing how yarn have worked tings ot for m." Yes, h has been a big job. It cost a great dcaL But h bu beca worth h, mi if we octet hare an air raid. Let's hope we don't. {Hs^n-nd THURSDAY HORNING SESSION Oocber 7, 1943 Itilrty Training S^na 5him m Vafau I of 1943 Q*n Tnona) THURSDAY AFTERNOON SESSION October 7,1943 The Secondary School AtSuto to th* War--Physical FUnaas Presiding: Faaxcu L. Back. wrtrinlfniViit. EnnUw Tomuhip High Sdnol. Enuston. By A. EL PRITZLAFF Director of rhyekil Mwtiw, Cfajo Public 8Aod The Victory Corps Program includes five divisions. One of the requirements in all of these divisions is participation m the program of physical fitness. In order to more clearly understand possible safety measures to be practiced in connection with this program, we must first understand the program itself. The program is outlined in a pamphlet entitled "Physical Fitness Through- Phys ical Education for the Victory Corps." The manual suggests activities for both boys and girls with information on the method of procedure, a program of testiug and measuring results, and i brief statement of basic philosophy in the operation of the program in order to secure the desired result, viz., strong, healthy young people, ready to take their place in the armed forces, in industry, in agriculture, or in community service on the home frpnt We must realize that there is more in volved in total fitness than physical fitness and more involved an pk^rical (men than merely exercises. However, this partic ular manual considers the activity pro gram. The term physical fitnesses" is used because most people at tins time interpret physical fitness to mean strong, healthy bodies and a will or determina tion to succeed. The first phase of fitness then would be the removal of strains and drains. We cannot build on a weak foundation. We mean, of course, medical and dental ex aminations and- correction of remediable defects. Two Phases of Fham Next, a few facts on physical fitness. There arc really two phases to this prob lem: 1. The development of proper body conditioning, endurance and stamina, and the development of skill or co ordination. 2. The development of the determina tion to win. Child Education Section 177 The first, the development of body con ditioning, we can do best probably through vigorous, graded exercise while sports give us our greatest opportunity to develop the second, the determination to Our boys and girls need both phases powerful bodies and the deterdeveloped through vigorous. : type sports to succeed or win in In addition to the need in the three body parts listed, there is a general need in the field of swimming. This is a skill that many of our young people lack. I could paint a very sorry picture of the plight of our armed forces in various battle areas, doe to the inability to swim to save themselves or others. Swimming is a "big must" in our fitness program. to be physically fit. We 'must keep in mind a basic fid a the development of our physical programs into physical fitness programs, Muscle* are de- I only when the exercise is carried the point of fatigue but not t f exhaustion; e.g., if we were radios nine times daily for a , of fjooc, there would be little de- bejroud that point We must to increase the nine to ews Mf m on before there is an increase in She --rV fcselt W mnt select among oar sports those of dm vigorous, contact type to develop dm determination to win, such ms foot- kdL tadettell, not shuffleboard or tiddly- Variety of Activities We arc endeavoring to develop strength, endurance, stamina and bodily coordina tion through a wide variety of activities: Aquatics. Gymnastics: Marching and running. Chinning exercises. Grass drills. Response drills. Ranger exercises. Apparatus work. Tumbling. Combative exercises: Hand to hand combat Group games. Individual sports: ICmtr Hoieks Neglected Wo have Sound that oar young people hA development in various body parts. Let ns talk particularly of the boys and " what is applicable to them is, of course, applicable to the girls' situation, modified, of course, because of sex. We have fooud the boys very weak in; 1. The arms and shoulder girdle. Many of them cannot chin them selves. Therefore, we need develop ment of the muscles of the arms and shoulders throogh chinning, doing pash-ups and exercises of this type. Track and field. Hiking. Skating. Rope skipping. Cycling. Team Games: BasketbalL Football. Field hockey. Speed ball. . Soccer. . Activities for Girls Aquatics. 2. In the midriff or abdominal region. The exercises of the abdomen are partfcularly important and arc ex tremely weak in the average boy. Sit-ups or exercises of this type are necessary, and finally, 3. The less. This has been blamed, of course, upon our riding in motor vehicles and not using the legs particularly in the urban areas. Run ning and jumping are, of course, the type of exercise needed to develop the legs. Gymnastics: Conditioning exercises. Apparatus. Tumbling. Locomotor and axial gymnastics. Sport* and games: Soccer. Field ball. Speed ball. Field hockey. Basketball. Volley ball. 178 32nd National Safety Congress, 1943 Individual sports: Hiking. Skating. Cycling. With this picture as a background, we turn to safety precautions or measures which must be followed in order to pre vent accidents and possibly fatal con sequences instead of the development of healthy, rugged individuals. The program is geared to the healthy child. The -first step, therefore, would be the elimination of those unfit to carry on the vigorous exercises by means of medi cal and dental examinations and correc tion of remediable defects, thus enabling us to carry on the normal program. How ever, in many communities there is a scarcity of doctors and dentists. Physi cians have told di that in their offices with their stethoscopes they cannot def initely determine that this boy should be excluded from the program and this other boy completely approved for parti cipation. In addition to the preliminary examination of the doctor, therefore, there is constant need of inspection and obser vation on the part of the physical educa tion teacher. The ability of the individual to "take it" and his ability to properly respond to exercise would show up best duriog the exercise period. Most Take Chance Wc seem to have a sort of paradox to -start with: (a) No development without greater effort beyond the point of fatigue. (b) The need of preliminary examina tion aod correction. (c) Fewer doctors aod dentists. (d) Cost of correction. (e) To some extent, the inability of physical education instructors to inspect and eliminate those unable to carry on. Shall we just then take it easy and go slow, make no mistakes and be absolutely safe? The answer is "No." In a vigor ous training period, we must take some chances. We need physically fit young people. The armed forces tell us that six to eight weeks would be saved if the boys sent to them were in good physical condi tion. Further, that the boys in military service may be affected by the fact that they cannot take it when they enter the service. It is further unfair to our young people who are the ones who will win this war not to give them the best pos sible opportunity to return by giving them a strong, healthy body. Tilling Program To repeat, wc wOl then expect examina tion* by doctors and dentists, if possible, correction of defects, and elimination, wherever possible, of those unfit. Wc will expect tbe physical education teacher to inspect and observe particularly the con dition of their pupils at all times, ex cluding temporarily those who cannot keep up with the normal progress of the class. If pnpils ire absent from school because of illness, they must be grad ually returned to tbe program. Finally, periods of violent or all-out effort must be properly prepared for and should not be too frequent. The Victory Corps Manual also pro vides a testing program. It is in this test ing program that we will find tbe pupil over-exercising most; tg- he is tempted to exceed his teammates and achieve the high objectives laid down iu the manoaL With reference to accidents, we must' expect them In a program as broad as this Victory Physical Fitness program. If we are too careful, there will be little or no development Witness the football player who tries to stay out and not get bon. He invariably is tbe ooc injured. Tbe boy whose body is properly developed to take it, who is protected by adequate equipment, then drives an, is seldom tbe one injured. Accidents occurring must be true accidents and not occur through hd of foresight In the various phases of tbe program, equipment is necessary. For example, ooc feature of tbe program is running the ob stacle coarse. The obstacle cornu pro vided, of course. Includes hurdles, jumps, walls to scale, etc. Duriog the periods, tbe work suggested includes work on ropes, rings, parallel bars, horizontal bars and tumbling, presupposing the nse of mats for Indoor work. Child Education Section 179 Use Safe Equipment Whenever equipment is used, it must be properly constructed and maintained. Too frequently we have found local schools permitting the boys in the manual training course* to build the obstacles for ibeir obstacle courses, erecting ropes, etc. without due consideration for safety. Another phase of safety should be pro vided in proper baths following periods of exercise. Too frequently we find our program carried to. a--high tempo with the instructor leaving little or no time for the bath and for the most im portant part of the batb--the drying after the shower. We most prevent chilling. It is possible for young people in good physical condition to work outdoors in cold weather in gymnasium suits but they must be kept busy and not given an opportunity to cool off and chill. A few words concerning the swimming program. As most of the work of our armed forces will be over water, it is imperative that every one learn to swim and swim well, not fast, but to swim for endurance. We must teach the ability to float for a long time, to be able to swim for long periods while fully clothed. In order to reach the point of endur ance, they must again exert themselves beyond tbe point of fatigue.. Here, again, periodic inspection and supervision throughout the program by the teacher of physical education Is important so that the individual's condition is being con- ' tinually checked. Health Kdncstion In addition. to the Physical Fitness Through Physical Education manual for the Victory Corps, a manual entitled "Physical Fitness Through Health Edu cation'' has been developed. This manual is just off the press. It is suggested ihat the health education program run hand in hand with the physical activity program. Some emphasis has been given to safety measures in the health education manual; eg. 1. Prevention of Accidents. 2. Emergency care. X' Motor vehicle accidents as they relate to wartime conditions. 4. Safety in school under wartime con ditions. 5. Industrial and farm safety. 6. Emergency care. 7. Health requirements in industry ano agriculture. In genera], theo, we can see that the set-up of tbe tempo in Our physical fitness program increases the number of times per week for participants in class activity, increases the intramural and interscho lastic competion for boys. We must also provide examinations and corrections, if possible and inspection and supervision at all times. Our equip ment also should be constructed and maintained properly. We will then bare a stronger, healthier group of young people ready to carry on on the military, industrial, agricnlotral or home front. 180 32nd National Safety Congress, 1943 Safety Education and the Victory Cocrpe By MAJOR HAROLD W. KENT Iniutiy, Ww Dtpt Liaison, U- S. Office of Ednatioo W are &gbliiiy a powerful enemy on a dozen major fronts in this war. For al most a generation this enemy has been preparing its manpower, its production and its home life to make ready. In this same generation our Nation has been gearing its manpower, its production and its home life to a world at peace. We were living in a comatose state blissfully following our individual pursuits, safe guarded, so we thought, by a pair of oceans. But we find now that we need power greater than the enemy's to win thia war 2nd of all our needs manpower is tbe most important. Manpower to fly tbe planes, to drive the tanks, to cultivate the soil, to turn the lathes, but withal, a man power charged with a deep respect for the need of life saving and limb saving as a vital resource to the war effort. This manpower flows in large part from the secondary schools. It is a basic responsibility of tbe sec ondary school to supply to the Services, to industry, to agriculture and to com munity life, young men and young women with sound minds and sound bodies. They must be properly motivated to take their rightful place in the war effort. They must develop a consciousness of safety. Safety has become so important to the modern world and is fraught with so many complexities that it has transcended the power of the home to handle it alone. The school must assume the main respon sibility for developing attitudes in our young people: attitudes toward safety that will proportionately advance the success of the war effort. High School Victory Corps In the Army we have stitch "thinking and waiting time." In the high school action and life are continuous and the intrusion or adaptation or simply the application of safety education, no matter what the* capsule, is almost in the light of a pressure on the curriculum. I grant at once that safety education is a vital. strategic pressure, but in these busy days in the secondary school it is a pressure just the same. As ever increasing flow of needs has been presented to the high school principals irom various sources creating some bewilderment as to the priority. " Tbe (J. S. Office of Education set up the Wartime Commission to coordinate these needs of federal agencies, both pub lic aod quasi-public, through tbe state de partments of education to the principals of the secondary schools of the Nation. Tbe Commission promptly established a smaller administrative unit called the National Policy Committee which in turn organized the High School Victory Corps. The .High School Victory Corps is di vided into five divisions. Three of them represent the Service: Air, Land and Sea. The other two represent Production and Community Enterprise. Secondary schools are developing ade quate measures to inculcate proper atti tudes towards safety and skills .in han dling safety In these areas. The military services have remarkable safety records. At ports of embarkation there arp two hours lost per 10,000 bpurs of scheduled labor from all types of accidents. The auiu of accidents in. military life are not too dissimilar from those in civilian life. Automobile accidents rank first in both cases. Our military vehicles are not especially comfortable modes of transpor tation. They are pretty strong, they arc sturdy but you know that not onjg the jeeps but the prime "movers are driven over deserts, through swamps, jungles and every other conceivable type of ter rain. This simply makes the problem worse. Driving and riding in military automotive equipment commands vigi lance as regards the problem of safety. Oddly enough, falls are ao important cause of accidents in military life as well as civilian. It will interest you to know that the greatest cause of accidents at porta of embarkation ia doe to "bumping into objects.'* The same things which Child Education Section 181 you teach in the elementary and high school about common sense safety arc ap plicable to military life as well. a threat to young workers because of their inexperience or special susceptibility to various types of industrial diseases. The modem soldier, sailor or marine is The development of sound health and a specialist. Nine meu out of ten in the safety attitudes and practices among high- Army are required to operate a lathe, school students during the training period repair automobiles, send or receive code, is the only adequate preparation. act as telephone Jinesmea and perform as many as 650 different jobs. The same roles of shop and industrial safety apply to all these servicemen as they do to civilians. Tbe basic training of every man and woman in all the armed services in cludes instruction and practice in first-aid. In tbe Production Service Division of the Victory Corps we find that there are many threats to young workers because of their inexperience. Here again the development of gcnuioc safety attitudes and practices among these high school students assures to that same propor tionate degree an effective and safe pro duction as the students start for the fac tory and tbe bench. - A small rotating safety committee can be appointed in each school shop to study safety problems and make recommenda tions for improvement. The committee .might study the safety problems con cerned with the industry for which they are training. It might make a special study of safety clothing. It might study the frequency and severity rate of acci dents and study preventive measures far them. It might consider the different occupations where physically handicapped Workers can safely work. It might study the reasons for good morale in the shop. It might study the hazardous occupa tions standards set up at both the state and federal level. The Community Service Division of the Victory Corps is no different from the typical community life as related to the high school and the home except that experiences are intensified because of the war effort. Practices involved in the col lection of salvage, in the physical move ments within the community to attend bond rallies or railroad station sendoffs of inductees and a thousand and one other activities; all imply the need for a con sideration of safety stepped up to the same degree of importance as that in volved In the activity itself. That briefly is tbe picture of tbe five divisions. Suppose we review the three major areas where secondary schools can be of service. Farm hazards naturally will vary ac cording to geographic area, nature of the crop, method of fanning and the particu lar process `in which the worker is en gaged. According to data compiled by the Children's Bureau from many sources, the chief causes of serious injury among farm workers as a whole are: 'Tractors and other farm machinery, livestock; falls from ladders or trees or from hay mows; sprains, strains, hernias, and back in juries caused by improper and awkward methods of lifting heavy objects; improper use of farm tools; careless use of gasoline and kerosene; climatic or weather condi tions, infections caused by neglect of minor injuries; and many others." Individual Safety Problems Increased Hazanty Many factors have intensified accident hrqotocy in war industries. Production pressure is terrific. It results in fatigue and a kind of a careless attitude which tend to make the worker take a chaoce. Supervisory personnel has almost an overload of responsibility. Many super visor arc new at their jobs. New equip ment and new techniques of production have exposed workers to many accidents and health hazards, many of which hold High-school boys and girls engaged in farm work have a unique responsibility in the prevention of accidents. Unlike in dustry, where safety rule* and regula tions are usually followed under careful plant supervision, safe work on the farm ts largely an Individual matter. Even in tbe wartime farm program, in which groups of young people work together under supervision, the responsibility for accident prevention rests primarily on the individual. 182 32nd National Safety Congress, 1943 School training procedures might in* etude the following: The student might spend several weekends on the farm where he will eventually work. He should study the safety hazards on that farm. He should have a knowledge of first-aid especially adapted to farm accidents. Con stant exercise of intelligence and common sense is demanded. Pre-induction Driver Education has two angles. Probably one soldier out of four, from the very nature of his job, must be able to drive a piece of automotive equip ment Actual driving skill can be ac quired in a short time. Tbc ability to drive a jeep, a half-track, a tank destroyer, a tank or a duck or a prime mover is a skill which our high-school boys can master with facility. The difficult achieve ment in pre-induction driver education, as in all safety education, is the development of proper attitudes. Developing Proper Attitudes Attitudes are not gained in a short time. They are mental processes which must first be bollt up as habits and pat terns of action. Albert W. Whitney of the National Conservation Bureau has said, . . school authorities have three distinct responsibilities with respect to safely: first, the general responsibility of all schools to develop an attitude of mind which will fit the student for safe living; second, to safeguard the student in his work; third, and more specifically, to edu cate young people to become safe work ers. Attitudes also are developed through home and community leadership as well as the school. Proper attitudes'in safety education are a concern of school boards and of safety councils as well as matter for dinocrtable discussion and school formalizing. There is no season^ on safety education. Attitudes are not developed through curricular units. Attitudes are something of the spirit. They are motivating forces. Attitudes must be iocakated through the will and skill of good teachers. The teach ers may be found in automobile associatioos as well as schools- They may be found in homes as well as military estab lishments. Everyone who has been fixed with a crusading zeal for safety, whether on the highway, in the factory, aboard ship, in tbc air or in a military establish ment on land, knows chat the ever-widen ing circle of bis own inlocacc as it meets and merges with the widening circles of other safety crusaders win, through alert and eternal watchfulness, ultimate lj blan ket our secondary schools with these proper attitodes. Before I close I am going to tell you a little story. In the New Yorker not so long ago there was a story about an Army Air Forces man who was stationed at a field io Connecticut. He was only 19 but he had been piloting a P.47 for six months. A P.47 costs yon about *150400 in War Bonds. It will fly 500 mites an boor. Re cently, so the story goes, while mooching about the streets of Hartford, the hero of this story saw a 1934 Chevrolet, price $40, speed possibly 35 miles an hour. The dealer, however, explained that the State laws prohibited the young man from own ing a car. He wasn't 21. He also had to have the written authority of his parents to own the car. So the young man wired his parents. A prompt reply of consider able force and length came from his mother, "Certainly not. neither your father nor I believe yon old enough to own a car in which you would probably go tearing around the countryside and maybe break your neck." So when our hero goes to tiie hangar now, be walks. Then he gets into his. P.47 and flys ofi to Chi cago, Richmond, or Portland and is back in time for lunch, apparently reconciled, partly at least, to the fact that in another two years the State of Connecticut stands ready to trust him to drive an automobile on its highways. Child Education Section Pte-Inducttan Driver Education By HILTON D. KRONER Amkiit Director, Now York Uiiivarity War Training Centa, and Consultant to the Quartermaster General, U. S. Army 183 Our Army was not always the motor ized force which it is today. Purchase of the first motor vehicle by the United States War Department was in 1903; to day, four decades later, the Army owns one motor vehicle for each seven men and has a standing requirement for at least 2,000,000 trained drivers. In 1916, the Army owned 89 cars and trucks. When General Pershing went into llcxico that same year, the War Depart ment bought 108 more and organized its first truck companies, four in number. They were dispatched south from the bor der to make contact with the Yanks, and overseas is dependent largely oh motor transportation. Its difficulties have be come an old story to the Yank drivers after 20 months in Australia, North Africa, Italy and other war theaters. Under un believable difficulties, these American drivers have hauled cargoes for the United Nations day aud night, for hundreds of over rough roads, sometimes no roads at all, often under bombardment from planes and artillery, and over bad roads choked with troops For these achievements, our drivers hare alreadywon many decorations, not only for meri torious work, bat for bravery as well. these tracks carried supplies through to Tbc responsibilities of these men are Pershing's men until the close of the to keep their trucks operating and moving, campaign. and to see that their cargoes arrive safely The following year, America declared war on Germany. Profiting by the Mexi can incident, trucks and cars for trans. port were purchased and assigned to most of the services. Despite the growing use of motor vehicles in 1917 and 1918, the foot soldier and horse-drawn artillery were still setting the pace at which the armies moved; all fighting in World War I was waged over small areas, mostly at their destinations aod on time. The drivers now operating tracks, staff cars and jeeps on the war fronts received thek training in tbc Army's motor train ing divisions, at various replacement training canters. The problem of obtain ing really competent motor vehicle opera tors has increased as more and more arc needed while fewer and fewer are avail able from the ranks of new inductees. confined to one country. But motoriza tion has changed the speed of war. This JUgU Standards Set was amply demonstrated when panzer The Army requires much of its drivers. divisions swept through central Europe, They most be physically fit because of the and again, test year, when the British rigors of their work. They must have a drove the Axis from El Alasnein to Tunis, thorough knowledge of good driving be a distance of 1,500 miles in 90 days. cause of the unusual conditions under Yank Driven Prove Worth which they must work. They must learn disciplined movements because Army Supplies in war must be brought up at vehicles operate to a Urge extent in con a speed consistent with the forward move voys. They must be self-disciplined and ment of the tank and motorized divisions. dependable. Above all, they must have On the Axis side, rail transportation has more than a casual knowledge of pre met supply transportation requirements, ventive maintenance and emergency re hauling supplies to advanced bases just pair. Their vehicles are under heavy as in the previous war. More recently, strain and repair services arc hard to however, heavy bombing raids have sev maintain in the fifcld. In Tunisia, and erely disrupted the rail systems and the again in Sicily, our crying need was for Nazis have had to rely more on their motor maintenance of the First and Sec weakening motor transport system. ond Echelons. We must crowd all our But as for the Allies, our supply system training into a few short weeks. In a 184 32nd National Safety Congress, 1943 limited period we must prepare thru lor overseas service. And in that time, we can't give them naffioent driver training. drivers. Before the war broke out, thU country had about forty million licensed motor vehicle operators. One would think To meet the needs of the Army, 63 out of 100 men who are inducted have had to be given specialist training of one kind or another. Unfortunately, this num ber of specialists has not been obtained throogh the normal process of induction. Consequently, the Army has had to en gage in extensive training programs, spending much time in teaching funda mentals. so that it could have available the specialized help required for engaging successfully in mechanized war. I n order to help the Army meet its pre-induction training needs, the public schools of the nation have been called upon for assistance. By providing courses in certain fundamentals, schools can pre pare the way for the Army to develop specialized skills. Fundamental training given in the public schools can thus materially shorten the time required for that from this source. Army needs could be very easily met without requesting that schools offer such a course. This, however, is not the case. The fact of the matter is that one out of every four men in our 8,000,000-man Army is required to drive a motor vehicle of one kind or another! The American Army requires 2,000,000 driversI Onr military drivers must be extremely self-reliant, depend able, self-disciplined, and expert. Civilian drivers who have been inducted cannot meet these specifications. The Army has found it necessary to re-train the Chilian drivers wbo entered the service. Despite our pool of 40,000400 drivers, the Army faces a problem in providing sufficient competent vehicle operators for battle purposes. This is mainly because oar civilian drivers received little or no driver training in the schools. the Army to turn out a thoroughly Civilian Driven Not Tkaumd trained soldier. Schools are kept advised about Army needs by Army Service Forces of the War Department, throogh the United States Office of Education. The training courses that have been rec ommended such as fundamentals of shopwork, radio, auto mechanics, and so forth, It is true that our American civilian drivers are flashy, add rather skilled m the purely manipulative aspects of driv ing But, too many of them have foiled to demonstrate a bask aartrniisifing of traffic rules, vehicle preventive osamteoance, car construction, and advanced are designed to equip youngsters with driver abilities. The shortoaonags of the fundamental understandings, so that at average csviUaa friur have weuitiiyd training centers Army instructors can build upon these fundamental understand-' mgs and develop in less time, soldiers who arc thoroughly competent for mechanized and motorized war. gram of the Army. Schools, fkwiow. can make an extremely efcctiit oentribu thm to Army motor tisnspiwi by pros iding the fundamentals of drives education Ask Schools to Help Driver education is one of the Army needs that has been suggested for inclu sion in the schools. This instruction is outlined for administrators and teachers in "Quartermaster Pre-Induction Driver Education Instructor Manual/* which has been approved by Army Service Forces and the United States Office of Education. The prc-induction driver education pro gram was announced in a brochure titled: "How Your School Can Help the Army Train Its Drivers." In the public schools whenever it is pos sible for them to do sol The coarse that has been tl^ for inclusion in the schools docs not re quire the use of a motor vehicle, special equipment, or gasoline, oil, and rubber. It compares with a ground school course in aviation. It is a classroom coarse consist ing of tea units of instruction that are designed to provide fundamental under standings. This instructiofi, while it is taught in the classroom, can be made effec tive and practical through the use of stu dent projects, training aids, visual aids, It may seem strange to some people and by the utilization of effective teach that the Army has a need for pre-trahted ing procedures. Some of- the units of Child Education Section . 185 instruction are: the role of the motor vehicle of America at war; vehicle con struction; vehicle preventive maintenance; road rules and traffic regulations; prin tial contribution to driver education. It has been this help, rendered to the state education departments, that lias resulted in the development and extension of thiv ciples of difficult, driving; convoy opera tions; map making and map reading; and others. A pre-induction driver course is really a peace-time, civilian driver education course with certain new contents added that relates to the military aspects of driving. For this reason, there should be no great difficulty in introducing the course into the high school- Many high schools in your states are now offering, or were offering driver education courses before the war began. It is easy to modify the peace-time driver education course so that it meets pre-induction needs. work. 3ut much more remains to be done. As in the past, this valuable as sistance should be given to the respective state education departments, since they alone are authorized to determine policies for public school systems. There is a steadily increasing need for more and better trained civilian drivers. For the youth who cannot meet the mili tary physical standards, necessarily placed high because of the rigorous life he must lead, there wilt be a place in industry. There is a growing demand also for both young men and women to operate essen tial civilian vehicles. Convert to War Courses And the time will come again when millions of young drivers will once again Much progress has already been made take to the highways. Only through edu in this field. Before the war broke out, nearly 5.000 high schools in this country were offering driver education classroom courses. The records show that over cation and training will our society have any assurance that its drivers will be effi cient. It is regrettable, but still a fact, that the most dangerous motor vehicle twenty state departments of public instioctioo have issued peace-time driver education courses of study. Many schools operators are the teen-age drivers. This instruction therefore, will also have the inevitable effect of reducing the severe he the various states have converted these traffic fatalities which take such a heavy twiiti to a wartime basis by modifying toll of our manpower and equipment. coutntt. In recent months, some of your All of ua have a common purpose--to state* have already adopted plans and end this war victoriously and as quickly for state-wide pre-induction as possible. Successful promotion of this driver education in schools. Some of program by state education departments these states sure Michigan, North Carolina, in cooperation with other agencies, will Utah, Iowa, New Jersey and others. not only aid in bringing about victory but Seam motor vehicle, police, and high will provide belter and safer motoring way departments have made a most essen conditions when peace arrives once more. Farm Safety Section 188 32nd National Safety Congress, 194S TUESDAY AFTERNOON SESSION October 5,1943 Presiding: Hajbv M. Pontius, safety director, Ohio Fara Barcmn and Farm Bureau louranc* Companies, Columbus, O., and chairman. Farm and Hone Accident and Fire Prevention Committee, Ohio State Safety Council. CHAIRMAN PONTIOUS: We have , Because of these extraordinary condi made considerable progress since that tions, I should like to emphasize the im day about four years ago when a small portance of intensifying our Efforts to pre-* group of os met in the National Safety vent farm accidents. If we are to effec Council office to talk about a farm and tively eliminate these accidents, or at home safety program. The chairman of least reduce them, we must go much that meeting that day is the first speaker farther than just asking the farmers to on our program. That m impressed do their work safely. It is up to us to all of those of us who were present with study all of the forces and conditions his siocere interest in safety generally which may be the direct or indirect and in farm safety particularly. He causes of personal injuries, to analyze brought to us a wealth of experience of them and bring about the adoption and safety in other lines and I think that one application of constructive, practical mea reason why we have been able to make sures to more completely safeguard the such progress as we have in the short farm worker. time that the farm safety program has been under way has been due to the fact that leaders like our next speaker, who have had that background and experience in other fields, have so generously brought that to our group and helped us to get started off on the right foot. The measures adopted to provide farm ers with adequate help should have as moch bearing on the prevention of in juries as on increasing their capacity to produce vitally needed food products. Likewise, advice on production methods, and the use, care, and maintenance of It is with a lot of pleasure that I pre- machines, tools, appliances and buildings, sent to you our first speaker, Mr. Harold offered by advisory and educational agen L. Miner, Manager oi Safety and Fire cies should unquestionably decrease the Prevention, E. I. do Pont de Nemours occurrence of accidents. The value of & Co. of Wilmington Delaware, and such advice will drpmd upon bow care Chairman of Farm Safely of the National fully the problem has been thought out. 'Safety Council. Needless to ay, these methods must be MR HAROLD L. MINER; Since brought within the range of our htflucnce. the last National Safety Congress an The enormous proportions of the task other year of war has made an ever in make it necessary that we rely upon each creasing demand upon the ration's farm other for' a cooperative sharing of this er* for production, together with a more responsibility. 1 bnM Ifloe to pay high and more serious shortage of faitn labor. tribute to the many state and Not only has the American fanner and his family become extremely burdened with an enormous demand for production, he has also been forced to face many of the complexities of an essential war in dustry; namely, the difficulty of obtaining materials and equipment has been no less a problem than that of obtaining experi enced or properly trained help, and the community orgamistioi, to the press, the radio, and other agencies which have already cooperated by adopting programs of activity in keeping with their respec tive aims. It has already been demon strated by many of these mtereets, some of which are represented hoe today, that a nation-wide program of rural accident pre vention Is entirely practical and feasible. necessity for unusually long hours of I realise, as you do, that it is a tre work has been responsible for than mendous undertaking; one offering a normal fatigue. challenge, which I am confident can be farm Safety Section 189 net by united action, correlated and co ordinated through the National Safety Council. CHAIRMAN PONTIOUS: Thank you, Mr. Miner. One of the important steps in a move ment such, as that which we are engaged in is to occasionally take stock in what is being done, what has been done and what is planned to be done. Farm safety work is being carried ou by many various groups. The job is tre mendous, the need is tremendous, and it will only be through the united effort of all of the groups that arc interested directly or indirectly in agricultural welfare that we can hope to accom plish the objectives which we are aim ing at. It is helpful lor us to know what other groups .have done. It is of value to know something about other folks' plans for the fixture. And this was designed with those objec tives in view. Wc arc meeting together here to bear tepusta from various groups, exchange ideas* ask questions, discuss the program in general, and out of it all to guide the course of the farm safety move ment in our country. Some eight or nine groups have been listed to give repofta. That is not aU that should be reported here this afternoon. In fact, we expect a report from every group represented at this meeting. We will bear about the safety activities of the Society of Agricultural Engineers first, and we axe fortunate to have Mr. V. S. Peterson, Chairman of the Safety Committee of the American Society of Agricultural Engineers, with us to re port for that group--Mr. Peterson. Mr. V. S. PETERSON (Chairman, Safety Committee, American Society of Agricultural Engineers): Mr. Chairman, ladies and gentlemen: Some years back when 1 was active jn 4-H Club work in the State of Pennsylvania, I handled a fire prevention project. One of the ques tions which I frequently asked of the boys and girls attending meetings was: "What U a fire hazard?** At one meeting the answer came back: **A fire Hazard is something firemen use to fight fires with.** That got a good laugh out of the audience. Later, after I had thought about that answer for a while I coodnded that the boy had something there because, after all, the most effective means of fighting fires is by removal of fire hazards. The removal of accident hazards, whether they be mechanical, structural, animal or human behavior is the only means of accident prevention. Bat be fore hazards can be removed it is essen tial that individuals have some Idea of what constitutes a hazard, otherwise they are going to do nothing about them. The individual has to see the hazard. Ha has to know it is there and he has to know what it is likely to cause. Getting farm people to recognize haz ards requires education, education of ev eryone oo the farm, whether he be owner, or worker; wan, woman or child. After the individual learns to recognize hazards, we are not going to get any where unless he is stimulated into action leading to hazard removal. The report which I am giving this afternoon is split in two parts. One is an indication of the things which the mem bership of the Society is doing and the other is the functions and operations of the Farm Safety Committee. The first part of the report is based upon statements received from 21 states. In the 21 states 1,857 meetings were held under the direction of agricultural engi neers with 80,494 people atteodiog- The agricultural engineers prepared or were helpful in the preparation of 61 news items, most of these having state wide distribution. They gave 45 radio talks. They prepared more than 16 spe cial publications. There were 1,724 local leaders trained. Eleven engineers re ported that they were active in state or ganizations, one of them being chairman of the State Farm Safety Committee. Two engineers are state committee chair men and mm is state secretary. That gives you, in general, the picture of the activities of the general member ship of the Society. Regarding that questionnaire--it got out rather late. So oar report represents replies from less than half the states. So far as the Farm Safety Committee 190 32nd National Safety Congress, 2943 of the Society is concerned, its responsi bilities are: First, assume responsibility for, in some cases compiling and in other eases checking from the engineering standpoint, information on farm safety practices, whether issued by the ASAE or other organizations. Second, establish and promote safety standards for the design and construction of farm equipment and structure*. Third, foster farm safety educational programs through the extension services, schools, industry and other organizations with which agricultural engineers work. CHAIRMAN FONTIOUS: Thank you, Pete. I think we should get great encouragement from this report that Mr. Peterson has brought The next report is from a somewhat similar group, the Farm Equipment In stitute, represented by the secretary of their safety committee. Mr. Frank Zink. MR. FRANK J. ZINK (Chicago, III.): For a great many years the individual engineering departments of farm machine manufacturers have rccognixnd the need of safety provisions in farm equipment de sign. These men have been charged with the responsibility of providing safety fea tures by sales executives who want the safest possible equipment to offer prospec tive customers in a highly competitive market. For the last half dozen years the safety activities of the individual companies have been augmented by tbe activity of an industry-wide Committee oo Farm Safety composed of leaders In the field, men who have the broadest type of experience as well as many yean activity. This commit tee sets as a steering group as well ns educational and promotional body for a second committee much larger in alee. The second committee known ns the Safe ty Engineering Committee to composed of the chief engineers and their alternates representing each of the firms having any active interest in participating in the com mittee program. Currently tbe commit tee numbers approximately 50 men di vided into two groups representing trac tors and implements. These men direct their attention to all phases of farm equipment safety. The work consists of: First, the collection of suitable data on which to base a rational engineering approach to the solution of the problems of safer farm equipment op eration. Second, safer design practices with special attention given to the ob jective of protecting an operator against his own carelessness- Third, the devel opment of recommendations for tbe safe operation of equipment to be carried oo safety signs, in service manuals, in spe cial safety publications, and through tbe educational programs of company field organisations and dealers. The findings of there two committees to date indicate that safer operation of farm equipment will accrue principally through education. It to necessary, how ever, to supplement the educational ef forts with engineering improvements. Realizing this, the Safety Engineering Committee, drawing upoo the standard of tbe American Society of Agricultural En gineers, has evolved universal power take off line shields. Drawing oo the same ASAE standards, work to about complete for power` take-off and drawbar bitch point dixnejuiocs to be the tame on all tractors and power take-off implements. Such an arrangement involving many models of tractors and a great many more models of power takeAdf driven imple ments to a major accomplishment calling for much detailed work to he done in the engineering departments. The committees, within recent months, have made exhaustive studies of the dmability of safety sign*. Also, some con siderable attention has been given to tbe location of safety signs. Elements of danger in farm machines, being functional with the work performed by those ma chines, has led to the location of safety signs at the danger points. However, since farm machines are long-lived, safety signs have a tendency to be worn out be fore the machine Is likewise worn out. To correct tills, the committee has just adopted a porcelain enamel sign, one which will last as long ns the machine. Other work of this committee has in cluded recommended tractor scat loca tion and tractor scat adjustment. Such location and adjustment permits of varia tion fa physical differences of operators and for location of control levers of drawn implements. Both of these featsres are Farm Safety Section 191 felt to be engineering contributions to safety of farm equipment operation. Another item of engineering study has MR. ASHER FRANK (Florida Safety Council): Mr. Zink, do the dealers tell the buyers about the safe operation of been the speed of tractor belt pulleys. A standard speed will preclude the necessity MR. FRANK J. ZINK: We hope of an operator changing pulleys, which they do, although many dealers do not sometimes results in leaving projecting have the time. They feel after a sale is keys cm pulley shafts and a source of made they should rush away and make danger. The fact that a pulley can be in another sals. stalled at the factory, using best known safety practices for pulley bubs and keys, should add considerably to safer opera tion. Tbe work of the safety committees of tbe Industry is just now pointing the way toward a possible safety education pro gram to be carried out by tbe farm equip ment industry. Although such a program is not new, it may be possible to expand tbe educational phases of existing pro grams SO that tbe farm equipment dealer can do eves a better job of educating hit customers in safety. To do this, a third safety committee of the Farm Equipment Institute baa been organized to put into practice the results of the work of the engineers. To some degree tbe war has We hope to put in their hands material which will make safety teaching very easy. CHAIRMAN PONTIOUS: Quite frequently we get questions regarding tbe guarding of machines. One such questions is: "Why don't they fix mow ing machines so they throw out a gear when the operator gets off fais seat?" If we were to make the rounds of the exhibits at this congress I suspect that we would find a safety device for pro tecting punch press operators which con sists of a strap fastened to each wrist connected to two ropes that run up to the machine. When the machine begins to operate, bis bands are pulled clear- complicated the organization of such a Whcn we consider tbs lengths to which hot it is recognized that there is industry has gone to prevent accidents, aa even greaser need for such a program we realize bow far we have to go in the during war time. field of farm safety. In conclusion, the farm equipment in dustry reeogniiea safe operation of farm equipment as a challenge. It recognizes that unsafe farm equipment to a direct liability both to nscra and the industry, ft to deeply conscious, through tbe efforts of safety committees, of the service it can render in the educational field. Machinery manufacturer* recognize that since they introduce cquipnut to the users, they have tbe first opportunity for education Our next report is from one of the out standing groups in tbe field of agricul ture, the National Committee on Boys' and Girls* Club Work. Mr. G- L. Noble, the Managing Director, will present the report--Mr. Noble. MR. G. L. NOBLE: Mr. Chairman, ladies and gentlemen: My part of this report is going to be very brief, just a little background on what the 4-H Clubs in safe operation. The farm equipment have done. industry also recognises its limitations as an educational body because many farm equipment osers rely wholly on second hand machinery obtained from neighbor ing farmers. We in the Industry would KW therefore, to couple oar work with the safety work of any and all organiza tions interested in tbe job of making agri culture a safer occupation. The work was first developed in the states in a small way, then in. a larger way, and finally two of the states--Min nesota, led by Mr. Erickson, who is here, and Kansas--developed very complete programs. At that time a committee of state club leaders decided that sufficient progress had been made to inaugurate a national program. So about a year ago CHAIRMAN PONTIOUS: If you have say questions, let's have them while Mr. Zink to up here in a good position to wc found a gentleman in the hospital with a broken leg. He bad been kicked by one of his pure-bred cows. He happened to have enough money to offer the awards 192 32nd National Safety Congress, 1943 for a National 4-H Club Farm Safety Contest. The cootest has been under way since the first of January, 1943, and we can't tell you now exactly bow many 4-H Club members have taken part. We do have an estimate from the United States De partment of Agriculture that nearly 400,* 000 4-H Club members have removed hazards around their farm homes. I am not going to give the objectives of the 4-H Club safety contest; but I want to introduce a young man, an out standing 4-H Club member from Dodge City, Kansas, who has done a consider able amount of safety work this year on his home farm and with his dub. He will tell you what he has done. So I taka pleasure in introducing Floyd Rickter. MR. FLOYD RICKTER (Dodg City, Kansas): Thank yon, Mr. Noble, and fellow safety workers. Oar own 4-H Safety Club planned its initial meeting in January, 1942, and it had the help of aU the local leaders and the two extension agents in Ford County. Our 4-H Safety Club was organized in January, 1942. It was decided that to be eligible to participate a boy or girl must be between the ages of 14 and 20 in clusive. Members were required to pass the drivers test as conducted by the High way Patrol. Each member pledged him self to do five things to make his home safer. Members also were to cooperate in reporting road hazards to the Town ship Board. During the first year, the club com pleted the following group projects: Gave a fire prevention program; had a panel discussion on farm and home safety; painted gasoline barrels red at every farm home in the community; pot up dead end signs on dangerous road crossings; ex hibited a home safety booth at the county fair: and entered the state safety contest. In addition every member made a re port on the condition of his borne from a safety standpoint. The club joined the scrap drive, the rubber drive, and the waste paper drive. We were instructed in how to make first aid kits' out of material we bought at the dime store and packed in baking powder cans. When gasoline rationing took effect, we conducted a safety drivers' school to induce members to learn how to save gasoline and the vitally needed rubberAt the same time, we had to pass our an nual automobile operator's test, which consists of actual driving tests combined with a written examination. Every mem ber of the club passed the test with a high score. At the close of the year, a note book was prepared recording our work, for which each member wrote a story of bis individual work. The highlights of this report appeared as a feature story in our local dally paper. Already, we had begun to make people a little more safety con scious. As we continued our work we took over a vacant school house and remodeled it into a club house. Repair work was done on the flue and the stove pipes to make them safe. We elected a safety leader td give talks at our regular 4-H meetings. By now safety bulletins have been dis tributed to every home in the community. Signs appeared at the driveways of each member's home. Oa one side is the in scription, "A 4-H Leader Lives Here." On the other side of the sign is the word "Stop," warning motorists to stop, look and listen, before going onto the highway. We prepared a safety demonstration for the county fair this year which consisted of actually showing bow to drive safely, the correct signals to use, etc. It was he first demonstration of its kind to be given at the county fair, pur safety booth was exhibited at the State Fair and woo a red ribbon. We have already worked out plans for 1944. They include plans to carry on an old nafl campaign; that is, collect old nails, which would cause flat tires, and turn them over as scrap to war benefits; to have a drivers' contest for new mem bers; exhibit posters in business houses in towns near our community, and many others. So far, we are the only 4-H Safety Club in the county hot we hope to help organ ize others in the near future. I would like to show you the award that was made to our club on Everett Mitchell's broadcast Sunday noon. This Farm Safety Section 193 was presented to me in behalf of the Na staggering toll, in both life and property, tional Safety Council by Mr. Stanley from the Amcricau farmer. Kershaw. We are very proud of this Up to that time no organized effort bad award and it will have a prominent place been made to promote fire prevention in in our club house as long as It stands. strictly rural areas, nor was there much, CHAIRMAN PONTIOUS: We thank Mr. Noble and Mr. Rickter (or their ex cellent reports. V.MR. S. PETERSON: I was jut if any, fire prevention material dealing with the many special hazards of the aver age fann. It was the founders* objective to fill that need to the limited extent of the committee's ability. wondering wbat you were doing. Floyd, in regard to the operation of farm ma chinery and live stock. The Agricultural Committee is a pub licity organization with but one objective --namely, the prevention and control of MR- FLOYD RICKTER: I missed rural fires. that in my report. I didn't mention that In this capacity it collaborated with that comes under the job of the safety the Farm Fire Protection Committee of leader who is elected to give talks at the N.F.P-A. to publish in 1932 a 160- our monthly club meetings. One of the things that was mentioned in connection with running machinery was not to take page book dealing exclusively with the prevention and control of farm fires. We have in many other specific, as well as the radiator cap off of an over-heated general, programs relentlessly pursue y motor. our original objective. To do this as ef CHAIRMAN PONTIOUS: Back in 1920 when the first county agricultural agent started to work in my home county he said be didn't come to bring any new practices to Henry County. He came there to make the best practices of the best fanners the general practice of all the farmers in the county. It just oc curred to me while Mr. Rickter was mak ing that fine report of the job they are doing in his club that if we could just make the practices of that best club the geoeral practices of all the clubs in our country, what progress we would make in this field of farm safety. More power to you, Floyd. We will go on to the next organiza fectively as possible we have constantly sought to maintain a membership that would give us many contacts with the farmer as it is possible to obtain. Wc now have--and have had almost from the first--representatives of the rural press, radio, agricultural colleges, the Depart ment of Agriculture, youth organizations such as the 4-H Clubs, Future Farmers, and Rural Scouts as members of our com mittee. Insurance organizations, state fire marshals, the National Board of Fire Underwriters, N- F. P. A., Underwriters Laboratories, fire control equipment manufacturers, the Red Cross, and nu merous other organizations are members and have for years continued to support our efforts td reduce rural fires. tion listed to report, the National Fire Waste Council. Mr. Rush W. Carter, Chairman of the Agricultural Committee, will report. He is a well-known figure iu the field of farm fire prevention and 1 know he will bring us a good report from his group--Mr. Carter. Without laying claim for aU the credit, we do take pleasure in observing that the waste of property due to rural fires in 1942 was just about half of what it was in 1925, when our committee was organ ized; and we are sure an even gnore im pressive record has been made insofar MR. RUSH W. CARTER: Mr. Chair man, ladies and gentlemen: I have really come to talk about one phase of safety only and for that reason 1 will make my report as brief as possible. The Agricultural Committee of the Na tional Fire Waste Council was formed eighteen year* ago to combat the menace of fire, which at that time was exacting a as personal injuries and lots of life from burning is concerned. Naturally, any progress at all of this latter score is of inestimable value, for while you can meas ure the worth of a building or piece of property, no one can foretell what un developed capabilities rest in the tiny hand of a child. Since 1925 many other agencies have 194 32nd National Safety Congress, 1943 joined in the light. This is particularly true of the fast few years when conserva tion ol national wealth has become the watchword of the hoar. This added weight has pushed the rural lire toll low er and lower year after year. Our problem .is to see that this trend is maintained after the war is over, when there it considerable likelihood that the ranks of conservationists may be' thinner. It is with this thought in mind that we of the Agricultural Committee are endeavor ing to plan for postwar years in an at tempt to maintain the favorable coarse we have traveled in the field of rural fire pre vention and control these past few years. In this work the National Safety Council is admirably fitted to play a very im portant part, CHAIRMAN PONTIOUS: Thank you, Mr. Carter. The neat group to report is the United States Department of Agriculture. One of the finest working relations exists be tween the United States Department of Agriculture and the National Safety Council, working hand in hand in at tempting to solve this tremendous agri cultural problem. Dr. Reuben Brigham, Assistant Director of the Extension Serv ice of the U. S. Department of Agricul ture, is here to tdl of the activities of the department--Dr. Brigham. MR. REUBEN BRIGHAM (Washing too. D. C): I was hspimril with one thing Mr. Noble said about the necessity of getting lathed into Mm. The sum wa kicked by bis cow and got his leg broken before be did as^hag about it. Thai w onr wny d sfinaaoucing the hazard. ay about rusty amis. That bus Vecu a crusade an onr owu ffanuiy. Onr tin old est boy. when they owi jasigif. wore always getting auto ddficadry. When one did a thing, the ocher fallow did it before long, and one aftmnoon wt took them both to the local hospital because they both stepped oo rusty mils. So the tradi tion went through that part of the coun try that they both managed to step on rusty nails the same afternoon and both went to the hospital together. 1 wish the Secretary f Agriculture could have been here this afternoon to listen to this discussion and I know that be would like very much to have been here. Mr. Pontioue, and I was authorized to extend his greetings and appreciation to this group. Safety Work in the Department The Department of Agriculture has stressed farm safety as one of the musts of Us wartime educational work.* Fortu nately, the Department had experience in safety work prior to the war, both among its own personnel and among farm people reached by subject matter programs. The Department started this work among its own personnel in 1937. An acridcut re porting system was put Into operation in January 1938. The purpose was to ob tain complete, current, first-hand informa tion oo accidents and their causes. Indi vidual safety programs were established in each bureau. A sai *" specialist from tbc Office of Personae* worked with each bureau in an advisory capacity. Reports of the U. S. Employees* Compensation Commission show that the total cost of compensation and allowances for injuries oectarring to personnel of the Department was reduced from $725,010 h 1936 to $366,166 in 1942. It is interesting to note that, from the inception of (his program the muubtr of accidents in the entire Pepatunuii de creased materially until June 1942. Dur ing that month the carve rose above that of Juoe 1941, the first mur in the accidrjM rate over a taribr period m 3 years. Loss of trained parsonml, the necessary replacement of *vau*> workers with imibillrd help, and the crwitsut ac celeration of the Departments war effort were the primary causes of this kemu. For the first 6 months of 194J, the monthly frequency has Bartsikf above aad below the figures for the oorreapond- ixtg months of 1942. But the average has been 35 percent higher for the whole period To meet this skaitudj serious situation a number of bureaus have reor ganized their safety jimgi imi One bu reau has reinstated a fuB-thne safety offi cer, and others now are exmriderfog plans for strengthening thrtr safety woefc. Fatalities from vehicle accidents still represent the highest percentage of all accidental deaths among Department per sonnel. This is true in spite of gasoline Farm Safety Section rationing, reduced speed limits, and great ly curtailed use of Government vehicles. However, the reduction of vehicle fatali ties from 56 percent of the total in 1941 nomics in coopeiation with the Extension Service. During 1942 State extension services assisted 854,000 families in the removal of to 36 percent In 1942 was due largely to fire and accident hazards by publishing reduced speed and less driving. This re and distributing safety leaflets featuring duction can be maintained by continuing reduced speed limits. The percentage is still higher than the low of 28 percent in 1939. During the calendar year 1942 there were 19 fatal injuries among regular em ployees of the Department, and 1,937 nonfatal injuries. The Department is meeting this chal hazard check lists. Extension1* neighborhood leader sys tem, with a man and a woman neighbor hood leader for practically every rural community, is a communication system that can reach almost every farm family in the country with urgent wartime information, such as (arm safety, in the lenge realistically. Increased stress is space of a few days' time. Many states being placed upon supervision. Pertinent are using this system in their accident educational material is being prepared constantly, and this is adapted by the various bureaus to meet specific needs. and fire prevention work. 4-H Club* Safety am the Farm Every resource at the command of the Department of Agriculture has beau thrown into gear to make the more than 6 million farmers of the nation safetyconscious. Farid forces of the Depart ment whose job it is to make contact with Cana people stress safety as a factor to increase wartime production- In carrying on their safety program they coopgate with both public aad private agencies ta getting the mcsrsgr across to people on the farm. They have cooperated closely with the many agencies represented on the National Safety Council Among the departmental agencies active in the Safety psogiam are the Forest Service, dm Farm Security Administra tion. the Snsl Electrification Admintstratfon. - the Agricultural Adjustment Agency, the Sod Conservation Service, anti the Federal Srate coopatinc Es tonian Service. The Apkahml Re search A^mnistsation, itwowgli its various bunone, has provided information to safe guard farm pcuplr boa a wide range of Progress in accident and fire preven tion in rural America owes a great deal to the enthusiastic efforts of boys and girls from farms and villages. Many ot these boys and girls, 1,700,000 as a mat ter of fact, are members of 4-H Clubs. Just recently 1 had the pleasure of going OTIS' some preliminary 1942-43 reports from State club leaders. 1 noted that 400,000 members took part in removing farm and borne accident hazards, and 450000 members participated in fire-pre vention activities. Tins year an added boost has been tins to safety work by club members, in the for in of county, state, and national nmgnIrion of outstanding accomplish ments m tins field. 4-H safety activities are broad gauge. They ndbds safe handling of livestock, rtnorng fire hazards from farm build ings. fen marhinery safety, care in the use of farm tools and so oo. (a fsnadag up the work of 4-H, 1 want to gric you a down-to-earth inci dent that occurred near Auburn in the accidents and V1^!1 hazards. State off New Hampshire. One 'Saturday When the U. S- Crop Corps was afternoon, some 3 antes from the village, started, to encourage city people to help local firemen were fighting a stiff blaze with the planting and harvesting of_farm that was threatening a nearby home. crops, it was evident that these new work When the alarm sounded the 13 mem ers would have to be educated in safety. bers of the Happy Hearts Club were One of the safety precautions taken was holding a meeting. But. meeting or no the designing of a comfortable and safe meeting, away they scooted to the fire- uniform for members of the Women's Most of them were lucky enough to get Laud Army. This was done by the Bu rides. In no time at all they were filling reau of Human Nutrition aod Home Eco water pails and carrying them to the men IV6 S2*d Xmmemml Uf*ry Cmfrtst, m3 on the fire Inc. wWi tm$ UM 4c portable water tanka Tee. W fire mm put out. tbe boos* mm uM h*> J km never heard whether or nc* dm 4-H CU resumed dab koncM m tires Saturday ahemoou. gnsogl the Forest Fire Fighter* Service, rig the guidance of State and Federal foreseen, has 183,000 enrolled. It is a pinnlid example of cooperation between forester, fanner, and civilian defense. Many fanners arc members of this or Perm Labor ganization, which operates where forest This year, even more then ta 1942, fires arc definitely a community problem. tanners received help ia planting end bar* vesting their crops from emergency work ers who filled the gap left in the farm Through combined efforts of all those concerned with fire prevention in rural America, agencies and individuals, the front by those who had gone into the armed services, shipyards, munitions plants, and airplane factories. Many of these volunteer workers of the U. S. Crop Corps, which includes the Victory Farm Volunteers and the Women's Land Army, did not hare previous farm experience. Accordingly, the Department and the Stale extension services, in cooperation with other agencies concerned, placed con siderable stress on safety as an integral part of the program. Workers new to country life were given information, and in some cases, definite instructions on how to live safely in a different environ ment from what they were accustomed to. It was all practical Fire Control farm fire loss for tbe nation was reduced from 90 millioo dollars in 1941 to 80 million in 1942, a feduction of about 11 percent As the Department looks forward to 1944 you can be assured that it will in tensify in every way practicable its work in accident prevention and in fire preven tion and control. As Secretary Wickard declared in a radio address this past sum mer on the National Radio Forum: "The Department of Agriculture is greatcly in terested in farm safety work and in re ducing to a minimum the huge annual toll from preventable farm accidents. We are glad to cooperate with the National Safety Council in Its program of accident prevention." In the broad field of farm safety, the CHAIRMAN PONTIOUS: Are there prevention and control of farm fires is of any questions you would like to ask Dr. considerable importance. Brigham before he sits down? If not, Early in 1942, Secretary Wickard, at we thank you for that excellent report the request of the Office of Civilian De from one of the important departments fense, asked the Extension Service to. of our federal government. organize rural America so that farmers and other rural people would be able to more effectively cootrol fires. AU State Extension Services were asked to make fire-hazard surveys and organize^ farm fire-fighting companies. Since that time 10,000 companies have been organized, with a total membership of around 100,000. This organizational work is still proceeding vigorously, along with inten sive educational campaigns. This year county agents in every coun ty in the oatxon were -supplied by the National Fire Protection Association with a kit of informational materials for use in connection with Fire Prevention Week. In the more forested areas of rural There is another governmental depart ment that is interested in farm accidents, especially now as a result at this- time of the farm labor problem. That depart ment is the Childrens' Bureau of the United States Department of Labor. We have with us Miss Miriam Noll, Special ist in Accident Statistics, who wifi bring us a report of the activities of that bureau --Miss Noll. MISS MIRIAM NOLL (Washington, D. C.): The Children's Bureau of the Department of Labor is interested in the youth of tbe country who are being called to do farm work. The Children's Bu reau has cooperated with#various organ izations in preparing recommendations on America there is another volunteer or- * the subject of protection against accidents ganization of fire fighters to help protect for young farm workers. A safety check that sector from destructive fires. This list has been published. Fmrm Smfrty Srcticn 197 Many of tW ye--hs worfc--g farms have been I--g in campe. Others have been bircWhf fie-- dsir homes in the dries to the far-- cacfli day. Sc3I others have livid at their place of employment. The bulk of oar hriormarioa on safety came from various organizations, such as the National Safety Council. Mr. Ker shaw, for example, was a member of our subcommittee on young workers in war time agriculture. At his instigation the subcommittee, which inclnded as mem bers other persons attending this meet ing, had prepared three farm safety leaf lets for use in the farm labor training program. I am 'wondering if any members of this group know how many of the leaflets were used in the programs for training youth to work on farms this season. MR. STANLEY KERSHAW: 500,000 leaflets were sent out MR. REUBEN BRIGHAM: We sent them to the county extension agents. Our people are conscientious about dis tributing material so I am sure that the booklets were used. CHAIRMAN PONTIOUS: We will now hear from an organization which needs no introduction to a group of agri cultural safety people. I refer to tbe American Red Cross. Mr. Richard Thrush, Assistant Director of First Aid, Water Safety, will tell us about the Red Cross progiam MR. RICHARD THRUSH: My talk will be quite informal. I feel very much at home bore. I must have been a char ter member of this group and it is always intenting to see tbe old faces back and a few additions as welL One thing (hat we are concerned about in tbe Red Cross always is the nature of tbe farm safety problem. We are still wondering, as all of you are, just where these accidents take place, why they take place, and how they take place. If we have more informariou of that land, we might be able to attack the problem a little bit more intelligently than we are. We of tbe Red Cross are convinced that we can serve best by giving our traditional courses of mstmerioo. Down through the years we have arranged for systematic mstrucuoa in first aid and in water safety and now these past few years in home and farm accident pre vention. It U our purpose to strengthen our courses, make them more definite aod effective. We are in the process of en larging both the quantity and the quality of the instructional material on both home and farm accident prevention. We have passed through a period of publicity consisting of the distribution of as high as 15,000,000 check lists. We feel that something was accomplished. But there is something more definite that can be done and that is the thing that we arc interested in now. Therefore we are stressing the giving of definite courses of instruction leading to certification. CHAIRMAN PONTIOUS: It might be of interest to you to know that in the State of Ohio the Future Farmers of America came to the rescue of the Sta tistical Committee of our Farm and Home Group by conducting an accident study. The FFA study gave us the first picture that we have bad of the farm accident situation in the State of Ohio. Our Com mittee oq Contests and Awards presented a certificate to each of the chapters that participated in that program of accident reporting. MR. A. W. TENNEY (Washington, D. C): Members of the Future Farth ers of America are Interested in safety and are trying to do something ibout it. This is proven by their record of the past year. The National F.F.A. Program of Work for 1942-43 included recommenda tions pertaining to tbe guarding and pro tecting of life and property. Twenty-two State Associations reported safety pro grams in operation during the past 12 mouths. A total of 84,467 members par ticipated in programs to control fires and perform other similar conservation ac tivities. A total of 3,914 chapters partici pated in tbe fire control program. F.FA- participations in safety activities have been varied in nature due to an ef fort on the part of local chapters to help solve some of tbe safety problems in their communities. In forest areas many F.FJL chapters have organized fire fight ing crews, made and obtained essential equipment and have rendered outstanding service in the control of forest fires. Ir 198 32nd National Safely Congress, 1943 area* where accidents due to improper use of farm machines are prevalent, F.F.A. chapters have made surveys of these accidents and have conducted edu cational programs to help avoid them. It is impractical here to give a detailed report of safety activities of the Futare Fanners of America. A few of the more common activities of these farm boys are as follows: 1. Sponsored first aid classes. 2. Conducted first aid demonstrations at chapter meetings. 3. Sponsored "Farm Safety Poster Contests." 4. Compiled and analyzed lists of farm accidents in the community. 5. Held farm safety quia contests. 6. Made collections of "farm accident" clippings. 7. Presented radio programs on safety. 8. Showed movies and alidefilms on safety. 9. Prepared lists of hazards eliminated. 10. Sponsored farm hazard elimination contests. 11. Prepared safety floats for parades. 12. Sponsored livestock loss prevention campaigns. 13. Assisted in training city boys and girls to work on farms. Safety measures were included in this instruction. 14. Safety programs were put into op eration in vocational agriculture and home farm shops. 15. Sponsored community clean-up campaigns thus making the community' safer from Are and other hazards. 16. Participated in civilian defense ac tivities. Although no attempt has been made to obtain a detailed report of local chapter participation in safety activities, the many reports that have come to us show that Future Fanners are working together with other interested gronps and indi viduals in.helping to make the farm, thhome, and the community safer places in which to live and work. MR. STANLEY KERSHAW: Our Public Infonaatioa Division has been working with the Future Farmers of America oo a plan to make awards to outstanding ''uture Farmer groups all over the cotu.Lry nTr to the award which was made to Mr. Ricktcr's 4-H Club. If comments received are any criterion, the most important cootributioa that the National Board of Fire Underwriters made, during the past year, to the wel fare of the nation's farms and farm homes was the reviiion and rcpublkation of the 60-page pamphlet entitled. "Safeguarding the Farm Against Fire." Approximately 50,000 copies of this booklet have been distributed along with a "Farm Fire Questionnaire," designed to enable farm residents to measure the degree of their safety from fire. That the booklet serves a widespread need has been attested by letters from dairymen's associations, state granges, county extension agents, 4-H dubs, and other groups interested in protecting lives and farm property against danger of fire. The booklet treats with all phases of fire prevention on the farm. It suggests building new farm homes in such a way as to minimize the danger of the spread of fire; gives advice on the selection and proper installation of lightning rods and on the installation and use of various elec trical devices used on the farm, tell*how to reduce hazards growing out of the use of petroleum and its products; tells how to cure hay so as to reduce the likelihood of spontaneous combustion after it. is stored in a mow; and,'also, how to detect if the bay is heating dangerously. There also are chapters on general good house keeping on the farm and oo rural fire fighting. During the'year, copies of "Safeguard ing the Home Against Fire" were dis tributed at numerous rural schools throughout the country along with copies of the home inspection blank. Since "Safeguarding the Home 'Against Fire" was first published years ago. approxi mately 1,500,000 copies of it have been distributed. Fire Prevention Week, which is being observed this year during the period Octo ber 3-9, annually gives the National Board Farm Safety Section an opportunity to intensify its efforts to help the entire nation, rural as well as urban, to recognize fin hazards and to control them. In this work it has the valued cooperation of such other organ izations as the National Fire Waste Coun cil, the National Fire Protection Associa tion, 4-H clubs, Boy and Girl Scouts, Junior aod Senior Chambers of Com merce and, during the past two years, of labor. The Women's Bureau is sup plying this information to various agen cies responsible (or recruiting and organ izing women for farm work. Our Bureau has made studies of women in farm work, seeking in particular the safety and welfare standards which should be maintained. A bulletin, "Guides for Wartime Use of Women on Farms" was issued last year. that of the Office of Civilian Defense. During Fire Prevention Week and, in fact, throughout the year, millions of pieces of fire prevention literature are distributed. Mach of this is of a char acter that makes it applicable to condi tions found m the country as well as in the city. However, bulletins are Issued frequently on subjects of particular in terest to specific groups. The most recent one of this nature was one with the hazards confronting housewives in connection with the oven method of vegetables aod fruits. Naturally, the bulletins could not be sent to every farmer's wife or every city gar dener; but, in an effort to bring it to the attention of as many home canners as pos sible, widespread publicity was given to the bulletin. These are only the high spots of the National Board's fire prevention work Many of our publication* and studies concerning women in industry have sec tions in there which also are applicable to the woman farm hand. For example, our bulletin on lifting weights, certainly applies to the farm woman as does oar bulletin on "Recreation and Housing for Women War Warkers," and many others. The Women's Bureau is working close ly with the officials of the Women's Land Army, which have charge of women's re cruitment and placement. At the request of Florence Hall, Director of the Wom en's Land Army, our Bureau prepared data for the physical examinations of women enlisted for agricultural work and also prepared printed material, advising women farm workers on health, safety, >n<i other problems connected with their work. Material prepared for the Wornsi's Land Army in addition to the physi cal includes suggestions on: which is helpful to the rural dweller as (1) What to do to get into condition for well at to the city resident. farm work. The Women's Bureau is interested in the welfare of the wage-earning womap whether she is in a torpedo factory or a turnip patch. Today because of the criti cal need for farm labor there are hun (2) How to use muscles correctly when bending, lifting, hoeing, etc. (3) Lifting heavy objects--How much weight can a woman lift? dreds of women learning for the first time how to wield a hoe, plant a straight row, how to make friends and influence . animals. (4) Safe working habits for prevention of accidents. (a) Conservation of strength. (b) Teaming to use muscles cor Since women have not been generally rectly. considered s source of supply for farm work in this country, most farmers, ex cept perhaps truck farmers in some* areas, are without knowledge of the capacity of many women to work as paid farm hands, or the preparations that must be made for their employment. Simple statements (c) Wearing suitable clothing. (d) Proper use of tools and ma chinery. (c) Learning how to treat animals. (5) Treatment for sunburn, sunstroke, and heat exhaustion. of what women have done successfully, and of how the problems of fitting women into farm jobs and providing suitable liv ing standards can be solved do much to persuade the farmer to -ultilize this source (6) How to care for blisters, cuU, bee stings, insect bites, and poison ivy. (7) Amount of water to drink and equiv alent salt requirements. 200 32nd National Safety Congress, 1943 (8) Care of the feet. (9) How to get the most out of a few minutes rest. The problems concerning women farm workers which the Women's Bureau is studying include: (U Type of work done; advisable adjust' tnents to fit farm jobs for women's best work; occupational hazards in volved. (2) Essential physical characteristics of workers, such as age and health, for each type of job; training required to perform tasks in different occupa tions; training of supervisors. (3) Hours, of work, rest periods, and so forth, bringing about best production. (4) Housing and food standards; cost for unit groups. I would like to raise one thought: I have been very much interested in listen ing to the reports this afternoon, but so far we have been thinking largely of folks who are leaders of this work, not the form people themselves. We have been mak ing plans; we have been preparing courses of study; we have published a lot of fine safety literature. Don't you think that one of the big problems we have now is to get the farm people themselves to wprk in behalf of form safety? I think we all got a kick from Floyd Rickter's 4-H Club report. I think we should have had the same kind of partici pation by the Future Farmers of America and by the rural schools. What can we do to get the form people themselves working on this thing? What is the yeast for the dough ? I would like to suggest thought on that matter. (5) Supervision of women living on in dividual farms. (6) Transportation to and from farm. (7) Problems when living in form home. (8) Wages paid for different types of work and cost of living under various housing conditions. {9) Attitude of formers toward women workers <wd attitude of women to ward agricultural employment as a result of the 1943 experience. It is believed that the data obtained by investigating these subjects will not only disclose the problems which must be met but will indicate the methods of meeting such problems. MR. T. A. ERICKSON: Wouldn't it be well to give a little thought to the farmers' organizations, the Farm Bureau, the Grange, the Farmers' Union, and various other groups? Practically all now have a safety program, probably as the result of the program sponsored by the National Safety Council. CHAIRMAN PONTIOUS: I think, Mr. Erickson, that you have raised a fine point- * MR. H. G. FESTER: 1 am the man ager of the Ontario Safety League of On tario, Canada. In the Province of On tario we have no form safety program. That is why I am here; Four years ago, we succeeded iu im pressing opoo the Ministry of Education in our Province the advantages of having safety education made compulsory in all the schools of the Province. About two years ago I received a letter from a school teacher in a rural area which said. *T want some literature deal ing with form safety." She said further. "I was boro and raised in town. My father was a plumber. I know nothing about the hazards on a farm. MI think a great many rural school teachers are similarly situated. "Have you a program set up that a rural school teacher can use to teach children safety on the farm?" Our committee has been very much in terested in the past year in the reports from the Grange. The MttAnal master wrote to ns that practically every local Grange conducts one meeting dr more devoted to farm safety. I don't know whether that is true with the Farmers* Union and Farm- B^penpv We did not have anything and I had to frankly tell her that. I knew as little about the subject as she did, even though 1 was born and raised on a farm. You see I spent about eight years oo a farm and about 50 years in the dty, so I knew very little about farms. Consequently I couldn't help her. Form Safety Section 201 Since then I have been doing my best with the wrimset of the National Safety Conned to hwiufote soma sort of a pro gram for the rural people. CHAIRMAN PONTIOUS: I have reached the coochisaou that we can do two things with adults in behalf of safe ty. While we may not be able so gee him to change Ms habits, we can get hhn to correct some of the physical hsiarrfs to put new steps onS in the granary. We can get him to Kgbt a stairway, to boy a new ladder and to put a guard around the opening an the hay kdt. We she can create in him a rlrmind for safety educa tion for his son and daughter. Incidentally, the Ohio State Deport ment of Edacatsoo is preparing noose courses in safety. They arc not ready yet. but if yon write to the Department I am sure they will be glad to send them to you when they are finished. MR. G. L NOBLE: I hurried along in my talk earlier this afternoon and would like to add that we have some lit erature on the 4-H safety program to which you are welcome. I think we have copies for every one here. The awards or incentives that are of fered in the 4-H safety contest are silver pins. Ten pins may be awarded in each County, provided fifteen boys and girts have taken part and reported on the project. To get a pin a member has to find twelve hazards in his home or on his home farm and tell wbat he did to elim inate them. State winners get a $100.00 war bond. National winoers are awarded trips to the 4-H Club Congress and $200.00 scholar ships. The national contest is copied directly from the Minnesota plan which was originated ten years ago. CHAIRMAN PONTIOUS: Thank you, Mr. Noble. Is there any other dis cussion on this subject? MISS MOWARD (Women's Bureau of the Department of Labor): I am wondering about the extent to which the National Safety Council is interested in the problem of training women faini workers. CHAIRMAN PONTIOUS: "Stan," do you want to answer that question? MR. STANLEY KERSHAW: It mm so me that this is an opportune time to cforify the position of the Nation al Safety Council with respect to all of their work. la the first place, we have an enor mous job ahead of us, as most every one has p oinird out. but the job can be boiled down so a very simple proposition. We need only to create a real concern lor safety on the part of all the people who work with form problems--the agricul tural engineers, the livestock specialists, the borne ceooomists, etc. Then In the coarse of their work these specialists will find the solution to the problems, whether they be engineering or human. The fiuuiion of the National Safety Council with regard to all this is to bring the whole problem to some sort of a focus and to help unify and coordinate the activities of all the people who become interested hi the job. We long since concluded that it would be impossible for the National Safety Council or any single organisation for that matter, to do the job by di-ct methods. We have concluded that the best thing to do is to win the coopera tion of the many agencies which arc con cerned with form and form home prob lems and persuade them in so for as pos sible to integrate elements of safety to their own programs. I want to express the appreciation of the National Safety Council and particu larly those of us oo the staff who Have been trying to tarry the ball, so to speak, to you folks, for the fine cooperation you have given us. 1 think it is marvelous and I think we can all--I don't mean the National Safety Council, I mean you folks, because all of yon are part of this movement just as much as we are--I think we can be very grateful for the progress we have made this past year. CHAIRMAN PONTIOUS: We have been hearing from ' national groups ex clusively and there are a couple of state groups we want to hear from. 1 will ask Professor Lehmann, Professor of Agricultural Engineering from Illinois, to say a few words. PROFESSOR LEHMANN: Mr. 202 32nd National Safety Congress, 1943 Brigham spo^e about how the Depart ment of Agriculture is organized to reach farmers, right down to the individual farm. The state of Illinois is no differ ent from others. The organization is built up around twenty-five to thirty thonsand people who serve as neighborhood lender*. We prepared a piece of literature that went out through the neighborhood lend ers. It was entitled "Stop Fires Before They Startl" UR. RICKARDS (of New York): About five years ago we were asked by the Stale 4-H leader at Cornell to help with their health program. . They weren't doing very good work so we reorganized the program entirely. Their chief activ ity bad been to have each club select ha healthiest boy and girl to enter in the County contest. The best two an the County went to the State contest, and the two that won the State contest were sent to Chicago for the Natrona! contest. The contest idea was all right but it turned out to be more of a beauty contest than any thing else. The winners were the boy and girl with the greatest brawn. Wc changed the program into a contest to find the boy and the girl who accom plished most during the year in attaining better health. Under the new plan a rather puny youngster might, by applying the rules of health, become the winner. This new program started and at has been very successful. The New York Home and Farm Safety Committee is divided into twelve work ing committees, and one of them, the one you are interested in, is the agricultural safety committee. Professor Reilly of Cornell is the Chairman of that commit tee, and he is doing some remarkable work. He has twenty safety engineers working with him. We have also prepared a fans safety booklet copied very largely from the Kansan Manual, although we introduced some original feattsrfcs. CHAIRMAN PONTIOUS: Wc should like to bear from BiU Graham, who is Secretary of the Indiana Farm and Home Committee. MR. W. F. GRAHAM (of Indiana): We have only lately started in Indiana, last January in fret. Our Indiana Farm and Home Safety Committee was formed at a meeting of those interested in safety during our farm and home week. We had a mass meeting with approximately 800 people present. Mr. Larry Brandon, vice-preakhrut of the Indiana Farm Bu reau, is chairman of our committee. I happen to be Secretary-Treasurer. We are trying to organize county com mittees. The County Agricultural Agent, the 'County Director of Civilian Defense and the County Superintendent l Schools are enlisting representatives of the various local groups to form a county committee. To date ninetr-" counties are organized in Indiana, and uiey are waiting' for some thing to happen. They want os to push them- We think we will need a full time man to stimulate activities in the counties. Right now we are trying to find funds to hire snch a man. Meanwhile wc have suggested several things for county groups to do. One of them is the distribution of posters, and I am happy to report that in one County two separate posters have been printed and distributed. One the posters was for display in the barn and the other for posting in the house. Another thing that we arc promoting is a contest among the Counties. It isn't as successful as it should be. We call it the "Safety S Award.1* Awards arc made ac cording to a point system. Each farm resident who docs one specific thing in behalf of safety--for instance, budding a safety bull pen or putting a sail oo the cellar stairs--is credited with a pre-dctcrmined number of points. At our next January conference we hope to have a sort of an "Achievement Day" at which these people will he given credit and recognition for their work. MR. RICKARDS: May I call atten tion to one weak spot In the safety pro gram. We do not have many statistics on noa-frta! accidents. Our State Health Deportment has a vital statistics department. We get the fatalities, but I know of no state in the Union that has absolute figures for the noa-fetal accidents, the accident* that take men off the job. We are at work on that and I hope be fore the end of the year we win have some valuable figures. Wc are coodact- Farm Safety Section 203 ing ail incident survey through the Home Bureaus. We arc supplying the Home Bureaus with accident report blanks which will be filled out by members of the or ganization. CHAIRMAN PONTIOUS: There is just one more report. The Sod Conserva tion Service has been carrying on a very active safety program for years. Mr. Wetzel, director of the safety and health section of the S.C.S will tell us about their program. MR. WETZEL Col Washington, D.C.): We have had an employee safe ty program for seven years and we found that our experience in that field provided excellent material to use ia carrying on our farm safety program. The Sod Conservation Service has six thousand employees in daily contact with farmers. Their Job is to work out a con servation plan with the farmer. They talk to. she individual farmer, making twenty thousand individual contacts a day. A year or so ago we inaugurated a three months training course for all our field employees, during which course we trained them thoroughly in farm hazards. Wc instructed them ia the de tection and correction of hazards and asked them to point out the hazards on the farm. Oar employees really became enthusiastic. They carried the program halo our sod conservation districts, cov ering two-thirds of the counties In the United States. We have had a little trouble in getting training material for our employees. We have used Mr. Erickson's bulletin. I don't know how many copies he gave us. Wc ' .ave prepared several pamphlets and several posters ourselves. We are count ing on preparing one poster each month. Fortunately we have printing facilities available and all we need are ideas. . . . The meeting adjourned at five fif teen o'clock . . . WEDNESDAY MORNING SESSION October 6, 1943 Presiding: V. S. Pbtebsok, Ames, la.; chairman. Safety Committee, American Society of Agricoltural Engineers.* UR.T. A. ERICKSON (Chairman, Farm Safety Advisory Committee. National Safety Council): In view of the fact that Mr. Peterson will be delayed for a short tune. I believe we should start the discussion without further delay. We have a very interesting program outlined this morning. It is. a round table disrussion of a mnbu of important problems in farm safety work. I fed that during the session today we ought to get in just as many definite *gtftiom as possible so that we lave some things to carry bade home and pul into action. I hope everyone will participate in the discussion oj these topics. Let's begin with topic number three: What can be used to reach farm families mostfteffectively.? Mr. Graham, wOl you open 'flu*. discussion ? MR. W. F. GRAHAM: I am with the Ex- ^pwinn Department at Purdue University. For the last year I have been the secretarytreasurer of oar Indiana Farm and Home Safety Committee which was organized last January during Farm and Home .Week at Lafayette* I think that the best way to reach (arm people is through county organization* which are set up and ready to work in The thing we are very much con cerned about is bow to provide the county organizations with programs. We think that a combination of things ii necessary. We have to lave promotion of this safety idea tJutxgh a lot of different avenues: news-' paper publicity, meetings, contests and the schools The point I would tike to make in my opening remark* is ^ fret that the way to read* the farmer U with local activities 204 32nd National Safety Congress, 1943 involving farmer*. Yon can talk to people and preach to than afl your life, but if you can't get them to do something themselves, they are not going to take hold of it very hard. by Mr. Kcrshayg? WQl yon raise your hands? (Four) Tell ns abmtt k. We discussed that a little yesterday. What can we do to get more of these real things into the press? One of the projects we are trying to MR. HARRY ML PONTIOUS (Ohio stress in Indiana (we haven't got it going Farm Bureau and Farm Bureau Insurance too well yet) is a safety award contest. This Companies, Columbos, O.): Mr. Chairman, is the plan: Neighborhood leaders check we started off with our state farm and home the hazards on farms in their neighborhoods. safety mobtbzatiaa m Ohio last year by A little later they check again to see what contacting the newspapers to get them to run has been done to n-move the hazards. Points safety material. Most of the large city are allowed for tanners who build safe bull papers ran a feature page on farm and pens or put railings on stairs or who remove home safety. We prepared some material the rubbish from their basandts. All of for thorn and sapplied ptouics. We fouqd those points allotted in a county arc ac that material in mat form was used a great cumulated. The county with the greatest deal by rural weeklies. -trst, number of points is awarded an "S" award. MR. B. R. RICKARDS (New York State CHAIRMAN ERICKSON: We are very Department of Health, Albany, N. Y.) : Mr. glad to have had Mr. Graham of Indiana Ottoman, if you want the local paper to open the discussion. I wish he could have give local color--xxi local color is my gone a little more into detail, telling what essential--first of all give the general (acts Indiana did. I bad a letter from the director you want them to print and then encourage of extension work, who told some of the them to add specific local information. At things they were doing in Indiana to get the bottom of your news release give them every farm family in the state to do something an idea of what to add. For example, in in safety work; and they have done a great health work, which is the same as safety deal more than Mr. Graham has mid to put work if you are releasing information on that program across. However, I presume he an outbreak of polio or any infectious dis didn't tell all the things so that you would ease, it is well to suggest at the end of the have a chance. story that the editor put m the number of What ideas have you folks as to bow to get this information that the National Safety Council, your own state and your own or ganisation have, out to the people? cases and the number of deaths in their community. A safety story can be handled the same way. As& the editor to put in the number and kinds of accidents that have happened in his community. MR. S. H. KERSHAW: (National Safety We have found the National Safety ^Coun Council) : I would like to ask a question, Mr. Erickson. I don't know bow many folks are here who have dose contacts with newspapers, but 1 would like to ask what we might do to get the newspaper people to get more complete descriptions of farm accidents so that the account of the accidents would in clude rather full information about how the injuries occurred. cil mats of great value in New York. MR BERNARD LUNDY (National Safety Council) : A chain which sometimes is the weakest but can be dm strongest is the country weekly editor tifansHi I think a number of ns have seen cases of weekly editors who got interested in safety and who pushed (arm safety aggressively. I dunk the problem wc face U seOiag etoy individual editor in our area, whether it be state or It seems to me that' there isn't a more county, on the importance of (arm safety* useful contribution the rural papers could make to the cause of farm safety than to spread information on the causes of individ ual accidents. I think the Comal's Farm Safety Divi sion might well produce a small leaflet for 'distribution to country editors on the im- portance of farm safety, the cause and effect CHAIRMAN ERICKSON: How many relationship, the (act that accidents need of you folks arc doing something as suggested not happen. H yon get the individual editor Farm Safety Section 205 sold on the principle that accidents need not . . . Mr. V. S. Peterson assumed the happen, I think he will treat farm accident chair . . . stories differently. CHAIRMAN PETERSON : Thank you, MR H. G. FESTER (Ontario Safety Mr. Erickson. League, Torqnto, Ontario) : I am an old exnewspaper man, and I know that even the editor of a small country paper wants something that has real news valoe. He wants it in as few words as possible, and be prefers to have you write it in the form In which be can publish iL I will give you an illustration of a safety story with news value. I once made the statement in the City of Toronto dial women were better motor car drivers than men. You know what a contentious subject that is. 1 hacked it up by statistics from the provin cial motor vehicle branch. I pointed out that women drove 19 per cent of the cars at the province, that they consulted 10 per cent of the gas and were only involved in 4 per cent of the accidents. That story was published so widely that I received two letters of protest from England from a fellow at the head of an insurance company. Something that is just a bit controversial, if yon can insert it, enhances the news value of a story. It should be something that will make people perk up and think. Even if it reacts to arouse opposition, it doesn't make any difference, just so you get than talking about this thing. Yesterday afternoon Mr. Pontious, in his dosing remarks, brought out the thought that the safety program in this country, dur ing the next year, would be helped much more by this group which wc have as sembled here than it would be if we had an audience of 5,000 farmers, because we have here a group of individuals who we might call multipliers. Those of us who are work ing in this farm and home safety field arc interested in the development of leaders and leadership, because that is what those lead ers represent, the multipliers which are necessary to carry the information from the leading agency, the National Safety Coun cil, on out to the home and the farms where it will be applied. We have with ns this morning a guest, and of this man I can say that safety comes from his heart. He is President of the American Society of Agricultural Engi neers. He has been invited to discuss with yon Job Instructor Training. The principles of Job Instructor Training lure been carried out, to a certain extent, in some of the work in farm safety which has been conducted in the past. It is given m ooe of your movies and also in one of MR ERNEST EVANS (American Red the releases which you prepared for the Cross) : I want to say something about an U. S. Department of Agriculture. activity we conducted at the Kansas State Teachers College at Pittsburg, where I taught for a number of years. We ran in thirty-two MR KERSHAW: That is right. CHAIRMAN PETERSON: So, it is my of the Kansas papers a little block item called pleasure this morning to introduce Mr. A_ W. "What is your safety I. Q. ?" Most of Turner, President of the American Society these were prepared by students in the safety of Agricultural Engineers, who will explain class. We found flat the newspapers were Job Instructor Training. very much interested in using this material. MR A. W. TURNER; I want to say, first, If we are going to really get across a (arm that to me safety can be divided up, or safety program, we are going to beg-right has four main factors. I don't know if they with die individual farmer, analyze what have been discussed here or not. be does, where Im goes, and then use his' interests as the instruments through which to promote the program. The first one is the physical condition of the person. That no doubt has been dis cussed many times. CHAIRMAN ERICKSON: We probably Second are mechanical hazards--conditions should not take any more time for this topic. that are accident breeders. 1 think par I would like to suggest, however, that you ticularly of leaving a guard away from the think further about it. hay chute, because my father-in-law is in We have our Chairman here, and 1 am his seventh year as a cripple from going very glad to introduce Mr. Peterson. _ through a hay chute. He knew about the 206 3?nd National Safety Congress, 1943 condition, but never took the tunc to pri a guard on it- One night it eras dark and be was in a hurry and tired. He stepped into the chute and vent through. Third is the matter of judgment which I wiU define by example. I have been somewhat disturbed this last year by reading in the newspapers aboctf boys nine, ta or twelve years old operating tractors and doing many other jobs, working from son-op whl sun down. Is it good judgment in pent a boy to do that? I* is good judgment on the part of newspapers to give recognition to such unwise practices? If a person is not permitted to drive a car or Crude on the highway, he should not be permitted to operate a tractor or other farm cquipuM*. The farm equipment industry does not floss' tend that farm machinery is any easier to operate than an automobile. It may *ta be more difficult, because the operator is required to do two or three things at a mac. Farm equipment must operate on uneven ground- Machines have a high renter of gravity. Tractors have individual wheelbrakes. The operator must look at the frond ahead and look behind at die job that has been done. Frankly, I want to go on record aa being opposed to young children doing that kind of job. If they do, we are going tn have mounting farm accidents, and the equipment is going to get the blame. If we are going to have to have extra child labor, and maybe we are, we had better relax the laws regarding child labor in factories nhat they can work short hours and under dose supervision- It is a lot safer to work in a factory than out In die bade of a forty- acre lot The fourth and last point is the matter of education. The statement has been made that safety Is being taught aa pvt of die regular home economics course in some schools, that you are now tying safety education as part of the regular training program. How can you separate them? Can you first tench a person to do a job and then teach 1dm how to do it safely? I don't think you can. The whole job is a matter of habit formation. If I had the time, I would have yon all take a piece of paper and tell ax definitely how you drive a car, from the time you gee in the seat until you are in high gear. I think you would have quite a job to think of B the jobs that the eye does, that the fingers, hands, and leas do- The reason is that you don't dad ahoat each thing you da A bade ef babies antmaatkally do the job. 1 hope no on tangto yon.how to drive a car and then came slang taler and said, "Now | am going to tench yon how to drive safely.*' H yam eqanar safety and job training, yen nmilj bread aa awkward worker. He fine thinks atom bow to do the job, maybe boat to da n gadfe: sea be tries to do M safely. He ha* can act of habits over bane and another as of habits over there, and they omr gfxmM each other. As a randc he is daaar and nrictor fast nor safe. The only person, an 1 see it, who can train a near bared faaad to do farm work safely--I don't cut if it is operating cqripmrnt, re pairing a bidfeg. paezmg op electric wires, changwg ban, or what tove-yoo is the farmer. I do not think yon ran pot op enough posters arouud the place to sab people act safety. I have some safety books at my tdficc- I am going to read them when I get a lstde time, bat aa long as they axe there on my desk. 1 do not think they are doing me any good whatever. If someone can p*t the message ftcan the booklets in nay mind an I bahatnaly no in accordance whfa the safety principles, then I thick I wiU be a safe worker. The JXT- pragma is baaed estirefy on the point cf fanning a hnbk for each specific job. I thank & wettier the time to tram workers property in rgarific jobs the accident mating wll drop down ynttjr fast The first principle of JXT. is tint tdfig is no* turtfeig Afwe al.towage for inaisnre. tots owl certain words tore that wmdd wgwwr owe way vkb name people and anortm way rib cabers. Ualem the person yon an Irffing gets the tarn pfctnrc in fab mind that yoa have, you have not high farm anything. I have a friend who has a fairly good estate. One of fats evergreen trees wasn't gating along wy well, so be called bis boy and said, "Bob, I want yoa to get the bone and fix np the evergreen tree." A little later be went back and said, "Bob, you heard what I said?" Farm Safety Section 207 -Yes" "What are you going to do?" -Well, I don't know. What tree did you have reference to." "Oh, I'm sorry. 1 meant the one out by the comer of the house." "You said, 'fix it up.' What do you mean fix?"' "Well, what I want you to do is to stir the ground clean out the grass, put on a little top dressing, and water it." "Oh," he told, "that1* different." It eras dear lo the father all along as to what be wanted done, but it left a poor pic ture in the boy's mind- Such vague informa tion might, m another instance, have been cause lor an accident The Job Instructor Training technique is broken down into four simple steps. The first is to prepare the worker. We could pot a lot of time on that, if we wanted to, to get the worker in the proper frame of mind, to drive away any fear. You get the person's complete attention 00 the jobYon find oat what be knows about it, but do not take too much for granted. Get him interested in learning the correct method. The secood step is to present the job, tell, show, illustrate and question. Telling woo't do it; showing won't do it But it is a carobmatioo of telling and showing that does the trick. Take up just one point at a time. I wonder how often we like to skip over a pomt to find a short cut. If it does not make any difference to the operation of the job, all right, bat we do not dare to omit any step in job instruction. It is necessary to break the job down and take it up step by step and stress the key points. Step three is what 1$ new in J.LT., and perhaps it ts aH that is new. It is where the instructor turns right around and says, "Well,* yoa can do this alt right now, can't you?" "1 I can." "Let's be sore about it. I am going to be the new worker; you are going to be the farmer, and you teach me." That is when both student and teacher learn how well the lesson has taken bold. We know that teachers have to work a lot harder than the person who Is bring taught The teacher has to know all the answers and all the techniques. So, when the farmer turns the tables and has the beginner become his teacher, the beginner has to think the job through pretty carefully. That is the chance for the fanner to vatch the mistaken points. Never turn a person loose on the job until you have complete confidence he is going to do the job right The fourth point is to follow up. Put the new worker on bis own, advising him what to do in emergencies. Then check back from tinx to time to see that he is working cor rectly. Ia conclusion I would like to call your attention to the statement at the bottom of the JXT. instruction card; "If the worker hasn't learned, the Instructor hasn't taught." CHAIRMAN PETERSON: Mr. Spanton, do you have any remarks you wish to make in regard to the application of the JXT. principle in your work? MR. W. T. SPANTON (Director ol Vocations! Agriculture, U. S. Office of Educa tion) : We certainly appreciate the help that Mr. Turner and bit organization have been giving us during the last few years, not only the assistance on mechanical problems but also the work they have been doing in con nection with the JXT. Program. I aught also say at this time that our or ganization appreciates the splendid coopera tion we have received from the National Safety Council in connection with our war training program. In that program this year we bad 65,000 courses throughout the country. Yon people will probably be in terested in knowing that most of those courses were in three fields. One was in the overall care and repair of farm machinery and eqtttpment. The other was in the production and processing of food for family use and the other was in farm labor training. In all three of die courses, safety played a very promi nent part. In our food processing course, we found there were any number of places where safety needed to' be stressed, particularly when we got into the use of big retorts and pressure cookers. One experience I am going to mention. Under this program we are per mitted to use a certain percentage of the funds that have been appropriated for this program toward the purchase of equipment. Many of the communities over the country 208 32nd National Safety Congress, 1943 were very much interested in purchasing food processing equipment, including pressure cookers, and more particularly these large retorts for handling as much as 133 quarts at a time. We discovered there were very few com panies around the country that had beau manufacturing large retorts, but we man* aged to get two retorts. We had engineers make detailed specifications of them, which we supplied to the states for their trade and industrial classes, Where they were able to make them. Some manufacturers got bold of the specifications and made some retorts for sale. The State Labor Department in one state and the safety department in another state got hold of one or two retorts, examined them, tested them. In one case they said the retorts would stand only twelve ounces of pressure. In another state, one of the retorts had actually been tested in the laboratory with up to sixty pounds of pressure. In ever>* instance we insisted that the states follow the directions of their safety people. That is one thing we have insisted upon all the way through the food canning course, the farm machinery course and the farm labor training program. During the last summer thousands of boys and, in some instances, girls went out to work on farms. We have had the responaibUs* ty for training those groups. We have been stressing the importance of training those young people in safety. In connection with our experience in the training of youth who go out on the farms, we felt that our greatest responsibility was not so much in training the workers as It was in dealing with the farmers. We reasoned that the workers were going to be called upon to do dozens and downs of jobs that might not have occurred to the instructor. Therefore; the big job is with the farmer, Co really acquaint him with the fact that he must teach the boys and girls correct prac tices to insure their safety. MISS MIRIAM NOLL (Children's Bu reau, U. S. Department of Labor) : We have neglected some of the hazards in the use of these young workers who are going to be taken out oa the farm cadi day. The hazards I refer to are the hazards of transporting the workers to the farms, which J.I.T. would hardly cover. We have found in the last two seasons that a large number of serious accidents have occurred in trucks. Not enough attention has been paid to the safety of the trucks which are used to transport emergency farm help. That may come back to the farmer, because the farmer himself is the owner and usually the operator of those trucks. It' seems to me that the transportation hazards should be brought out in the train ing programs, in some way or other, so they are taken earn of either by the fanner or by the supervisor who is going to take the youngsters in charge or by. whoever is spon soring these programs. It is important to prevent these accidents because if the workers are hart, the burner, the sponsor of the program or aomeooe might be sued /or a large amount of money. I don't know whether J.I.T. is going to come into that, bdt somewhere that sort of safety in struction needs to be given; doesn't h? HR. TURNER: I would like to answer that and classify it under one of the other four sections--under judgment. What judg ment was used in selecting the driver ? Was he qualified? Someone most fare had some judgment about the equipment going oo the highway. MISS NOLL: May I ask if die children are taught how to behave in Uuda and buses? That is one important thing. Somninres they jump off the truck when It is moving. CHAIRMAN PETERSON: Are there any further questions? If not, Mr. Tuner, again we thank you. Mr. Noble, I wonder if yon would be will ing to open die discussion on question No. 1: "How can more safety inforraatioo bfe in tegrated into programs and publications not strictly on safety?" MR, NOBLE: Mr. Chairman, I can tdl you, very briefly, what we do in onr organisa tion. In the first place, we use newspapers, supplying mats us many caret, and we use the radio frequently. That just about covers our efforts to reach the public, particularly 4-H Club members, with safety information. We also cany a little in our own magazine. CHAIRMAN PETERSON: Your work with the boys and girls, then, as far as the Farm Safety Section 209 club work itself is actually concerned, is strictly safety instead of being integrated with the subject matter of other projects and activ ities, or b it handled in both ways? MR NOBLE: It is handled in both ways. CHAIRMAN PETERSON: I wonder if there is somebody else who would be willing to offer some remarks in that regard? Professor Lehmann, what have you been doing in IDinois? E. W. LEHMANN, (Head. Dept, of AgT. Epgmecring ~U" of III.): We have been working with the State labor Committee. The committee has prepared 'special ma terial for both the worker and the farmer. In the publication for the worker there is one section devoted exclusively to safety. In Che one directed at the farmer an attempt b made to make him fed his responsibility for the safety of youth employed on hit farm. We have united h the preparation of ma terials for vocational agricultural teachers. We have two men stationed at the college working with the college, the extension serv ice and the vocational agricultural group. Their efforts are dsruled to the preparation of instructional materials. They have been playing op the idea of the stfcfy feature. CHAIRMAN PETERSON: As I under stand it, the subject matter is not strictly safety material; it nay be on any subject, but you work the safety m at the point where it PROFESSOR LEHMANN: Yes. CHAIRMAN PETERSON: Which I undentsad part of the job instruction train ing r*"t* *"* The safety infornation b washed into the training on hovr to do the job. That is something which needs more coo- wleruicn The various agencies which are dissenmmxag mfmutation should consider the safety features mvolvcd and be sure that they arc incorporated in the subject matter material. PROFESSOR LEHMANN; 1 do bdieve dare b a definite need for subject material that b more or 1cm of a specialized character. The farmer has all sorts of jobs. The man who b tudag so the fidd of livestock or fliinrfng might well bare some specialized whrty suggestions brought to bis attention, >xt dre dmlcr might well have soggestion* dat relate just to implements. MR T. A. ERICKSON: Some of you may have seen a little bulletin containing quizzee on safety we of General Mills have gotten out. I sent a copy to the editor of Child Magazine, aod she wrote to ask if she could use the copy in the next issue of the maga zine. They used two pages of the quizzes on their Little Citizen's Page. Some of the most interesting correspondence that I have ever had in my life has come as a result of that article. We arc still getting letters from little folks, all the way from eight years up to twenty and older, asking for this bulletin or for the other quizzes. Some of the letters are very interesting. They are written by children, in thdr own way. T have sent quite a few of the letters back to the editor of Child Maga zine. As I read the letters from the children, 1 thought of the effectiveness of materiel that appeals to the young people. MISS NOLL: I wonder if a great deal has been done in integrating material on health and safety, so that the safety is brought out m every article or every bit of publicity that deals with health? CHAIRMAN PETERSON: Who would like to answer that question? What has been done oo the integration of safety and health? MR NOBLE: Mr. Rickards has had some experience. MR RICKARDS: We have had a radio program for tweoty-ooe years. We started in with WGY a mouth after they established their station. For eleven years we carried a fiue-utizuite health talk which took in all yfaTt of h*wHh_ Then vv derided to change to M* drama*. Wc used our own staff. W tried using a professional staff but they were thinking of their art, not what wc wanted to get across. 1 bave found that whenever you ask a radio manager if you can hare what b called a spot announcement, they are tickled to death to give it to you, and they will give it to you four, five, six and right times a day. A spot y"w--iwwtit must be fifty words or less* never more. If you are going to hare a safety meeting, write up something of forty or fifty words about the meeting, and arrange with the station to bare this broadcast. By the way, I hare in tny briefcase copies of "Doctors Fight Accidents,** a book- 210 32nd National Safety Congress, 1943 lt that is being tent to every practicing physician in New York State, with a letter signed by the Chairman of the Health and Safety Committee of the State Medical Society. I also have an accident survey blank which we are using for a special study of non-fatal accidents. In addition, 1 have with me the proof of our Farm Safety Manual and the Safely Manual for Public Health Nurses. I only have the one copy of each proof, so I cannot give them away. CHAIRMAN PETERSON: WiU those be available for distribution outside of the state? MR. RICKARDS: Not in quantity. CHAIRMAN PETERSON: Individual copies? k MR. RICKARDS: I can make arrange ments with the printer to supply anybody at regular cost; that is, the same price they cost us. CHAIRMAN PETERSON: That would be in quantities. What about individual copies? MR. RICKARDS: I will send individual copies to anybody. CHAIRMAN PETERSON: Anybody who is interested should get in touch with you? MR. RICKARDS: Yea. We are not copy righting them. We will be very glad if any* body wants to copy them. If they want to add a line firing us credit, wc will appreciate that, of coarse. MR. RICHARD W. THRUSH {Ameri can Red Cross) : I am always a tittle bit con cerned about the matter of integration. I think all of us firmly believe in integration and in a dose relationship of any instruction with the work in hand. At the same time, we need to be careful that tit any Integration the thing we are striving for isn't lost through that very process of integration, so to speak. So that, after all, there is a great deal to be said and a great deal to be learned out of experience On the side of definite courses, courses that may be given, courses that in structors can be trained to give. Certainly, any such ^ courses should be so designed that they are directed to life situations and to the work in hand, whatever the job may be. With a child, such training should be in relationship to the life of die child and the activities of tbc child, and with an adult, con nected with the work and with tbc activities of the individual. It is easy to have materials printed. The big problem fa to get than used. I question whether there is any more satisfactory way to get those natcrials used titan to have definite, specified courses set up for that purpose. CHAIRMAN PETERSON: I have picked out topics 5, 7 and 8 as a group which I thought might merit some further, brief dis cussion. No. 5 is: "What channels can be de veloped for obtaining information on farm safe practices?" I am going to leave it up to the group as to whether or not we discuss any particular topic Those interested in discussing that question hold up your hands. If here is no in terest in discussing it, we will pass to the next one--No. 7: "WlutkiDd of safety con tests can be used effectively ?" Mr. Erickson, I flunk you have something to offer on this object MR. ERICKSON: I have only a word or two in ooppcctiop with h. J would like to say that, in my experience, and especially with the 4-H Clubs, wc have found that the contest fa the most effective way of putting across safety work with young people. In fact, it was the way we began the work. The ray first thing we did was to pick a few, rather important things in farm home life and sug gest to the county cxtwdoa egeats and to the local 4-H leaders that they build contests around them. I am not going to go into de tail at all, but we, of coarse, set op prises and awards and had a very definite program. One type of contest that we have empha sized an the way through fa the demonstra tion contest, where we get a boy 'or a girl to demonstrate some simple practice or some sample thing that they have done. The boyjs and girls pot on the demonstrations at local events aod county fairs. We had a couple of boys who put on a demonstration on how to make a safe bull pen. {You know that herd sires cause a lot of accidents). This demonstration was worked up by the county agents. The boys showed how they had constructed bull pens, and safe practices in handling bulls. Wc have also carried on an exhibit con- Farm Safety Section * 211 test timing the ten or eleven years since we began the work in the state of Minnesota. One of the most effective things we have done is to conduct a reporting contest, en couraging tise 4-H boys and girls to send now, bid let's not make that too paramount in this problem, because we are going to need H after the war fa over, almost as badly as we need it now. CHAIRMAN PETERSON: We will pass news hems Co the local paper. on to question No. 8: "What can be dooe to The award in our safety contest in Min-V give recruited farm help more safety train ncsota is a gold watch donated by one of ing?'' the twin dty newspapers. For eleven yean I would like to call opou Mr. Brigham they have given a gold watch to the boy to open the discussion. or girl who reported the most extensive MR. REUBEN BRIGHAM (Extension activities in the field of safety. The postcr- Service U. S. Dept of Agriculture) : Mr. --wing contest in Minnesota is supported by Chairman, I have been very much interested the Farm Bureau. in the discussion we lad earlier on the ques Incidentally, we have tried to connect all tion of J.tT. training. We have all, of course, of our health work in the 4-H Qub pro in extension service and in the vocational gram every place we could with accident field heard a great deal about it prevention. I was glad that Dr. Spanton brought up I tMnlc you appreciate that we can make the question of encouraging farmers to give a infest out of everything. We say that more thought to preparing these workers tlut girls can make a game out of baking bread come from the city to work ou tike farms. just as writ as boys can make a game out I think that needs to be stressed. of getting oat and kicking a ball fall of air around a football field. We can make a game out of everything, and that fa what we have attempted to do all the way through 4-H dab work. Wt are ending one year's experience with labor that har not been accustomed to farin work. Whenever you enter info a new ex perience on as widespread a scale as we have this year, there is going to be a lot MRS. NICHOLSON: Coaid some uf these dmontnfioai and contests be put on at the legMar parent-etweber meetings in the local of discussion out on the farms, and there is going to be a lot of gossip in the cities about, "the experience we had last summer when we went out and tried to pick apples," MR. ERICKSON: Yes, I believe they can. It baa been my privilege to be in the advisory cuunfau el the Pareat-Tcachcr Association for a greet mqr yean. CHAIRMAN PETERSON: Is there any hsker drcnuBa on that particular question? or do something of the sort. We are faced right now with the problem of making the most of the interest that has been aroused and the experience that fat been gained We have tried to build our extension work on the basis bf experience and the demonstra tion of that experience to others who have MR. RICKARDS '- I believe it is very es- had less opporttmity to try out the new icmtfal tstfety not only health and safety method or the new procedure. bM to tic ssto R the war manpower motive In the farm manpower mobilization and at tbc pseaeag time. training program we are trying to substi MR. PONTIOUS: I agree with that hcartity/bnt I want to throw in a word of r--I have been greatly concerned during this emergency with the stress that has been put on safety in the war emergency. 1 have been greatly concerned bcause in too many cases the safety movement seexns to stand in people's only as a means of winning the war. We are going to have a safety problem after tbc war is over. So I think wc cm in our big program, use that as an additional need for an intensified effort right tute translation of the experience of others for actual experience. I think we need to pool our efforts with Mr. Turner's organization (Am. Society of Agricultural Engineers) and with all the other organizations represented here, ir> working out the best methods of stimulating interest and of instruction. I know nothing could be of more value to our neighborhood leaders as the season approaches, than to have an actual discussion and demonstra tion of the nature that Mr. Turner talked 212 32nd National Safety Congress, 1943 about. Nothing will be more convincing to any group than to have two people get up and go through the J.I.T. process. In cidentally, I think that we need a simple type of demonstration that can be used in almost any group and without too much preparation. On the question of integrating safety with everything, I think Mr. Turner struck the keynote there. You don't want to be constantly thinking of safety as something apart; it is an Integral port. You go right down the tine with it This particular pam phlet is an example. It shows the steps in handing the fruit ladder. If you have done much work in picking fruit with a * stepladder. you know that it is the easiest thing in the world to upset the ladder and possibly break an arm or crack a rib. This pamphlet was published by Washington State College. MR. KERSHAW: I would like to ask Mr. Turner if he knows of any source of supply of visual aids, such as film strips or motion pictures, which could be utilised for the purpose of illustrating training techniques, or whether the Society of Agricultural En gineers has discovered that it cannot be as well presented with visual aids. MR. TURNER: I understood that the ex tension services were preparing a slide film on job instruction methods. I do not know whether they have or not I do know that one or two of the industrial firms have pre pared films, but I thing that a film is a very poor second best These is ithim like making the demonstration aim; sad it is advisable not to have to follow ***""-y* on a canned talk became, as yon know, we do not all have the same rate of sftske. MR. BRIGHAM: I quite agree with Mr. 'Turner. However, we have prepared wane material along the line Mr. Kershaw mmtiooed. I do not know how soon it wffl be released. CHAIRMAN PETERSON: I am going ' to take advantage of tlus opportunity to rnUodocc Mr. Van Vlack, Extension Agricultural Engineer from Iowa State College, and also Chairman of the Extension ConaiiittiT of the American Society of Agricultural Engi- I think, perhaps, I heard one of the best Oluitratiocu of the application of the prin ciple* which were discussed in question No. 1: "How can more safety information be integrated into programs and publications not strictly on safety?" in a program which Mr. Van Vlack'i office pot on over radio station WOI. They were talking about preparing the corn picker, for the corn picking season. As part of the program there was the in formation in regard to safe operation and handling of the picker. I thought they dad a tike job of integrating that with the infor mation on getting the picker ready to da the job. They brought out that the operator bad. to be in condition himself. Home Safety Section 213 214 32nd National Safety Congress, W43 WEDNESDAY AFTERNOON SESSION October 6, 1943 Presiding: Dm- Donald B. Ahmstronc, Third Vice-President, Metropolitan Life Insurance Co., New York City. MR. A V. ROHWEDER, Vice-President The men in the traffic field said: "We are for Home and Farm Safety, National Safety contributing funds that sake possible carry Council: As Vice-President for Home arid ing on this work. We are interested in what Farm Safety of the National Safety Council ,we can get out of it to stop accidents on streets I have bad the good fortune, in selecting as ^ and highways." And the industrial groups chairmen of the two divisions, men who can used to say, when the executive committee do a better job than the Vice-PresWait can was asked to explain where the money went: do. "Why wc are spending money on this, that In the case of the chairman of the Home and the other thing." Section I refer, of course, to Dr. Donald B. Armstrong, who is Third Vice-President of the Metropolitan Life Insurance Company and an author of a great many books that affect and directly point out the fundamentals of Home* Safety. He is the President of the American Museum of Safety, which organi zation was ooe of the prime movers in the cause of aeddent prevention throughout this country. All of us who have been associated with him in many of his endeavors have ap preciated the fine job that be has done. To have him take tfie time and to pot the effort forth that he has in connection with this Home program has made possible the ground work for a real national attack on the Home Safety problem. We have tried for a long time, you know, to branch out in the National Safety Council from the set program of service for member ship or for moneys paid to the Council direct ly back to the individual organization. In other words, some thirty years ago when the Council was formed it was our idea when we paid our membership that we were going to get so many posters and so much material for so much money. It was a group of fel lows in the railroad business, the metal busi ness, etc. who banded together with that idea In mind. That went along until a few years ago, when, in reality, the slogan' of "Universal Safety" was picked up and in tbc Home Division it was made a definite part Under the leadership of Ned Dearborn and Will Cameron prior to him and certainly through the interest that Colonel Stilwell, President of the Council, had in trying to do something about that large number of people who make up a third of our accidental death total; this recognition was given and with the recognition went along the fact that we will try to do something and we will do it by backing it up with dollars and cents. We will do it by coordinating the program. That is the important phase and the reason that you have the type of program today that has been laid out for you by your chairman. The National Safety Council, as an organi zation, is nothing more than a clearing house. No matter how many people you might cm ploy as staff people, they can't reach the 130,000,000 people in the homes and on the farms and in industry, et(L, in this country. They can reach a great mass of those people through the agencies that are already developed and already working with people in homes, in various phases of (heir activities.Tbe same is true in the Farm group. I am not going to try to make a talk or to take anything away from what I know Dr. Armstrong will tell you but I wanted to say publicly to him and to you here that we appreciate. Dr. Armstrong, your giving your time and your unusual talent and ability to this Home Safety Pro gram. of tbc program and given recognition by the National Safety Council as a real integral part of the Council's activities. THE CHAIRMAN: Ladies and Gentle men: I am certain that, some of you will recognize a number of elements of exaggera Now I* don't know whether you realise or tion in the very generous remarks which the follow just what l was trying to point out preceding speaker made about your chairman there. for the meeting this afternoon. Home Safely Section 215 I will say this for him. however, when we have a program as lengthy aod as full of promising material as we bare before us this afternoon, yon are fortunate in one respect-- your chairman was wise enough to look up the of the word "preside". I suppose U can be traced back in various ways but I believe one legitimate origin would be that it comes from "praeskfcre", which literally translated ---- "was rise first to sit down." I will recognize that as ooe of my obliga tions in presiding. oi appliances and service by the gas com panies as well as manufacturers. Since 1925, a new impetus has been given to gas appliance safety through the adoption of tbe American Gas Association Laboratory test ing program, leading to the approval and certification of gas appliances and accessories under the auspices of tbe American Stand ards Association Requirements. Tbe gas appliance manufacturers have played a significant role m this story for they have cooperated wholeheartedly with the Mr. Roheredcr has said the function of the National Safety Conned in the Home Safety field is to develop programs along several important lines--the stimulation of. local and state organizations, the development of educational devices and materials, the carrying no, at least in prospect, of a certain amount of research in this field, perhaps an interest in the development of pertinent legis lation. But from the point of view of this meeting today its chief function, I believe, is that of coordination, of acting as a clearing house for the great nwnber of agencies, individuals and interests wishing to contribute to tbe solution of the Home Safety pro gram. That is oar function this afternoon, as I see k, to try to bring before os for tbe information of all of ns and for tbe informa tion of the coumrj tbe principal interests aid activities of a oonber of agencies, some of which are actively represented upon the advisory committee on Home Safety Conn ed and others of winch have been working for many years with the Council in this and U-U B- I- BOO>-. Now 1 tot before me a list of agencies allMumly --i--gi l I shall call on them principle of a national testing agency admin istered by the gas industry to sec that appli ances are safe. In fact, they have spent more than 4,000,000 dollars in testing and in spection fees alone to comply with national requirements for safety, not counting the cost to them to redesign equipment to meet the required standards. The American Gas Association Testing Laboratory was established in 1925, and be gan its work with testing of gas ranges. Today, these Laboratories are the largest and best-equipped of their kind in the world. Located conveniently at Cleveland and Los Angeles, they have been actively engaged in the testing and development of gas appliances with the result that unsafe and improperly designed gas equipment has practically been eliminated from the market. Today, more than 95% of all gas appliances produced and sold in the United States and Canada bear the Laboratories' Seal of Approval indi cating that they have successfully passed hundreds of rigid tests based on safety but not omitting efficiency, durability, and con struction. These activities have been an tmpomnt factor fn the creation of complete confidence of the consumer in gas and gas t American Gas Association. ms Mr. Cecil L Hightower, : AtriAml Prevention Com- The gas industry, applying services ad welfare of the vitally interested in tbc it foe home. (m a writ ftmA m shown by its daily mbit lafo i mere than 18^00.000 taapams tewh as are inherent in tMtwdt gasmma fori knot been minimired g| raurmnrmi improvement service. The American Gas Association Laboratory Approval Requirements Committee includes representatives of the American Home Eco nomics Association; U. S. Bureau of Home Economics; National Bureau of Standards; U.S. Bureau of Mines; U. S. Public Health Service; American Institute of Architects; Master Plumbers Association; National As sociation of Heating, Piping and Air Condi tioning Contractors; Associated Factory Mu tual Fire Insurance Companies, as well as other interested governmental agencies and national organizations and manufacturer and ns company members of the American Gas 216 32nd National Safety Congress, 1943 Association. The requirements, after approval automatic gas appliances' failing due to by the American Standards Association, the accidental blowing out of the gas pilot. are issued under the classification Z21. The In (he past, this may have been important Laboratory Requirements Committee has also but it hat been eliminated today. All automat issued a number of "requirements" for the ic gas appliances are required to have effec installation of gas equipment and accessories. tive devices which will prevent the escape of Among these, the A. G. A. Requirements*!*! unburned gas. These generally take the form Recommended Practice For House Piping of safety pilots which may be mechanical or and Appliance Installation is generally used electrical in their operation. They operate as a basic code for the home use el gas. A within approved, narrow-time limits in the practically identical publication has been event of the pilot flame failure, whatever the issued by the National Fire Protection Asso catase may be. ciation as Pamphlet No. 54 ent.tled "Recom mended Good Practice Requirements of the National Board of Fire Underwriters For The Installation, Maintenance And Use of Piping And Fittings For City Gas". A second popular type of hazard has, in the past, been frequently noted in the dally newspapers when a pot of coffee boiled over wb.le someone fell asleep. Many Gas ranges built since 193$ have been provided with auto The results of this extensive program are matic top-flash lighters. These will light any effectively demonstrated by the records of top burner just as soon ms the gas cock.is the Bureau of Census of accidental fatalities turned on, and if the gas flame is extinguished due to gas. These have been reduced during by boiling over, it will instantly relight from the period of the Laboratories' existence by the flash pilot. Moreover, many of the modern more than 50% so that the danger of acci burner types are so designed that boiling over dental fatality from gas is not much more will not affect them nor can they be extin than the chance of being hit by lightning. In guished by draft from an open door or win addition to the national taring laboratory, dow. Insurance companies have sometimes many gas utilities also have their own testing published pictures of the disastrous results agencies for the purpose of making certain of domestic hot water boiler explosions due that the particular appliances which they to uncontrolled overheating by a cool fire. plan to sell In their community are properly The gas industry i* fortunate in having adapted for the local conditions which may be an excellent record in this connection since encountered due to the type of gas served, the flexible control of gas by means of a the existence of local ordinances, elevation thermostat has effectively prevented such above sea level, and certain other factors. trouble. Furthermore, the increase tn use of Such gas company laboratories may enforce temperature relief valves has overcome the requirements above and beyond those whidi possibility that tae thermostat might, in are natronally recognized as necessary. In some way. become inoperative. their efforts to safeguard the home, every gas company has a speedy system for the immediate handling of any gas leaks reported from the consumer premises. The operation of this system, using highly skflled'men and most modern equipment, has been an impor tant contributing factor in the prevention of accidents. The efficiency of gas company serv ice departments and the widespread em ployment of Home Service girls have em phasized the correct care and use of domestic Hazards from gas leaking from bouse piping are considered practically noo-existant today. There is adequate control over this matter by the larger municipalities in the program of licensing plumbers and. gas fitters and by gas companies, in any event, ; because every utility in the United States has rigid rales regarding the manner in which gas may be turned on by their fitters at the meter. gas equipment. These two have been effective It may also be of interest to examine the in keeping home accidents at an absolute fire record of gas because, contrary to casual minimum. thought, gas ranks low as a fire cause. The Anyone not familiar with gas equipment might think of the various hazards connected with gas ki about the following manner: 1941 list of fire causes published by The Na tional Fire Protection Assodatioo shows that gas and gas appliances were twenty-fifth out of a list of twenty-nine principal causes and First to his mind would be the question of were responsible for 3500 fires resulting in Nome Safety Section 217 a coot of fl^SCUICO out of a total of 736^000 the Peoples Gas, Light and Coke Company fires with total damages of $325,000,000. of Chicago. Alert tn its W-tnx responsibilities to the public, die gas industry has prepared specific data and inhumation not only for the pro tection of gas utility plants and personnel but for the general public as well- You are probably familiar with the releases which have been made advising the general public what to do fit the event of an air raid, but yon may not be familiar with the deta'led instricticos which have been issued to all Air Raid Wardens through the Office of Civil ian Defense. This information, based on authentic experiences under actual war-titue condtt ons in several of the European nations, gives assurance that the gas industry will continue to live op to it* safety record even if we should W sdbject to the terrible destruc tion of attack from above. Fortunately, this MISS KAREN FLADOES (Chicago, Illi nois) : I told Mr. Kershaw that 1 would have no report to make today because our program is in the process of development. I woold like to tell you something about the system of Home Economics Women in Business and something about the way our work can tie so directly into the Home Safety program. There are something like over 700 Home Economics trained women in the business field dealing with food and cloth ing and equipment tdfl tics. In that 700 there are more than 150 Home Economics women in Home Service Departments and Utilities, directly contributing to Home Safety through teaching women the proper use and care of equipment of all kinds, lighting, small electric appliances, large electrical and gas appliances. scans unlikely at tins moment, and it may, therefore, be more appropriate to mention what the gas industry has done to keep gas equipment serviceable throughout the dura tion. The shortage of new equipment has made this an imperative problem especially as there was a pcturtwl hazard from old and obsolete ejispiiutt which normally would be replaced but which now most be kept in operation. It Is rtnw oeafiew to sy tint the indiwtry recognized this problem very promptly and hws taken a number of practical Steps raugmg from pfajska) repair to the wide ifirti ibution of booklets like "Unde Sam Wants ft Tn Last," and "Keep `Em Cooking," covering hoed and restaurant equipment In the clothing and texfie field we may run into more hazards in that field from now on than before, perhaps because there will probably be more dry cleaning at home with the difficulties of having it done out side, and in the care and preservation of food. 1 might also mention that we have found this summer, particularly with so much home canning going on in homes, that there have been many hazards in home canning but many of these* terrific hazards could have been avoided very easily, it seems to me, if we could get every one to follow directions, because this matter of Home Safe ty is like religion: "U doesn't apply to me. For the heart, the gas industry is coo- It applies to the person next to me," or thuim: to stress safe appliances and safe in "You need religion worse than I do," what stallation threeqh a three-fold program in we are talked to about Home Safety. volving the ommifartums, the utility com panies, and the Testing Laboratory. Each year requirements are made more stringent and move comprehensive with the end in view tha| achhuU most he prevented at all costa. Contributing to Home Safety programs U not at all new in the Home Economics in Business, but a definite program for the over-aO picture is; it is in Che process of development and we hope to have agmething to report next time. (Applause) THE CHAIRMAN: Wc hope, before this meeting is over, to have an opportunity for yon to ask qnratium of the speakers. The next organization is the American Hume Economics Association whidi has a perfectly obvious interest in Home Safety. Wc shall bear from M ss Karen Fladoes, National Chairman of Home Safety, Home Economics Women in Business, representing THE CHAIRMAN: We next come to the organization that has been active in this field for many, many years. 1 refer to the American Red Cross, whose representative most of you know and have worked with in this and other ways over a long period of time. We* are fortunate in having with us Mr. Richard W. Thrush. Assistant National Director from Washington, D. C. 218 32nd National Safety Congress, 1943 MR. THRUSH : lu making tiiu report (or interwoven relationship has been a source the First Aid, Water Safety and Accident of great strength and effectiveness. Prevention Service of the American Red In the fiscal year which closed with the Cross, it might be well to indicate at the end of June, more than thirty-seven hundred very outset that the trends of the year have instructor training courses were conducted done considerable to establish in our minds by the First Aid, Water' Safety and Accident an increasing appreciation for the part our organization may and can play in this great enterprise for safer homes. Naturally, and that certainly applies equally to all of us who are today working together on this task, we are humbled by the tremendous response bility that is placed upon os. By the same token, we are impelled to make something of a sensible appraisal of what we are but fitted Prevention Service in this country. One hun dred sixty-eight of these courses were held for the qualifying of accident prevention instructors, an average of exactly eighteen instructors being qualified in each of the hundred sixty-eight courses. By the end of the year six thousand, eight hundred fiftynine certificates had been issued for the com pletion of home accident prevention courses. The giving of courses in home accident pre to do and how we can best contribute to the vention is now well under way and going common cause. forward with increasing momentum, both as As most of you know, our organization out of an experience extending as a matter of reported record as far back as 1910, is ccxnmitted to the belief that in these efforts looking to positive action aod a change of habits and attitudes into right directions, the best results, so far as we arc concerned, are obtained through education under quali fied leadership. It is for that reason that our emphasis has always been, and now is, upon definite courses under qualified instructors, and leading to the issuance of Red Cross certificates. In malting this statement there is no thought of separating the fundamental purposes and the traditional procedures of one part of our combined service from that ol the other two. While first aid, water safety and accident prevention as such have each their distinct places in the general pattern, they are all three bound together by the one purpose of contributing to the safety and to volume of production as to quantity and quality of authoritative materials made available. And we promise to be doing better by you in the months umocdiately ahead. It is well to recall that the Red Cross has been passing through a promotional stage in home accident prevention for nearly a now, with ten million and more check lists sent into homes year after year, and much publicity and wide distribution of printed ma terials. These efforts have been valuable, just as were the first aid cars that toured the rail roads of the country, or the hundreds of life saving demonstrations put on to arouse in terest in the earlier days. But we are happy to say that while we are not forgetting the values that He In promotion and publicity, we have readied the point where accident prevention as a Red Crass project is taking its rightful place through certificated courses along with the other phases of the program. the personal security of the individual mai^ Io speaking of these other phases of the woman or child. It is scarcely necessary to * program we must not forget that it is con explain to you, all of whom in one way or servatively estimated that there is today one another, have a share in the volunteer work currently trained first aid person in every of the Red Cross, how by the very nature of third home throughout the entire United its national set-up, its chapters, and its mem States. Nor does one need to look farther bership plan, the Red Cross is peculiarly than the swimming places for an of fitted for reaching great numbers of people how systematic instruction has increased both with its specific courses. This is especially die sportsmanship and the safety of a recrea so because of the long established polity of tion which has come to be almost universal placing emphasis upon cooperating with these among us and which is, after all, quite dosdy parallel and companion organizations, as welt related to our home life. as with industry and the governmental agen cies, including the armed forces, in training for them their own leadership for intimate work within their own groups. Truly ** Actmlly we do not regard accident pre vention in the home as a circumscribed field; anything that has to do so importantly with the basic unit of society is wide in its im- Home Safety Section 219 plications and m its effects, aod by the same roMoiig can be approached from many dif ferent ways. Each organisation represented hen today has its ova opportunities and its own responsibilities. It is the purpose of the Red Cross to continue to serve through its channels and its normal relationships as best it may. We want to go on record, too, as agencies, in various phases of the safety movement. For example, the important pio neer activities of the New York State De partment of Health in the Home and farm safety field, under the guidance of the Na tional Safely Council, should furnish a stimu lus for competitive interest and activity else where. saying that we appreciate the opportunity af 3. The utilization of this committee as a forded through the National Safety Victory sensitive point of contact, with the entire Congress to stand shoulder to shoulder in safety field, and particularly through cross this combined attack. representation with the National Safety THE CHAIRMAN: Another organiza Council. tion on the list is the American Public Health At the start at least, it is assumed that Association. Their representative is your this A.P.H.A. committee will confine its in Chairman, who has been asked to say a few terest primarily to the field of home acci words. dents, ft bring here that the educational ex DR- ARMSTRONG: There is as yet little to report, as the A-P-H-A.** activities have not yet been actively hnmehed The Associa tion does, however, thoroughly recognise the part that it and its cmstitiml agencies, partiedariy the state and local departments of Kwliti should play in die several phases of the safely usovwent, m cooperation with, and under the guidance of the established and more experienced agencies in this field. The Association is officially represented upon the Haase Safety Advisory Committee of the National Safely Council by Dr. Edward S. Rogers, Assistant Commissioner in the New York State Department of Health. At this meeting the Association is represented by Dr. Donald B. Armstrong of the Metro politan Life Insurance Company. perience and technique of health departments, and especially of field health representatives, such as public health nurses, can be used most obviously to the advantage of the American family in the home, where persuasive rather than compulsory or legislative instruments arc apt to be most pertinent. Health depart ments are also beginning to manifest ah in terest in farm safety in the farm home as well as on the farm generally. Certain health departments, particularly official state or ganizations, are also becoming increasingly equipped to take an active interest and re sponsibility in the industrial health field and in the control of industrial accidents and dis ease. Finally, alter tbc war at least, there may develop new njrs in which health de partments, through the application of its epidemiological procedure, may find ways The Association has created a special com to contribute to the great work long ago mittee on the prevention of accidents, sis a initiated by the safety movement, in the coo udi uwwiiim of its Standing Committee oo tid of street and public accident*. Administrative Practice. This committee will hold its first meeting at the annual conven tion of the American Public Health Associa tion In New York City on October 13th. Not The membership of the A.P.H.A. Sub committee on Accident Prevention is at pres ent as follows: having met, the activities of the Association Dr. Donald B. Armstrong, Chairman, through- this committee ran be forecast only Third Vice-President, Metropolitan LHe In in general terms. Its functions, however, surance Co. seem to encompass: Dr. Edward S. Rogers, Assistant Com 1. A study of what state and local health departments and other public health agencies are now doing in the safety field, thereby accumulating a body of Information that is not at present available. missioner, New York State Department of Health. Mr. Stanley Kershaw, Home and Farm Safety Section, National Safety Council. 2. The we of this information, by way of example and otherwise, to stimulate more active participation on the part of local health Mr. Tom Burke, Greater New York Safety Council (Secretary of the National Organi zation of Local Safety Council Secretaries). 220 32nd '`` `lat Safety Congress, 1943 Miss Rath Kahl. Industrial Hygiene Nurse, U. S. Public Health Service. Dr. E. I_ Stebbsns, Comm'ssioner of Health, Ncu' York City. Dr. D. A. DukeJow, Director, Public Health Education, Minnesota Dept of Health, University of Minnesota, Minne apolis. Minn. Dr. \V. \V. Batacr, Director, Bureau of Health Education, American Medical Asso ciation. * Meeting with this committee at its first conference in New York will also be Dr. Henry F. Vaughan, the Chairman of the Administrative Practice Committee of the A.P.H-A. and Dean of the School of Pre ventive Medicine at the University of Mich igan ; Mr. VY. Graham Cole, Director of the Safety Section of the Metropolitan Life In surance Company, as well as Dr. Reginald M. Atwater, the Executive Secretary of the A.P.H.A. D. B. AxmstsonC. M.D., Chairmam Subcommittee on Accident Prevention of the A.P.H.A. CHAIRMAN: The next organization is the Boy Scouts of America, represented by Mr. Lew Hall. MR. HALL: Since the National Safety Council meeting of 1942, the Boy Scouts of America has continued its promotion of home and farm and other types of safety which are related to its program, as energetically as was possible with the handicap of a greatly depleted personnel. The majority of our 544 Councils have had a turnover of Scoutmas ters, ranging from 65 to 80 per cent. In addi tion to this, our professional personnel, in common with other organizations, has been greatly affected by the War. This cooditiou is now becoming stabilized, and we anticipate a very considerable expansion of all parts of our program in the next year. The National professional staff of" the Health and Safety Service, which ranges over the entire country, has increased its activities during the last twelve months to a very considerable extent. The function of these men as they visit Councils is to study the Local Committee*! Health and Safety plans, to suggest ways of improving it and promoting better relationships with other or ganizations interested in similar activities. Each Local Council has its own Health and Safety Committee, which, while primarily concerned with the protection and education of Scouts, is, because Service to others is part of the Scout Program! also concerned with the reduction of community accidents. One feature which our professional staff is active in developing and in which we believe the National Safety Council would do well to study and duplicate, is the development of demonstration teams of boys to give exhibi tions in safety skills to public groups as well as Scout Troops. These trams often demon strate skills related to farm and home safety (including first aid) to luncheon dobs, church groups, state, county and community fairs, lodges, American Legion and Veterans of Foreign Wars meetings, and conventions. To be more specific, the demonstrations con sist of such things as: safety in fallmg, the proper marking of stairways to prevent falls and the method of walking down stairs to avoid falls, use of axe, firearm safety, bow to sharpen knives and axes, and personal and general first aid. It would be impossible for us to give yon even an approximate idea of the work dooe by our organization fat this field, as rerords are not kept except by the 544 Councils con cerned. We can say, however, in addi tion to their work and that of our field staff a great deal of safety material has been dis seminated through our National and Regional Offices. Six tunes a year wp issue a Health and Safety Magazine, and twelve a year we have one or more safety articles in our National Scouring Magazine. During the last year twdve National Training Schools for Scout Executives have been conducted. Each of these schools has two days given over to safety, health. Emer gency Service and Pre-Ranger Training. The carry over of safety instruction from one activity to another seems to be quite well established; for example, the effect of teach ing first aid on accident prevention and the increased precautions taken with kitchen cut lery as a result of experience with edged tools in manual training courses. Safety seems to be as much a product of thoughtful ness as it is of tcchniqoc; however, as the teaching of techniques is a great stimulator of safety thinking, it is increasingly desirable that much more attention be given to the Home Safety Section 221 Tft"1 carrying on of safety. training pro ject* and that emphasis on the spoken and written word be discounted. In connection with the great peed tor increasing instruction on the <d safety, it is urged that the National Safety Council implement the made to it two years ago by the findings cemmittae that It develop a prac tical trawiug program for instructors who, in torn. wiO become teachers of community groups. Tlx importance of such instruction couracs for teachers can hardly be over-esti mated. Faihue to conduct such courses is one very weak link in a program admirably conceived. It would not be fair to complete this re port without adding two points: the first to tell you that the Boy Scouts of America has developed during the past ten months a pro gram of safety training which potentially is as great a (He saving effort as any instituted by any organization. We call it the PreRanger Tramog Coarse, ft comprises the IS things most important for men to know before entering Am Armed Service of our Country; th ngs that cannot be acquired in a brief training period, bat which need a long, slow period of preparation and all of which have long been a part of the Scouting Program. Men who have acquired these skills have a tremendously increased chance of living through the War and returning home to enjoy the benefits of freedom secured by their efforts. Specifically, these activities are--physical fitness, tong distance hiking with park* die me of the axe, the practical use of the rope, iblkirf, wartime aquatics, orientation, night nurd and mapping, ob servation and identification, concealment and cover, firearms safety, wilderness sanitation, personal first aid and cooking. To Stanley Kershaw and the Home and Farm Safety Staff of die National Safety Council, to Arthur Rabwcdcr, Vice President of the National Safety Council for Home Safety and Harold Minor. Vice President for Farm Safety, we wish to express the sin cere appreciation and congratulations of our organization. The work which has been dooe by the Council as a result of the energetic efforts of these men has been of tremendous importance. We have no doubt that plans are now tinder exxisideration for an expansion of tbr program which will bring to the Country more definite leadership on the part of the Council a new trsinii ? program. These are two of the greatest Ai A fine start has been made, and we say to all of those organizations that are active, in cluding our own, "Let's get busy and do it better next year." To those who are as yet asleep, let's urge a great awakening and an effort proportionate to their possibilities. This is everybody's job- THE CHAIRMAN : Mr. Halt s inspiring presentation gives us an excellent idea of what the Boy Scouts arc doutg. He also has given us several concrete suggestions which I am certain the administration will wish to take advantage of. The next organization is that of the Camp Fire Girls. Their representative is, 1 be lieve, Mrs. Elaine Grable, Executive Secre tary of the Chicago Council of Camp Fire Girls--Mrs. Grable. , MRS. GRABLE: With the advent of the war. Camp Fire Girts drew up an over-all program for the duration called "Service for Victory." Under a five-point plan two points include safely activities; Home Service foi Victory and Preparedness for Victory. Girl: repair household equipment and take the Ret Cross courses in Home Nurs.ng and First Aid for Juniors. They have made them selves familiar with the emergency regula tions issued by their local OCD and have helped to prepare their homes against pos sible emergency. They have checked their homes for safety hazards, such as unpro tected wiring, slippery rugs, fly rags, badly placed furniture, obstacles an steps, incom plete medicine chests, and overloaded attics and cellars. Safety has always been an essential part of the Camp Fire Girls program, but more than that, we have wanted to make the sub ject appealing to youngsters, to make it seem an adventure. The sceptics once registered a point when they called safety "negative.*' Therefore, we derided to present our projects in a positive way, not full of "doo'ts" but full of "do's." Our first project along this line was called "Skillful Living.** We urged' the girls to "Be modern. Be up to date. Learn how to use the shiny new tools of today, and Iearn how to use them skillfully." Visits were made to airports and coastguard stations, where the youngsters learned about weather 222 32nd National Safety Congress, 1943 ' signals and Hying devices. They went to dairies and learned the' regulations and pre cautions for the cleanliness of milk. They attended soil conservation demonstrations and learned about the control of soil erosion. They studied forest fire prevention, city .water systems, food markets, safety regula tions for their towns, gas and electric devices, and the provisions made in their cities for sanitation and the prevention of ri*** In each instance the girls' object was not only to learn what safety measures had already been taken but how* they could be of further help. After these visits they were given indi vidual tasks in accident prevention, udt that ranged all the way from constructing closets in their homes to fire extin guishers and electric fuse charts for their homes. The enthusiastic response to this project from oar members gave us the go- ahead signal on future techniques for dis seminating knowledge of safety. Our Annua) Project for 1943 has been "Serve by Saving," in which a mythical little character known as Vickie V-Homc has been the safety leader. To be a member of Vickie V-Horoe's Victory Vanguard, Camp Fire Girls have had to sec that their homes met the V-Home requirements put forth by the OCD in observing air raid precautions; caring for, repairing, or making new house hold equipment; caring for younger children; many have taken the Camp Fire Girls Baby Care and Child Care Courses. For senior Camp Fire Horizon Club Girls we prepared a three part Quid Care Course, in which older girls are learning to act as Child Cure Aids (with doe regard to safety measures); a Farm Aides Course; and a Hospital Aides Course. In the July'issue of McCall's Magazine several pages were de voted to the work of Grand Rapids Horizon Club Girls in hospitals. AH these projects are national in scope "Serve by Sharing,** oar Annual Project- for 1944, is now being distributed. And in this, Susie Savebealth will be the safety leader. To be members of her Posture Platoon, girls must make nutrition charts; earn-honors in Health Craft, First Aid, and Home Nursing aod take the American Red Cross Junior Course m First Aid or Home X ursing. Newspapers throughout the country this year printed stories about two Camp Fire Girls who made practical application of their knowledge of safety techniques. One was the story of Marianne Lynch of Atlanta, Geor gia, who saved her baby sister's life when she accidentally drank poison. The other was the story erf fourteen-yearold Carolyn Nelson of Denver, Colorado, who rescued a twelve-year-old boy from drowning after he had fallen from his bt- cyCle into a lake. Carolyn received our or ganization's national life-saving award. Camp Fire Girls arc learning not only how to be competent and responsible citizens but are communicating their knowledge of skOlfuf living to their families and communities. THE CHAIRMAN: Miss Gladys Ward, representing the American Home Economics Association, wfll tell us about the activities of tiie American Home Economics Associa tion. ,* MISS WARD: It is a great privilege for me to represent the American Home Economics Association and at the headquar ters in Washington they very kindly did as I suggested, sent out a questionnaire with regard to just what the different state asso ciations were doing in this work. You might be interested to know that ever so many of them sent back a report: "We are not haring any state meetings this year, thus complying with the government's request for restriction of travel." However, there are a number of states that have active Home Safety work in connection with their indi vidual state associations. I should like to mention a few of these states that have quite active work in Home Safety. Of course we know Nebraska has for a long time; New York has; and last spring Virginia ap pointed a farm and home safety committee to take charge of the work. In Moutana, ever since Miss Brandon was President of the National Association, she has been Inter ested in Home Safety and they are conduct ing a very active program. Although no longer President of tbe As sociation, she is still active in the State oi Montana. Thai, of course, we know tint Minnesota has long been in. Mr. Erickson has fathered and mothered tbe work there. I happen to know a little bit more about our Illinois State Homes program because we Home Safety Section 223 began about twelve years ago. in a very tion. The great influx of workers to fill the modest way, until now this year we arc car demands for labor in the industries producing rying some phase of afety education in two- war goods made it absolutely necessary that thirds of the state,--I mean actively carrying homing be provided in the shortest possible it, not just talking about it We have en time to house these workers. rolled over 5,000 farm and small town fami Commissioner Enunerich of the Federal lies to do two thing*. The first thing they Public Housing Authority has stated the promised they would do woold be to make policy that fire prevention arid safety inspec their own homes safer and the second thing tions are to be made at all housing projects they promised to do was to report any home and that each oi the ten regional- directors accident which they had daring the period ttpll employ a qualified fire and safety engi from July 1st to December 1st, and to me neer as a member of his staff to carry out it' is very interesting indeed because of the this work fine results that we are getting. As of August 31. there were 563,806 war For example, at a meeting a motiier came to me and said: "Miss Ward, some of our neighbors that had unsafe stairways have re paired their stairway since they signed that enrollment card." 1 chink when we can get personal participation such as that--that is they felt they had an obligation to perform to make those changes, something that would housing units under development and man agement by the Federal Public Housing Au thority. These units are distributed in 1919 projects and 498 different war localities and new duellings are coming in at the rate of 1000 a day. We also have about 132,000 units in the low-rent housing projects which were built or at least started before the war. make their homes safe, I think even though in view* of the restrictions in supplies of perhaps everybody doesn't do it, that pres vital material and, therefore, the necessity for sure, that individual initiative, is a very using substitutes, it is impossible to avoid valuable by-product and 1 want to end this the increasing use of materials that are un very brief report by paying tribute again to desirable from the fire hazard standpoint. the National Safety Council and especially The great haste in which the job of new to Mr. Kershaw, who is at all times very housing must be done and the difficulty of helpful in giving advice and m also suggest obtaining skilled labor also contribute to the ing literature, posters, and other means of problem. Added to these factors is that of the making safety really live. He has done a great variety of types of tenants who flock in very fine job. to occupy the houses, many of w*hom have THE CHAIRMAN: Thank you. Miss Ward. We come now to the Federal Public Hous ing Authority. Mr. J. Felton Leach, National Housing Agency, Washington, D. C-, i* the speaker. MR- LEACH: You may think that I am little conception of the care that is needed on their part to make their near homes safe for themselves and their neighbors. You can, therefore, appreciate to some ex tent the magnitude of the safety- program in public war housing. You can appreciate also tbe dire need for competent fire and safety engineers to effectively carry out this pro straying from the nfijtct of "Home Safety" gram. Now added to these factors is tite but I want to give you the picture of our fact that the Army and Navy and the war safety program from the beginning. I expect industries have absorbed practically all the to get a tot of help from this Safety Con available supply of these men and you can gress vfcldi will be of benefit to our safety see that we have a vital personnel problem progiam la the Federal Public Housing Au as well. thority. As most of you probably know, tbe Fed eral Public Housing Authority is conrcmcd at present with the building of housing fa cilities f<v war workers. These houses arc necessarily of a temporary nature designed to house workers near industrial areas, Army and Navy establishments, etc., for the dura The Job of tbe Fire and Safety Engineer The Regional Fire and Safety Engineers arc concerned with projects from the plan ning stage through the actual development and into management. Plans and specifications are studied so tliat corrections in design and additional safety 224 32nd National Safety Congress, 1943 features within our war condition limitation* may be included before the actual construc tion is started. We feel that this is the nrost important part of our work because fire and safety hazards are much easier to correct oo plans than in the finished building. In study ing these plans and specifications the- safety engineers consider all possible angles from the fire prevention and safety standpoint; from fire resiliency of construction, fire falls, exits, to porches and band rails. While projects are still in the planning stage, we have been able to make the homes more safe by additional clearances of heating appliance, the removal of flammable shelves from above cook stoves, the provision of pressure relief valves on water heaters, back draft diverter; for gas water heaters, changing location ui windows above cook stove and nriui * other items. Water supplies for fire-fighting, distribution of hydrants and street. lighting also arc given price consideration in the planning stage. are badly over-burdened because of oar projects, we have been able to give some assistance through other governmental agen cies so that the facilities may be brought up to the standard we consider necessary. Ruoipsctioa As soon as possible after occupancy the Regional Fire and Safety Engineer another inspection. On this trip he instructs the management and maintenance staff in va rious things that they can do to prevent fires and accidents. Other inspections arc then made at speci fied intervals. Our most hazardous occu pancy buildings, such as war apartment* and dormitories are inspected at approximately 60 day intervals, and other project develop ments are inspected at least once a year or more often if the Fire and Safety Engineer finds it necessary to do so for the purpose of maintaining information as to safety con ditions. Initial Inspection After construction has started on the project, the Regional Fire and Safety Engi neer makes an inspection to see that the plans are being followed and td discover any additional hazards which may be corrected during construction. During this visit he is. concerned also with street and ground safety. He is able at this time to determine an ap proximate vehicular speed limit to be set at the project. Hazardous conditions which may be present on the project ground^ such as deep ditcher steps at- embankments, km places in side walks which may accumulate ice In winter time, and other bad walkway conditions are also considered during this inspection. The police protection facilities are investigated for adequacy, and recommendations for watchmen or additional policing are made at this time. The fire protection facilities are also investigated and lemmmendations are made if additional facilities are needed. In some instances, we have had to install com-, plete fire and police departments where proj ects are located in isolated areas. We try at all times to work our projects into the local community protection facilities we have no desire to get into the fire and police department business. Our policy is to work with local protection agencies if available, and where the protection facilities As you will note from the foregoing, we have interested ourselves in the structural and mechanical features more *" in an actual home safety campaign. I believe it can be readily seen that this was because of the large number of projects and the rapidity with which we have buDt them. The enormous work loud is readily apparent and to maintain the present standard plus an adequate, within-tbc-bome safety cam paign would take a considerable number of men. As I have stated before, we have been uhable to fill our jobs at proem modi less have sufficient manpower to carry on a very extensive home safety educational program However, as a step in that direction we have began to issue a series of posters starting with the most cornmoo and serious hazards-- "smoking in berf*--and other forms of careletsoc&s. It is hoped that these posters will, in a somewhat dramatic fashion bring about cooperation in all forma of safety. As stated before, I expect to a lot of ideas bads with me which will be used, and f shall certainly appreciate suggestions from any of you. THE CHAIRMAN: We have already heard from several organizations directly In terested in the women's field. We will bear from several others. We come now to another orgaaimtfcn of Home Safety Section 225 very great importance in die women's field, an outstanding pioneer, the General Federa tion of Women's Clubs, and I believe the often Is comparatively simple--so simple in fact--that the remedy often takes nothing but a bit of common sense. program is to be presented by Mrs. Byron, It would be well if the clubwomen of the the Treasurer of the minor* Federation. country gave some consideration to the study MRS. BYRON: The General Federation of Women's Clubs combined m this nrfminsatration the Public and Home Safety Com mittees. There have been four programs printed--L Public Safety. E Home Safety. of what ii being done for the "Latchkey Children*'--the dtildren whose parents work and who are left to their own devices a good part of the time. They often become vicocu of carelessness somewhere along the Une. UI. Conservation and Safety. IV. An Addi The housing problem in war-boom areas tional Home Safety Program. The General Federation of Women's dobs --the largest women's organization m the world--wants to aid the all oot War Pro gram of this country by the saving of human life. They want to keep America strong by protecting the family at home, at work, at play and on the street and highway*. It is our aha to arouse public interest hi Home Safety by the appointment of a Qaairman for each State Federation. She ha turn projects the program that Is best stated for t^er State and the communities therein. We urge the cooperation with already existing Safety Organizations and we encourage sdfiaspcctioa of home* and the nse of home safety check list*. We urge the coopcntxm with school programs and a home "Oeaa does present a definite challenge to the club women. The infant mortality rate has always been alarmingly high. Many new babies are com ing into the world with fathers in the service and young mothers anxious to get back to work. This has created another problem. It might be well to give mothers end pros pective mothers an opportunity for a coarse in mfety as it relates to the new little life. When we realize, that according to cer tain statistics, the home accidents are more numerous than any other class, it should give die dobwoman food for thought because the home is her territory and she should ask hersdf daily "What can I do about it?" There ore no laws governing oar homes as far as accident prevention is concerned. Up Week." When we realize that the two ages in It would be wdl if a study were made of the existing laws pertaining to Home Safety; and that each honamikcr take an intensive course hi first aid. Today, with the shortage of doctors, and the home anything but the safe place it was Once colled. It is well to consider, possibly, that the home should be die first line of defense. Military fronts are matters for military judgment; the home front is every body's business. Responsibility for the uotneroos off-tbe-job accidents rests on the shoulders of the women in this war emer gency. W are becoming increasingly aware wfasch the highest accident rate is recorded are from five to fourteen--the active child-- aod from twenty-five to sixty-four--the adult in the productive age group--our pro gram needs adjusting--and with serious con sideration relative to those two periods in the life span. Today, with -the tear-age worker becom ing a reliable asset in industry, he should be protected at besne as never before. He is going into industry without any previous training or background and creating new serious accident problems with which the home may have to cope. of our abilities as well as our responsibilities. Today die United States Government is The present serious manpower shortage can the country's largest employer. These are be greedy alleviated by the reduction of lost not all white collar workers--for nearly fifty time doe to home accidents. The hand of per cent of them are engaged In the manual every American woman should be oo the job trades and are exposed to accidents and every day. health hazards in their industrial occupa Clubwomen realize that the war has brooght many extra duties to them but none that is so important as home planning to promote safety. The came of an aoridoat tion. It should be an added responsibility of the hnmmiiker that they are free from home hazards. If a serious accident happens to a worker's wife or chOd ha is IZkdy to 226 32nd National Safety Congress, 1943 be shaken and worried and thus be ripe for an accident.on the job. This is one of the things that we can preach and try to teach but there i$ no way that we can compel home safety. Home Safety should have a very definite place in the Post-War plans of the General Federation. THE CHAIRMAN : I will revert to an other age group. Next on the list is the Girl Scouts, represented. I believe, by Mrs. Jabez Pratt. Regional Chairman. MRS. PRATT: lit the fall of 1$ shortly after the three-year promotion period began, Home Safety was given a fine start through the adoption of the phrase, "Half a Million Future Homemakers" as the theme of the National Convention. During thi period the half million has almost reached the three quarter million mark mod the num ber of those who have become safety-minded has sJtown a parallel increase. From the records of the ten to fourteen year age group we find that Home Safety badge figure* hare risen from 2,181 to 5,092, an increase of 133 per cent. AH of the age groups fell in line svith this emphasis and the records of both the younger and older girls show similar trends toward an increased personal responsi bility in doing their share to make home a safe place to live in. Cooperation with others, individuals and organizations, has proved the key to success in the development of this field. First In the home itself as a mother-daughter project . where with the aid of check lists home haz ards were detected and corrected together. At the point of correction the men of the family, lather and brothers, were often brought into the picture also and in this way home safety became an adventure m family cooperation. Locally Home Safety projects offer a valuable opportunity to cooperate with the fire departments in Fire Prevention Week and with local branches of the safety coun cil or safety groups of the Chamber'of Com merce. For example: In Baltimore, Marylaltd, the local branch of the Safety Council prepared a manual to help the Girl Scout leaders present the Home Safety badge more effectively to tbeir girls. Forty-eight kodachrome slides were made of the girls carrying on various home activi ties. These . illustrated both the right and wrong way of doing things and were used to bring home the need for care, observation, and accuracy. A teaching kit including the slides, demonstration materials, home inspec tion forms, and reference books was prepared for each consultant. Throughout the coarse an attempt was made to convince the Girl Scoots of the fact tint "Safety, is an essen tial feature of skillful living and that injuries can easily be avoided by applying onpie common sense principles in our everyday life." In Westfield,'New Jersey, one troop took Health and Safety as a project for Girl Scom Week and every afternoon in two windows of the Public Service building they fmonstsated safe and unsafe practices in the km. Posters made for the windows flounad the points they planned to cover, jmfc as right and wrong nays to boa. to cook, and to clean. In Bayoo, Puerto Ram Troop Ka 4b had "Improvement of die Home" m k mi its favorite projects, taking noav of what a> needed'to better and beautify their komt. worked out a plan of activities that cnotd he used as school projects and the rttffirra vm allowed to bring furniture from heme bar repair under the instruction of the teachers. A week for Hi was set aside in the school year for home care and through the cooperation of the v teacher who helped an awuuhlaig the nation necessary In tarry on nek a p In Hartford, Connecticm. die pris made scrapbooks from newspapa- <%ngi d arddents as they were written ^ in dm Uy press, noting after each one vtit uktr pre cautions might hare been used so peeved the aeddent. They carried on tins pmjrrt for six months whde they were working on First Aid and it did usoch to moke them oomciom of safety measures and the need for them in their own bowdnMs In Columbus. Ohio, the Gad Scouts worked with the Chamber of Commerce in the report ing of home accidents- Forms "for use in reporting every accident, regmrdtem of how minor in nature, occurring in the home or on Ue premises around the home" were dis tributed to the troops. That this meant a serious obligation to these children was shown by one returned Home Safety Section 227 by a twelve year old. Carefully filling out each question as follows: IVho IVos Injured: point out hazards, aod emphasize safe prac tices whenever they are part of cooking, laundering, care of the house, ur any other homemaking subject. For example, in Febru Name--Mrs. Jones--female--white--my ary 9! this year wc published the first of mother. When Did Accident Occur: Date--May 18, 1940; Time--7:30 a. m. several articles on home canning which wanted against home-canning methods that we feel are unsafe and unsatisfactory. Of course, wc knew that women would not be it'here Did Accident Occur: Kitchen--at the sink. canning in February. But we also knew that millions of women who had never canned before, were planning to can this year be Hoic Did Accident Occur: Washing dishes-- cause of the food emergency. We wanted to give these beginners early and ample warning. Describe Accident in Detail: Teapot was chipped in the spout--victim ran finger across chipped piece--made a clean cut For more than 40 years Good Housekeep ing has maintained special facilities for mak ing technical and actual-use investigations of ti'hot Kind of Injury Resulted: Cut--From what: teapot tip. What part of body: finger tip. household appliances, foods, cosmetics, cloth ing, and nearly all other kitxls of consum ers' goods. Our laboratories, kitchens, laun dries, and other workshops employ more than Miscellaneous Information: 60 people, including chemists, engineers, home Did injured person require medical atten tion ... ...................Yes Did mjored person go to hospital................No Did vsitWvd person die.................................. No If recovery, length of time incapaci tated ....................................5 minutes Reported by: Joy Smith--aged 12 years Girl Scout Troop No. 1. Dmv mi report: May 18, 1W0 economists, and other trained workers. In making our product investigation*, safety in design, construction, and perform ance is the first thing we look for. If a product does not have this essential require ment, we talk it over with the manufacturer, and make specific recommendations for the product's Improvement. As a result, we have been instrumental in making safer many products that are used In millions of homes. Good Housekeeping docs not accept the far Tltia Spews fas Additional Information: advertising of products that we feel have un I had jot had a course in First Aid for my Girl Scoot badge. The cut bled freely aad 1 applied gauze to stop the Heeding at the proper time and place. Then I applied iorfwv and let dry- Then I put a dressing on for a short time to give the wound a chance to heal. THEN I THREW AWAY THE TEAPOT! THE CHAIRMAN: Thank you. Mrs. Pratt Is Christopher Brooks here, the Associate Editor of Good Housekeeping Institute? necessary hazards. Among these are such things as flammable cleaning fluids and poi sonous insecticides. But there are products whose hazards are less obvious, and whose advertising we also have refused to the tune of many thousands of dollars. Early this year we turned down the adver tising of a well known line of home-canning supplies. We had no quarrel with these products. Our Investigations Hail * sltoum them to be good. But the manufacturer's in struction booklet recommended a method of home canning that wc have found is unsafe MR. BROOKS: For more than 25 years Good Housekeeping has been publishing articles designed to teach its 10,000,000 read ers how to prevent accidents by following safe practices in their homes. Besides run ning feature articles about accident preven tion, it is part of our editorial formula to and unsatisfactory--the oven-canning method. We told this manufacturer we could not advertise bis product unless he revised his instruction booklet. He refused to do this, on the ground that our stand was far too conservative in view of the great food emer gency which demanded that all food-conserv- 228 32nd National Safety Congress, 1943 ing facilities be used. loiter, after the canning muoq had opened aid *r*\A*** reports began to trickle in, this --**,,rfn.trf*r took prominent space in every newspaper in the country, warning people not to can by the oven method with his products be cause of the hazards involved. Next year are expect to carry this manufacturer's adver tising again, but with a new instruction book. THE CHAIRMAN : We have heard from the Federal Public Housing Authority. We now have on our program the National Beard of Fire Underwriters. Mr. T. Alfred Fleming is the Director of Conservation. Mr. Fleming also represents this organization on the Home Safety Advisory Committee. MR. T. ALFRED FLEMING (New York, N. Y.): Mr. Chairman, Ladie* and Gentlemen: We are intrn itut. utmlly, in all types of safety, but particularly ha fare prevention. We have embarked on a y*> tem of education, realizing that --If you inform the houseowner about different baa* ards in the borne you are not going to have the cooperation. This was done a good many years ago in the development of a book entitled "Safeguarding the Home Against Fire." Millions of copies have been used. The latest copy is out this last year and mil lions of copies have been given out. It been given free of cost in individual f*M>t but I think there is a four cent charge lo quantities. That doesn't begin to pay for die cost of the book. Later we developed another book; on safe guarding the farm against fire, which out this year. It is going to all farm owners. Then we have a book on home safety ** gets to the high school student Of comse we have a great deal of literature on fire pre vention that we couldn't begin to 'mention became of its variety. We have used wwtlww of copies. What we do tell you Is to educate die public in the new haxardsas they come out A good many years ago it was the National Board of Fire Underwriters that developed and organized die Underwriters Laboratory. Practically ninety per cent of all the gadgets and tools and appliances you use in the home, very much uf the material you use hi the construction of the home in order to make it safe; carries the stamp of approval of the Underwriters Laboratory. One other feature and I am done. A good many years ago we developed a blank for a system of home inspection. The call for that blank was so great that it had to be reproduced. I am sure over twenty-five types and million* of copies have been distributed in connection with this present fire preven- tiou program in which all the Urge natioml organizations are particularly Al ready millions of copies having that home in spection blank are being They have to do with the inspection of homes to eliminate the fire hazards in those homes. THE CHAIRMAN: You filled in your time very well, Mr. Fleming. I shall now ask Mr. Percy Bngbee, General Manager of ti e National Fire Protection Association, to give us his three-muratc re port on that organisation. MR. PERCY BUGBEE: Mr. Chairman. Ladies and Gentlemen: Our association, Ilka Mr. Fleming's, is interested in a partkdar phase of home safety, that of fire preven tion, but it is an important phase. Thou sands of women and children are burned death bi bones every year. A major loss ot life from fire ocean in homes. There are about a thousand home fires every day m this country, and so. of tonsc; it is a major part of this home safety problem. There are varioos ways that tins home fire protection problem has been attacked. I think one of the most effective Is the one that Fleming imrartnwrd--the use of school chil dren is home inspection work. I think per haps more effort and thought and concrete results have been seemed in the fire field in actual home inspections by children than perhaps in other safety fields but tint has been going on quite a long time and is very widespread around die comxtzy. It seems to be an effective way of getting die simple causes ef home fires reduced or dimhftted. Most all of oar home fires are due to those very simple things. Another method we have been trying to promote is to get the paid fire departments and the volunteer fire departments through out the cotmtry to make at least once a year and preferably twice a year a simple home inspection of every home ha their common!ty to point out fire hazards to the home own ers. That has had an growth. It started a few years ago and now hundreds H Qme Safety Section 229 of cities are following that practice with very good effect. Wc have a very large amount of literature on home fire prevention that has been dis tributed very widely and we have had very excellent cooperation from the organizations, some of which have spoken today. The Boy Scoots and the Girl Scouts and the ffT Fire Girls, the 4-H Qub organi zation. have bees extremely helpful and practical about their fire prevention programs and we are very grateful to them for H. A couple of years ago we were my mneb interested in getting the Federation of Women's Clat* to adopt a resolution and set up a practical plan for home fire preipullou which they recommended to all clubs so that we for the first time felt that wc were making headway in a field that up to that time we were disturbed about, as wc tad net been Mile to get the women's organi zations an help ns. Now we are encouraged to believe that they iwnginar that this land of work is im portant and desirable and that we will make grcaSer headway in the future. One thing that I dunk Mr. Flaring might have said but potass feu modesty prevented him was that his organization and New York University have incamly produced a very excellent text book on home fire prevention and material for schools. Thirteen states out of the 48 now require a certain amount of fire prevention educa tion. We don't think that legislation is par ticularly the answer but there is a lot of fire prevention education going on in our school system and of course we have prepared, as have other organizations* procedures and plans for those texts and courses. Our asso ciation is deeply interested in this division of the National Safety Council and is anxious . to provide any of the groups who are con cerned vitk the fire end of this problem with all the help that we can. Thank you very much. Illinois): Mr. Chairtmn, lafc sad Gen tlemen: As Mr. Fleming has told you, we are with the National Board of Under writers. The problems of safety iurulved rdTM^***^ as well as mechanical cqripment. Our field is the testing of equipment, mate rials* devices of all sorts which enter men fadnsfia). commercial, as well as the home ocogmocy. Speaking particularly regarding the home, oar problems have involved testing equip ment and devices relating not only to fire bat to accident and to theft. Confining it still more narrowly to the home accident problem, we have investigated and approved many de vices which are in daily me in the home, not only as items of necessary equipment for preparation of meals and for enjoy ment of radio programs but also items ap plicable to the maintenance o! homes. One of those, a typical thing, which illustrates this phase of our activities, is a floor treat ment material. Recently we have had oppor tunity to test many things such as floor waxes and similar materials to be applied to floors which do not only preserve their condition but also to render them safe. Another phase which we had the good fortkme to investigate and which we were able to raise to a higher standard b typified J>y the washing machine wringer. You aD know of the many and very serious acci dents caused by such devices. Through the Cooperation of manufacturers who meet with us and who were willing to specify a higher standard of safety requirements for such devices wc were enabled to develop a testing program to work out these require ments oo a definite basis. The manufac turer submitted the equipment and wc found greatly improved conditions. We believe; as a resift of that program* which of course like many others of our programs* is io abeyance during the war, emergency, but whkh will be revived at the end of that time, it will contribute to the improvement of home safety conditions. THE CHAIRMAN: The third link in the ftiin of agencies in this fire prevention field from which the National Safety Coun cil benefits through cooperation is the Underwritefs Laboratories. I believe > Mr. Syd ney V. James is here. Mr. James, we are glad to hear from you at this time. I might give you quite a catalogue of the materials and equipment that enter into these different phases but time won't permit and probably it would not be sufficiently inter esting. You know wc arc a professional organization. We are like the doctor and the lawyer. We have to wait for our client MR. SYDNEY V. JAMES (Chicago, to come to us and bring his device or ma- 230 32nd National Safety Congress, 1943 terial or equipment to us so that \vc can test it So there are many lines that we have not entered due to the (act that sufficient interest has not yet developed on the part of those manufacturers to bring what they have to us. That, in general, is our field. THE CHAIRMAN: Thank you, .sir. We come now to the National Congress of Parents and Teachers. Mrs. L. W. Hughes is First Vice-President. MRS. L. \V. HUGHES (Chicago, Illi nois) : Mr. Chairman, it is a privilege to represent the National Congress of Parents and Teachers with its membership of 2,685,000, organized into 28,000 local units. The safety program is a very important part of our work. We are concerned with the fact that in our latest information 30,000 people were killed in home accidents and the thing that is so terrible to think of is that recent statistics tell us that based on former records and statistics from 2,500 to 3,000 children under one year of age will die of accidents In this country. That makes it a vital problem to the parents and teachers of America for we put a great deal of stress upon our safety program. In the first place we issue a safety man ual. We have just authorized the issuance of a new manual which will be out in a few months for the use of our units. Two or three of these manuals go to every local unit of .America, to every one of the 28,000. They will use this for study programs in all of those little communities, large and small, of America. This tells them--starts off with safety at home. A graph shows that of all the home accidents--16,600 of them are oc casioned by falls. Then the next lot is by bums--5,200. That of all the accidents, two out of three fatal home accidents are occa sioned by falls and burns. Then it shows the location of home accidents. They know what the greatest casualties are, that on the stairs twenty-three per cent of the accidents hap pened, and so on down the list. It is a very valuable, a very concrete presentation of the subject It shows what kind of fatal accidents occur in the home, why do home accidents occur. Then it treats falls, fires, and bow the Parent Teacher As sociations can aid in the prevention of home accidents. So we think that is very valuable and in the new manual we are to have defi nite study courses. The Parrot Tochers Associations, in their separate comnmitica, cooperate in "Gean-Up Week"' and they remove a great many fire They also cooperate in. "Fire Prevention WedL* Our national monthly publication is pranl- ing safety even more than in the past; emy month there is to be some article, **--tJg to do with safety in this magazine. Our latest publication, "Comnnaaty Life in. a Democracy," devotes one chapter to safety, Chapter 15--"The Conswaity Watdies Its Step," by Frank \V. Hubbard, Director of Research. So we feel. Mr. Chairman, that the Na tional Congress is malting a very fine effort to put the safety program over, not only for the home but for the school and the com munity. THE CHAIRMAN: Thank you very much. We will now hear from Mrs. George W. Jaqua of the National Council of Women. Mrs. Jaqua, how would you like to take about three minutes to tell us about the National Council of Women and then per haps another two minutes to say a tittle something about the Home Safety program of the Office of Civilian Defense m Indiana? ' MRS. JAQUA: The National Council of Women of the U. S. Ino, founded in 1888, is* an association of autonomous women's organizations, whose individual membership numbers approximately five mil lion, through which is made possible an in terchange of ideas and factual information on a nationwide scale. The Council acts as a clearing-house and as an information and service bureau for its membership which is composed of national, state and local groups. The Cbmcil Board and executive officers are so coosckms of the message of the Na tional Safety Council, that each individual carries it wherever she happens to bev speak ing for its projects and aims, and endorsing its programs. Not all of this personal contact can be recorded in detail becansc it is a continuous operation and, we believe, an effective means of dissemination of the Safety CoancQ's ob jectives. * However, to record tone of the channels through which we have been able to assist in arousing women to the realiza tion of their responsibility in the campaign Home Safety Section 231 to prevent accidents, may we list the follow ing: 1. The distribution of National Safety Comal material to member organizations of the National Council of Women and to representative civic leaders throughout the United States. 2. Assistance in the formation of a Women's Advisory Committee. 3. Preparation of material on safety for inclusion in organization bulletins. 4. The National Association of Colored Women, at the request of the National Coun cil of Women, is establishing state safety committees within its organization. 5. In an effort to dramatize safety educa tion, the National Council of Women has recommended to local leaders that they urge the formation of safety councils or commit tees in thrir home towns if. one does not already exist; that industrial women be ap pealed to to interest themselves in the safety committees now operating in all plants; that local OCD offices or war councils be urged to emphasize safety. 6. Contacts have been made by us for the Safety Council's representative with such organizations as Midshift Movies, the New Haven Railroad, etc, to promote the incor poration of the safety message into those organizations* own educational material. 7. Contacts made by os for the Safety Council's representative to present projects to Good Housekeeping Magazine and the American Women's Voluntary Services. 8. Suggested "safety** as the theme of the Annual Meeting of the May Wright ScwaD Indiana Comical. 9. Was instrumental in the publication of a safety message in the press release (dip sheet) issued by. the National Kindergarten Association to editors throughout the United States. This is a partial summary to indicate the type of promotional procedure the National Council of Women has undertaken for the National Safety Council. May we assure yon of our continued support whenever the opportunity arises. We hope that these con tacts have furthered your cause. Now, for the Indiana State Defense Coun cil : Last year the manpower needs aroused the thought in the minds of the Executive Committee of the Indiana State Defense Council that home accidents played a large part in creating those manpower needs. We also felt that it offered a direct problem to a defense council within a state, if it were to be adequate to the charge laid upon it. So we brought that idea to Chicago to the National Safety Council and found a wel come response from Mr. Kershaw and he, witli his assistants, worked out with us a state-wide program. It was largely a shot in the dark. One speaker said yesterday "It was one of the arrows we shot in the air." As yet, we do not know where it fell. We don't know with what repercussions It fell, but we are confident that we did spade work in arousing interest, in varying degrees at least, in developing a consciousness in minds where it probably never existed before, that there is a problem of Home Safety, that it is of particular interest m these war times. Now our methods, to be very brief, settled upon a campaign, a tegular procedure. It started by a proclamation of the Governor, with press releases, radio programs, magarinc articles for organization publications, and manuals for training of the block worker, because in the Civilian Defense organization we felt our neighborhood groups, under the Agricultural Division and the Block System, were a natural medium through which we might reach the individial homes. In order to make that effective we developed with the National Safety Council a manual of intro duction and instruction to these block work ers before they took the check lists. We dis tributed in Indiana more than half a million check lists. We thought we would have these with the pledge sheet but you find various reactions to that. Some want to do it and others do not. They do not want to give a household's name on a_ pledge, so juu left it to your individual locality as to thrir request in this matter. Consequently our findings are not com pletely tabriated. They caimqt be. We be lieve m certain follow-up procedures, but those programs all will take time. We hope to find out where our arrow fell and we hope that it fell with good results. We feel that wc had a challenge to do a job and at least we have started. We have 232 32nd National Safety Congreu, 1943 been die inspiration for otter |ronpi bdag organized within our state. The year before, in connection with the work of the Fire Underwriters, we did work on a similar program regarding safety in homes and we printed and distributed the cross-section of a bouse, which I believe some of these organizations are with, pointing out the fire hazards. We also in cluded that in our state manual. Mr. Bugbcc knows something about that This shows what a State Defense 'Cottfual can do if you utilize its organization chan nels and its organization units. THE CHAIRMAN: Thank you. Miss Celia Howard, National Chairman on Policies and Procedure, will repost for the National Federation of Business and Professional Women's Qdn MISS HOWARD: Among the 16 pro grams designed for use by the 1700 dobs in the National Federation of Business aul Professional Women's Onto, Inc. for the club year 1943-44 is one entitled "Accidents --Koemics of Efficiency." This is set up so that the chairman of .this meeting not only ha* the needed information am accidents with which to introduce this subject, bat several plans--any of which, if followed, will make for interesting and instinctive discus sion. "It is not enough to have a meeting about the safety campaign and ask mmewie to coom: and talk to you about if runs the advice accompanying these meeting plans. **If yon are actually concerned with accidents and their prevention, you will set the meeting up as a clinic for self-examination, and the formulation of some course of pre ventive action. Such a dime should at least four phases of the aoddeut prob lem ; in industry, on the streets and the high ways, in the office and in the home.** Then follows the description of the various types of meetings winch might be staged, a list of questions for disqnsrion and a biblio graphy giving further sources of information. Reports now coming in from dubs show that the program on safety is being selected by the majority of dobs as one which is of special interest to our membership. Follow ing the advice given to the program chairman, we do not fed that one miering Is enough and, therdore, in our awga- rine, INDEPENDENT WOMAN, which goes to some 73,000 members, there will be reminders throughout the year in the shape of articles, safety cartoons or "follow-up" information which wll keep this question of "safety" and its part in the var effort constantly before an audience of wom en who work in some 400 occupations in this coaatry. Special onriinrs an office, industrial, home and traffic safety. Issued fay the National Safety Council, are being listed in oar offi cial magsrimy and requests for and other safety information testify to the grow ing interest in the nbjed. In this effort to make "safety** an im portant part of the Federation's 4%Vnsim the War and Winning the Peace'* program, we have been greatly helped through cm nilCations of oar profession] staff with Mrs. Ann Barnard tiae Director of the Women's Division of tbe National Safety Council I do not believe I could dose this "report digest" m a more fitting way than by ac knowledging this Indebtedness and the very real help the services of the National Saftry Council have been to us and to oar member ship. THE CHAIRMAN: We had a brief refer ence concerning tbe activity of the American Public Health Association. We now come to another organization in the public health fidd, die National Organiza tion for Public Health Narring. Mrs. J. HPratt, of the Girl Scoots, presented tbe pre pared Ms. of Miss Hcide Hcnrilaa^ In dustrial None Consultant of the National Organization for Public Health Nursing. MRS. PRATT: The Industrial Nursing Section of the National Organization for Pttiic Health Nursing supports industrial nurses in all phases of their program, one of which it tbe extension of the accident pre vention program to indode the home as well as tbe plant. The industrial nurse knows it is the total number of days lost that are significant in production, not merely the days lost because of occupational disability. Therefore she joins hands with other safety-minded workers in programs to reduce accidents wherever they occur. She has many opportunities for parti cipation, directly and indirectly. One nurse. Home Safety Section 233 after studying the report of the sick benefit association which provided family benefits, asked penmitioo to talk to the women's auxiliary of the union twice a year, preced og each period of semi-annual house dcaning, because of the high incidence of injuries as sociated with house cleaning. Another nurse offered to equip and inspect first aid lots before the opening of each fishing and bunt ing season, jnst for the opportunity to empha size the need of being careful. This service opened tbe way for discussion of first aid kits for the home and the need for prevention of accidents in the bonne. These are examples (hat cocfd be multiplied many times--of how industrial nurses stress home safety. They have opportunities through individual con tacts, group conferences and visual educatioo devices to promote a home safety program, and more and more nurses are making this a part of their routine service. THE CHAIRMAN: Thank you. Every am feds the great opportunity which the nuse has for home instruction in this field and it is gratifying to know that the Na tional organization as well as the State and Local groups of nurses are increasingly al.ve to this opportunity. Because a malm an our program has to leave before we might reach her in tbe ordinary course of this series of reports, I shall go next to the representative for tbe Woman's Home Companion, Miss Katharine Clayberger, Associate Editor, from New York City. We shall be glad to hear from her at this time. MISS KATHARINE CLAYBERGER: Mr. Chairman, Ladies and Gentlemen: We have been stressing the care for tbe young baby m the home. 1 was very much interested, in going through some old issues of our magazine, to see that in 1890 there appeared a little article headed "Boxing the Baby." That title rather startled me until 1 fcnmd out it was the forerunner of the baby pen. One of our readers had developed the thought of taking a bo* and padding it with blankets and keeping the baby safe out of the way. That Is interesting, now that we have the baby pens. Two articles appeared this year in die Companion touched on Home Safety, one in June entitled: "Does This Ever Happen In Your Home?1* and one in January, en titled "Have You A Little Hazard In Your Home?" Another article was "Your Home Of Tomorrow." Another one which came out in September was "This Is Your War Work," pointing oat what members of die community can do in looking after women. Another one was "Do You Know How To Fix It?" look ing after electric wiring, etc. And in Novem ber we are going to have two articles: "How To Mend an Electric Wire" and "Keeping Well By Keeping Fit," and in knowing how to keep well and fit many hazards are avoided. In addition to this material we arc also very happy to work along with the New York State Home and Farm Advisory Com mittee, with Mr. Rkkards and Mrs. Hendriksen and Mrs. Barnard, in charge of the Women's Activities for the National Safety Council of New York City. I have been happy to serve uo tbe advisory committees and shall be happy to give what ever help and support l can in extending this program to every woman. Thank you very much. THE CHAIRMAN: The not is the American Women's Volunteer Services. We shall be glad to hear from Mrs. Barnard. I might also say, as most of you know, that Mrs. Barnard U on Um staff of tbe National Safety Council, in charge of the relation with woman's organizations. MRS. BARNARD: Ladies and Gentle men: Miss Grace Allen Bangs, who is the chairman for the Home Volunteer Services, and Miss Katharine Devine, who is in tbe Safety Section of the Metropolitan Life In surance Company, .because of transportation difficulties were unable to attend and they wanted me to say a word for them. They have a wdl organised safety (dan in which an able "worked and was carefully edited by the A. W. V. S- Committee and the National Safety Council. This was sent out early in July to all \niti urging tbe making of a detailed committer report and what type of program was most suitable to the local unit on the local IcveL The response has been good and the follow up is now being done. We hope this will reach 325,000 manbers. So we will be able to report better later. THE CHAIRMAN: Thank you. Next we have the Sporting Anna and 234 32nd National Safety Congress, 1943 Ammunition Manufacturing Institute. Mr. C- S. BedefI is Acting Secretary. MR. BEDELL: The Sporting Arms and Ammunition Manufacturers' Institute has always recognized a responsibility to the public in that its members offer merchandise which can, if improperly used, cause injury or death. Therefore, when the Institute was organized in 1926 it adopted a policy of eliminating, wherever possible, inherent sources of danger in the use of arms and ammunition products. Through the instrumentality of its Tech nical Committee, many safety measures were recommended and adopted within the industry itself, such aa: Marking of chamber lengths on shotgun harrels. Marking of corresponding shot shell lengths on cartons, and in some cases on the tubes, of shot shells. Wanning notices ou shot shell cartons containing special-purpose am munition developing higher pressures. Warn ing notices against insertion of smailer-gauge shot dells in chambers of Urgcr-gauge guns. Warning notices on appropriate shot shell cartons against use of ammunition in obso lete arms. Warning notices oo cartons of 22 caliber cartridges against possible danger to others at extreme ranges. Establishment of proof-load standards -^or testing of shotgun chambers at pressures greatly in excess of normal. Warning against use of smokeless powder in Damascus or twist steel barrels. Drrdopmcnt of special alloy steels and other nwwU affording greater inherent safety in the construction of firearms, has been utilised in the designing of thoroughly mod ern weapons to accommodate extra-highvelocity rifle cartridges. To insure against possible diambering and firing in existing arms too weak structurally to handle them, these ultra-modern rifle cartridges are de signed specifically to prevent their fitting in any other known rifle chamber. Two other Committees of the Institute, those dealing with Simplified Practice and Promotional Activities, co-operate with the Technical Committee in their respective fields. The Committee on Simplified Prac tice acts to discontinue throughout the In dustry any cartridge whose ballistic perform ance, from the standpoint of safety or other wise, is unsatisfactory. The Committee on Promotional Activities carries oo through the sales organizations of the Member Com panies such organizational action as is neces sary to insure proper information and in struction of field personnel. But the Institute recognised that these steps to put Its own bouse in order were only a necessary preliminary in its fight to prevent hunting accidents- There were in creasing reports of such accidents. While investigation proved this apparent accident increase to be due largely to more efficient reporting services by State Game Depart ments, it was also revealed that increased hunting in certain concentrated areas had caused some actual increase in accidents. It was further revealed that supervised shooting sports such as skeet, trapshooting, and rifle shooting had continued to increase with a negligible number of accidents. This proved conclusively that proper education and instruction of children and youths (heavi ly stressed in supervised shooting) could prevent .accidents, and indicated the advis ability of educational efforts in this direc tion. by the Institute aimed at the shooting public. Accordingly, the Institute created a Com mittee for the Prevention of Accidents with Firearms, composed of representatives of every phase of activity of the arms and ammunitions industry. This Committee has worked both independently and in cooperation with State Game Departments and governing associations of shooting sports and conser vation and other organizations concerned with safety problems. The tame alotted me is too short to describe all the preventive steps taken by the Committee but I will recount a few of its major efforts and accomplish ments. , (I.) Ten Commandments of Safety The first material released was a terse set of rules entitled "The Ten Cotncnandmenu of Safety*' which covered rules considered bask in the safe handling and use of sport ing firearms. Copies of the "Ten Command ments'* have been included in every carton shipped by any gun manufacturer, irrespec tive of whether it contained a new or re paired gun. Since 1939, over 3,050,000 have been distributed by Member gun manufac turers. Over 5,500,000 copies have also been dis tributed by State Game Departments, bring- Home Safety Section 235 ing total leaflet distribution to over 8,550,000, while at least 18 states have printed the `Ten Commandments'* on their licenses or in their various publications released at or about the4 opening of the bunting season. The 4H Club# also distributed over a quarter of million copies in leaflet form. (2.) Poster Program Supplementing distribution of the small leaflet, over 15,000 copies of a large card board poster containing these same 'Ten Commandments" have been supplied by the Institute and distributed by various sources, including the Boy Scouts of America, the National Rifle Association, and by Company Members of the Institute among gua dubs and various places where hunters congregate. With the active cooperation of the Mil waukee Chapter of the Izaak Walton League, 5,600 doth posters, sice 17x22. were used in a test campaign in Wisconsin in 1940. These posters were erected and 50,000 of the rules in leaflet form distributed throughout deer hunting sections of the state, with the help of tiie Conservation Department, sports men's dubs, hardware stores and others. Both fatal and non-fatal accidents were ma terially reduced that year and the Milwaukee Chapter of the Izaak Walton League ex pressed its belief that this decrease was due at least in part to the test campaign. In view of this success, special art posters, printed rn three colors on watciVroof ma terial were used in 1941 and 1942 extending this safety poster program to include six leading big game states--Maine, Michigan, Minnesota, New York, Pennsylvania and Wisconsin. In the two years these art posters have been in use (and in which a total of 74,000 have been distributed) reported non-fatal accidents from the six states named have dropped 8.4% despite modi stricter laws requiring the reporting of shooting accidents. Fatal accidents have dropped .18%. In 1943, the program is again being ex panded to indude, in addition to the big game posters, distribution of new three-color poster# aimed at the hunter of small game. These are being distributed in Illinois, In diana, Michigan, Minnesota, Oklahoma and Pennsylvania. In alt, a total of 92,000 posters arc being distributed this Fall. (3.) Safety Motion Picture In 1942, the Institute released a motion picture to promote safety in the use of shoot ing firearms. TbU film "The Making of a Shooter" was photographed in full color and produced in both sound and silent versions. To avoid all semblance of lecturing, the sub ject was approached from an inspirational angle. The lessons in safety were incor porated in an interesting plot, narrating the experiences of a typical teen-age American boy who attended the various national trap, skeet and rifle shoots, and who hunted in tire field, absorbing instruction bit by blL This film has been distributed through the various State Game Departments and many organizations and groups interested in sport and safety. As a result, despite gas ration ing, which has materially reduced meetings, especially in suburhan and rural areas, dis tributors' reports show 'hat the picture was exhibited to over a half a million people in the first year. These reports show distribution by various organizations and groups as follows: Name No. of films Total Assigned Audience State Game Departments .. Boy Scouts .......................... 4H Clubs .............................. Ft Leonard Wood ............ Pensacola Naval Air Station ...........'.................. 67 13 6 1 1 417,475 14,640 11,246 16,500 6.700 Institute Members .............. 8 National Safety Council... 2 2,992 1,865 Marathon County (Wi.) Safety Council ................ National Rifle Assn............ Reserve Library .(25 films on hand) ......................... 1 6 6,119 949 28,507 506,993 Reports show that while only approxi mately 37% of the audience reported to date is children, newly awakened interest by the schools of the country is pushing till# per centage upward rapidly. (4.) Institute Radio Program During the 1940 hunting season the Insti tute sponsored a radio program over ten midwestern and southern radio stations, called "Shooting Adventures of Famous People", designed to increase shooting and game re storation. Safe handling of guns came in for direct attention in several of the broadcasts. 236 32nd National Safety Congress, 1943 Throughout the uiicv, listeners were urged to join sportsmen'* and gon dubs, through which they could avail dunuelva of expat supervision and instruction in the safe han dling of sporting firearms. This program was very well received and undoubtedly was helpful to the cause of safety. (5.) Handbooks of Rifle and Shotgun Shooting Two Institute booklets "Handbook on Small Bore Rifle Shooting" and "Handbook on Shotgun Shooting", while primarily de signed a* aids to improved shooting, have heavily stressed safe gun handling. More than 330,000 of these books have been dis tributed. We are convinced that they have contributed materially to the cause of safety. (6) Publicity In connection with the various activities listed, an intensive publicity campaign has been carried on by the Institute's Sports men's Service Bureau through outdoor and general magazines, newspapers, and .other publications The Institute's regular Bi weekly News Bulletin and various special timely bulletins have stressed safety meas ures and revealed the availability of safety material for distribution. Throughout the program, the Institute has solicited and utilised the advice and the co operation of such organisations as the Na tional Safety Council, the Boy Scouts of America, the various State Game Depart ments, the National Rifle Association and many others. It plans to continue this policy. It believes that, with the, full and con tinued cooperation of other groups vitally' interested in the prevention of hunting acci dents, such accidents can be kept at a mini mum* THE CHAIRMAN: Our next speaker is Mr. Curtis Billings, the Secretary of the "Off-The-Jab Accident Program of the Na tional Safety Council." , Mr. BiUings, I think it is rather interesting that we generally, from an Industrial point of view, classify home accidents as "Off-TheJob Accidents." I rather 'expect a good many women in the home probably would not ad mit that they are off the job, Mr. Billings. Wc would be very glad to bear from you. MB. CURTIS BILLINGS: I am quite sure I can fhake this very brief. The main fact, the only fad, *s that the Home Safety efforts of all the organisations represented here and many others are bring assisted a great deal by American industry. Moreover, this fact is a new phenomenon. It wasn't true until shorn six months ago. At that time the National Safety Cooncfl btmrhcd its OffThc-Job Safety Program. Tbe program, as I will indicate in a minute, has been well accepted and widely used by industry, be cause ahseuteeism has been such a grave prob lem. The program that the Council developed for use by industry is entirely educational. Home safety is heavily emphasised. We prepared a serif of a dozen posters for nsc on bdlain boards to remind the men and women of the danger of off-the-joh acci dents and the seriousness of them in war time, on the streets, in cars, as pedestrians, at home, and in other., public places which are mainly recreational. They are placed on 200,000 bulletin boards all over the coun try*- We prepared a couple of sound-slide films, one an Home Safety, Three hundred copies of these films are bring shown,, main ly to industrial workers, to influence them to take it easy in their cars and to be other wise sale off tbe job. We prepared six highly illustrated leaflets for distribution by plants directly to workers. There is very little reading matter--mostly pictures. Two of tbe six arc devoted to Home Safety and two others devote aome space to Home Safety. A million and a half were distributed to workers by industrial con cerns. We prepared a series of thirty single column cartoons and feature articles for use in plant publications. Of the thirty articles sixteen were devoted to Home Safety. And these mall cartoons and feature articles are appearing an more than a thousand plant publications throughout the country. Many of them hnve huge circulation. I am confident that we can say that Bul lions of war workers and others are being rracbed directly through this one median alone. And then we pdd'fhcd a little leaflet en titled "Plant Meetings on Off-Tbe-Job Safe ty," so that industrial concerns had safety organizations and regular scheduled meet ings, devoting a meeting or two to "OffThc-Job Safety." We were surprised and gratified that 10,000 of these have been re quested or published by industrial concerns Home Safety Section and arc being used. That means that there are many meetings, hundreds and hundred* of them, every month through industrial con cents, through which the men and women arc discussing problems of safety outside Vhc plant--that is, in the home and cxi the street and in other public places. 1 said this b a war time phenomenon and it is. We hope that wc can so establish **OffThc-Jub Safety" in the rout'ne and regular procedure of industrial concerns that "OffThc-Job Safety" will become a permanent part of the safety program of American in- du&try. I thank yon. THE CHAIRMAN: Thank you. MISS ESTELLE W1NGUEK: {Chicago. Minos*): Dr. Armstrong and members of the National Safety Council; It a* a special privilege to listen in- 2 am just cm of the Safety chairmen of the South Side of Chi cago. that has to do with the under-privileged children. It is very difficult to reach them. 1 tried this spring to have home accident prevention classes. 1 had the very active sponsorship of the Chicago Park District, who gave us Douglas Park and Harrison Park to hnve meetings there. 1 tried to ap proach all our poritiies. the Parent Teachers Group, and I didn't get anybody to come and take the regular American Red Cross nine hour home accident prevention course. 3l*y 1 ask whether tberr are representa tives here of oeber organization* active in Home Safety and Hone Accident Preven tion ? \V> do not pent that this list is by any means a ranfltw one and it may well May 1 at this time suggest that die only way m which I believe it is possible in Chicago and elsewhere to interest these peo ple is through the excellent Civilian Defense Home groups. They cut organize and help in be that there are ocher organualium repre sented here, li yon hnve no report to make we shoufi be glad to hare yon stand up and giving regular el***-- utilizing the many instructors available today all over America trained by the American Red Cross. give your neat and organiration. MRS. JAMES DOWNING: Mr, Chair man, ladies and gentlemen: I represent the Women's Heme Safety Division of the Automobile Club of Michigan and also am chairman of the Women's Safety Committee of Detroit. It has bom gratifying to listen to the reports of this meeting. I have sou oat four hundred letters, including a portion of the President** prodamation, to presidents of Women's Organizations n the City of Detroit, and about SfiOO messages of a little different character to Girl Service MISS HERMAN C. ANDERSON <Prc sident of the Women's Home Division, Hen tiepin County, Minneapolis, Mian.) : Wc have heard about the work in Indiana so 1 am interested Us Miss Jaqua's report and we have cooperated with the schools by pot ting oat pamphlets during "Fire Prevention Week." We are going to have a safety con test, patterning it after Indiana, and we have taken tbe safety course under the Red Cross and we are going, to organize more classes for tint. Squads thronghom the State of Michigan. THE CHAIRMAN: Thank you. Prom time to time we send communications Who rise would tike to add to the report? pertaining to tbe particular hazard of tbe Are there any other organizations that would year. like to be recorded? If not, we still have a Also at have radio programs and send few minutes. Arc there any particular ques notices to papers, etc. We have done & great tions yon would like to ask of any of the deal in tbe publicity line. We have tried very speaker* who are still with us? I suspect tve hard in our effort to bring this message to the women oPDetroh to arouse them actively to tbe need of accident prevention in tbe hone so (bat not only their hones will be safe have lost * iew. I do think we have hrid ou to our audience pretty well, con sidering the barrage to which they have been exposed. It 1* a barrage, however, of but they may prevent absenteeism during very useful information: the war. THE CHAIRMAN: I Hank this meetbgr is ratber unique hi tbe history of tbe Na tional Safety Cornell and in tbe history of the Home Safety Movement Consequently at arc anxious to get the record Complete. Are there any other organizations? Wc have hrid o 'o the audience so well that I am reaobxk-i a little of the police official who bad been invited to address tbe prisoners up at Sing Sing Prison along tbe Hudson River. He didn't know- how to address than. He 238 32nd National Safety Congress, 1943 thought of calling them "Fellow Convicts," but he realized that wasn't right. Then he thought of calling them "Fellow Citizens/' but that didn't seem right. So he said: "Well, anyway, gentlemen, 1 am delighted to see so many of you here/* X want to congratulate those who pre sented the reports to the audience today. 1 think they manifested a high degree of skill in adapting their detailed programs to a very short compass of time. Also I think we have had presented here a remark able volume of information about a great variety of activities by a large number of agencies, representing practically all phases of American life. The records of this meeting should be extremely valuable for reading, for review and for study, and, incidentally, I think we have all been impressed by the fact that there is a growing realization of the importance of the home accident problem. We have entirely too many home accidents. They cannot be prevented by compulsion or by legislation. They have to be approached by persuasion and by education. Those are the devices peculiar to and essential in democracy. It is my impression that today in this meeting we have seen a manifestation of democracy, if not in action then in preparation for more effective action to follow. Thank you very much. MRS. BARNARD: I have just persuaded Sister Mary Carradyu to say a few words. SISTER MARY CARMELYN (Munde lein College. Chicago, Illinois) : We have just started our program. W arc organizing, and plan to make the students conscious of the need for safety. We have been very fortunate in getting from the American Red Cross all the courses that they have to offer and it was through them that we became interested in the safety program. Our program was launched during Acci dent Prevention Week. As yet we don't know what we are doing but we have gotten started and are trying to function. On next Totahy we have our first, assem bly to acquaint the students with the activi ties of the Safety Council and we hope, after that, we will have much cooperation from the student body. They seemed to be Interested and the girls wc have appointed as bends of the departments are very interested. Alter this year we hope to have some thing to report. We started too (ate to have any election. Wc haven't much to offer but maybe next year we will have more. MR. STANLEY KERSHAW: This has been a fine meeting. I should like to add just this one remark, if l may. You know folks we have been thinking of home safety as just a necessity, requiring a steady going program. I would like to tdl you^hat it is really 'fast becoming an emergency, a national emergency. For instance. Dr. Sherwood, of a large' hospital in Milwaukee, the other day said to me: "Mr. Kershaw, we have just got to stop these home accidents. Our hospitals arc becoming so loaded with broken hip cases and other serious disabling accidents that we amply can't handle them." He said: "We can't get anesthetists for love or money, which means we are limited in the amount of surgical work and we are fast approaching a condition where we will have horrible cases because we can't give them proper treatment.'* That means these home accidents arc not only robbing us of our manpower but rob bing us of our hospital facilities and the time of our doctors and the surgical materials, etc. It is a very serious matter. THE CHAKMAN: If there are no fur ther questions the meeting is adjourned. Home Safety Section 239 THURSDAY MORNING SESSION October 7, 1943 Presiding'. Roctt Williams, Assistant Director, The State Insurance Fund, New York City. CHAIRMAN WILLIAMS. I appreciate have good national results until wr hare tbc privilege of acting as yoor presiding offi good local results. cer this morning, because I expect a very gen Getting bade to the industrial experience erous contribution from the audience itself. again, I think that wc have to plan to or That is the purpose of this meeting. ganize the family as it is done in a plant 1 extend (be Council's welcome to you or a department of a plant. and especially express appreciation for your It has often been said that a man's home interest in home safety. I know that you is bis castle, but I am sure wc all agree must be interested as individuals or repre that he is not the boss in the borne. The senting your organizations in home safety or woman is the ruler of the home, castle or you would not be here. hovel, and wc must look to her to be the Before going on, I want to extend my industrial supervisor, the overseer, tbc one personal appreciation, and 1 am sure I speak with authority to make things right. for the audience in thanking Mr. Kershaw and the staff of the Council for their mag nificent and voluminous job. They have gone into all parts of the country and been ex tremely hdpfd in a personal way to each organization. I believe the results will speak for themselves. Now. supervisor and in her normal capacity as a mother, it is quite proper for her to call on the father to correct the haz ards that arc found. It is quite proper for her to assign the various chttdrwi their torn in malting home inspections with ooc of the adult members of the family. I was especially gratified at yesterday's session to note the tremendous growth in interest and participation by so many logical organizations. We need that, and yet we need more than that, a continuing, year- round program on the part of everyone, in order to get the results that we so greatly desire. So, this morning's will be in the nattare of a seminar to exchange personal experiences, so that we all may benefit out of the experience of individual organizations. We are here to help each other. In home safety, too, tbc same principles apply, those same three E*s--engineering, edu cation and enforcement, but applied more specifically tp our own meth <ds. Industry knows a great deal about the application of those three E's, but admits, as evidenced by the attendance at this convention, there is much yet to be done to obtain satisfactory results. Now, in our own field it is going to be necessary for each organization to apply those same principles in its own sphere. Then if we get good results locally in in- diridtnl groups and in the community, we will get good national results, but we won't It is quite proper that alter dinner or at any other appropriate time, as a family group, they can function as a safety com mittee to discuss the hazards that have been found, the methods of correction, and ulti mately to develop rules of safe conduct and good order in the home. That has been the experience in industry. Out of that accumulated activity come the results that have been obtained. That won't be accomplished in a short period of tune, nor can it be accomplished by an annual activity. It must be integrated into the normal family activities, so that the logical parts of it are done each day. I believe that, through the work of these group organizations and the work bring rionc in the schools through the parent-teacher organizations, we will increase the number of older children who will act as super visors in part and as the leaders, to set the example to the younger ones coming into the family group and coming into this home safety group activity. I am sure we all realize that we must be specific in our presentation, whether it be to an organization or to the family. 2-10 32ud National Safety Congress, 1943 We can't go to local organizations or to families and say. "Wc want your coopera tion in safety." It is too big an order. We have to go to them with a specific activity that fits into that family activity. I am saying these things not because we !uve accomplished them in hrcw York; we haven't Our record for the first six months of this year shows an increase of about 20 per cent in home fatalkies. The bulk of that increase results from asphyxiation, undoubt edly attributable to the fad shortage. It is attributable, too, to tbc fact that, Unfortu nately, there is no proper katrodor in a home. The family moves into a Bat by a coal stove. They have never M occa sion to run a coal fire, which is their "" of cooking aod tbeir means of heating. They know nothing about ventilation, or tbc con trol of drafts. There is no instructor these to teach them. They have to learn by bitter experience. With the oil stove aod these other things* there is a similar lack of information. S% ue haw these asphyxiation* which will cost* tinue so long as that condition continues, until we can reach diem with proper diyj. lion. The same is true of the other equipment around any home. There ts not proper fo. struction. I am retn'nded oi the philosophy the Chi nese have with respect to the reading of a compass. They acccirt the north, south, ott and west, but they have a fifth, which I think is very good, and that is where you are. I think Uiat in our discussions, when wc are talking about these steps to be takoi, we want to be sure where we are. We have cer tain records but. unfortunately, will always be so, they are records of fail ure*. There is much to be desired with respect to those records. They will indicate; in a general way, our gain or our loss, but we need much better records. As we get better records, we are going to increase the extent of oar losses, because I think that we are not getting reports on all the cases that occur. DR. DONALD B. ARMSTRONG: Mr. Chairman, Mr. Burke, Ladies and Gentle men : I confess that ( cannot boast 6f having found any secret formula for the solution of this problem. The National Safety Council figures' point out that one-sixth of all fatal home acci dents occur to children under five years of age. Now, if you take the deaths from home accidents in certain age groups, certain younger age groups beginning at the level of twenty-four years and go down, the rate from 24 to age IS, per hundred thou sand, for fatal accidents last year was 53. Going still further down, from 14 to 5, the death rate from home was 29 per hundred thousand. Then, coming to the lowest age group, 4 to rero, the rate was 68 per hundred thousand. So that in all the younger age groups, the highest fatality rates from home accidents are to be found in the zero to 4 age group. Then when you look at the character of these awhfaiu, we may find some dues to the important poems of emphasis in attempts at control. Twenty-four per cent of these fatal acci dents Among infants aod very young chil dren result from boms-burn* from lack of screens in front of fires, boras from bot fluids, especially hot fluids tipped off stoves. We might adopt as ooc of oar slogans for borne safety campaigns, "Let's mU pan-handle conscious." That would accom plish a good deal, jf it could be done. Sixteen per cent die from suffocation. One- bait of all the suffocation accidents in the home occur fat the first year of life--suf focation from too many b^ddotbe*. or care lessly handled bedclothes in cribs, suffocation from pillows, blankets, aod so on. Another type of suffocation accident re sults from children's playing with very articles-~tuarfalesl jacks, and so on--that they get into their mouths, and then into the larynx and choke to death; toys, carelessly constructed toys that come apart, parts come off and get into the throat. Then comes poisons, 9 per ccnl^poiaons from toddlers able to reach carelessly han dled or placed bottles of poison, and then poisons from lead toys, poisons from I pamt used in painting cribs, where the dul- dreu teeth upon the edges of the crib* and thereby acquire a lead intoxication. Those are certain examples of poisons in the Falls might be mentioned--falls off tables off bath tables, down stairs that are im properly protected by screens or gates, ami so on. Hon; i? Softly Stchon 241 I suppose that we must continue, as ef fectively a* possible, to use the various group approaches that we have, particularly to mothers through parent-teacher associations, a publication on infant safety for several months. We have had the advice of about twelve authorities on infant care--pedia tricians, newspaper columnists, etc. mothers' classes for one purpose or another, Wc arc now revising tbc material and wiD mothers who gather at child health stations publish it soon. to receive guidance in the health and direction of their children, church groups, mothers employed in industry. One suggested method of distribution is that the local safety councils watch the newspapers for announcement of birth cer There is another opportunity for the trans tificates issued, and that this material that mission of a message to mothers through the be sent by the local council to the parents off-tbe-job accident campaign. Classes could of the child whose birth was registered. be held, perhaps, by the Red Cross, not necessarily aimed primarily at borne acci dents but where some reference to home accidents might be incorporated la borne nurs ing classes, and similar first a d classes and other classes where mothers and parents are involved. But all oi that, of course, we arc doing. I do think we could give more' attention, finally, to a specific approach to the mother or the father by all the routine home coo-, tacts that ordinary opportunities afford. As to youngsters in the home, we have conducted a so-called borne accident pro gram in the City of Milwaukee (or a period of about twenty years. We never knew where we were going or how we were arriving. We have seen the automobile registrations go up year after year and oar automobile fatalities go down, down. down. But while we were concentrating on this traffic acci dent situation and bringing it down, m spite of the increased exposure and in spite of the fact we are the most congested city in our If wc were a totalitarian, autocratic, dic class, we are forty-four square miles with a tatorial country and warned to control home very high registration, we have seen the home accidents, 1 suppose wc would select a group accidents mount year after year, until a few of home inspectors who would be told to go years ago we decided that something must Into the home and told just what to tell the be attempted on bone accidents. So we parents to do. But we are not that Iriod of started in a meager way. We couldn't get country. Therefore, we have to depend npou much help anywhere. our educational opportunities and our normal Wc have attempted to induce every wom contacts. an's dub in the city, to establish a borne Now, wc have a good many of them. safety committee. We have organized a Nurses, home demonstration agents, borne good many men's dubs. We have circu visiting teachers, insurance agents, gas in larized, through the library, a book mark spectors, meter inspectors, all kinds of people oooe a year, about 90,000 of them. Every go into homes. If we can sensitize those people more than we have to tlteir opportunity to see hazards; and tactfully, intelligently point them out--there, I believe; is a leverage that book that goes out of the library and into tbc home carries a book mark w th a home safety message on it. We haye used various types of home in spection blanks through school children, and we have not 'yet by any means exploited to woman's dubs. ' the tall. Of course it is a necessary Amer ican procedure, necessarily dependent upon the use of an educational contact. It would be, I think, a manifestation, further, of democracy in action. In any event, the prob lem is a very large one. It is not only a war emergency but will always continue to We find a srat lack of proper literature. We have tried to get oat what we codf, with our limited budget. I think we speed two or three thoumnd dollars a year oo borne safety mostly on printed material. We have done about all of the tilings that are known. But in spite of that fact, our be a peacetime obligation of alt of us in home accidents are still increasing way be terested in curbing this very serious problem. yond our traffic aeddeszt rintiao. We have MR. BERNARD LUNDY (National wed our fire deportment, in its voluntary Safety Council) : We have been working on home inspections, for many years. We have 242 32nd National Safety Congress, 1943 tried to single out specific- instances, such as burns in youngsters, fall* in older people. We have tried to attack-them. We have had marvelous cooperation with the press; we have had marvelous radio cooperation. We used radio panel discussions. We have used about every means. But io spite of all these activities our home fatalities continue to in crease. MR. T. ALFRED FLEMING (National Board of Fire Underwriters, New York, N. V.,) : We have gained a great deal by using case histories in our informational material. It is one thing to tell a story and exhort people, but if you can give a few, two or three actual examples that you can verify, you are going to impress the mothers a good deal more than in any other way. Let me give you two examples. One of an insurance inspector, who is In safety work in the City of Minneapolis, and whose wife ought to know something about safety. She had a party in the afternoon, with five women as guests. She prepared a dinner, got the tea wagon with the coffee pot all steaming. She rolled it over beside the table where she could use it. She went in to call her guests to the table. A little tot, who was two and one-half years old, simply tripped over the cord- and pulled the entire coffee pot over on her, with the result that she lasted about twentyfour hours and it was all over. . Secondly: Last winter, when we had very little heat, a mother in Pennsylvania took her chDd out to (lie kitchen, which was wanner in the morning. She put the highchair there, raised up the lid and put the child in. Naturally, she pul die child as near the stove as possible, where she had one of those pans with a handle. .The high chair tray was turned up, so she could put the child in, and she didn't put it down. It flopped down itself, hit the end of one of those pans, and all that boiling water came right over on the child. Those are pretty horrible examples but there are lots of them. 1 find if you can just simply give the mother a little idea of what is really taking place, something you can verify, you are going to get home the mes sage a good deal better. MR. HOBAN (National Association of Housing Officials): 1 simply had a sugges tion relating to the last speaker's remarks. In my own experience with children, it means very little to them to say, "Well, now every day a child is killed somewhere be cause he ran into the street" and so forth. He says, "Well, I don't believe it," and so forth. Then the next day maybe you get the paper and there it is "So-and-sp, two and one-half years old, killed,** but it is never featured in a way so that it is really called to the attention of parents or children. I wonder what the potentialities are of getting the agreement of the press for a cer tain period of time to somehow feature the daily accidents that get about an inch and one-half or two inches in the paper, maybe treating them not simply in a rhetorical fashion but in such a fashion that a moral can be drawn, maybe an illustration. Maybe we wilf have to get pretty gruesome in same of the presentations and use.plenty of pic tures; I don't mean the kind of pictures the cheap press uses, the sensational, the crying mother, that sort of thing, but I mean trying to bring out the cucntnli of what mused the accident. It was the unloaded m, if was naming oat in the street; that sort of thing. I think there we have an imcxplartcd source where we could capitalize oa the ter rible experiences of the type that have been reported by the previous speaker. CHAIRMAN WILLIAMS; Thai* joa I felt that Mr. Flcnnog's remarks were leading us logically to the topic "What makes effective home safety publicity?" on which there will probably he considerable discussion. We are fortunate in having Mr. Burke, Executive Vice President of the Greater New York Safety Council,.who had done a great deal of this work for the National Safety Council and, unfortunately for ns in New York, is returning to the National Safety Council to do that work generally for local councils. Our loss is a gain, in which we will share too, because he will stfll be-avail able to us as a local council. MR. TOM A. BURKE: Thank you, Mr. Williams. Ladies and Gentlemen: I can only tell you some of the things we have done Home Safety Section 243 down in New York City in the past year or so. When we hear about the statistics, the constantly mounting rise io home deaths and accidents, we wonder whether or not we Haven't just been wasting our time. It is a very natural thought. quiz style, appeals to the children and very often to the mother, too. This is the age of quizzes, you know, in newspapers, on the radio, and so forth. We got back 525,000 out of our 700,000 we sent out--525,000 signed certificates. However, I can*t help but feel that, in a New York is a pretty big city, and 700,000 limited sense perhaps, we are on the right homes isn't all of New York, by a loog ways, trade down there and eventually we will see but I hope that during the next few months some results. I liked very much the suggestion that was just made here for a little daily feature to emphasize this problem. I believe we can sell we will be able to carry that into at least 1,000,000 homes, and perhaps in another year, that is our far-sighted objective here, at least in another year, perhaps 2,000,000 homes. that idea to the New York Times in the near I would regard that as one of the best future- ways of really* doing something about this We had a very serious traffic problem there with the dim-out You who live in New York know what that means. When you evogs the streets of New York at night you had just better keep your fingers crossed because it is a perilous adventure. We suc ceeded in interesting the New York Times in canying a little box, feature, with a matter because where an inspection is really made, that home Isn't bothered with acci dent* unless there is something very un usual. It usually means that you have eradicated tbc home hazards; that, plus the nece&mry educational work, means that you are not going to have any troubles about borne acridexits. little, semi-humorous cartoon at the top of Newspapers are another best bet, as we it, and the heading "Death in the dim-out" might call it, in this business of promoting They started that little feature last Janu ary, and it U still going strong, almost a year now. The city editor of the New York Times told me recently about the very fine reaction they have from that little aeries, not only in New York but from other papers aB other the country who show an interest, publicity. About a year ago we got out a little series called "The right-wrong scries," primarily for the New York City foreign language press. We have more than fifty foreign language newspapers, to which no approach, or appeal, had ever been made before. and it has led him to believe they arc just We were able to get the complete list of going to continue k, at least until the lights papers and editors, write to them personally are ooce again shining on Broadway. and send them this little scries, again coining The best approach, H jaems to me. to this problem is through, something direct in the home. Dr. Armstrong made a very interest ing* point there. We can't go into the homes and tell them, "You must do this and this and this and this." back to the fact that (he picture tells the story, a series of twelve right-wrong, show ing the incorrect procedure and the safe pro cedure side by side. These proved very popular and were run in some twenty-right foreign publication*. They didn't appeal so much to the big metropolitan papers, and This isn't the age of regimentation, at least yet three of our metropolitan papers ,uscd la the homes! and I hope it never will be. one or more illustrations from that series. We have used the inspection sheet plan in With those three papers alone we were able New York. About a year ago we used it io to reach a circulation of perhaps a miltion 700,000 homes. We have hopes of using it and a half readers. in a million homes in the coming winter months. The approach is being made, of course, through the school children, tlho. carry the inspecton blank home to the mother, asking the mother, "Will you help me check our house and see how safe it is?" The mere fact that three of the metropol itan papers would take this up, plus twentysix out of fifty of the foreign publications, in dicated that this series was quite worth while. Unfortunately, we are out oi print on it The inspection list, made in the popular now. I don't want to print any more oi 244 32nd National Safety Congress, 1943 them until we get some new idoi and perhaps mjok new &|a to work on. Feature article* are always good, of course. We have found there that ever so often, if we send a little personal note out to the seven or eight leading woman's page editors in New York City, the letter usually pro duces results in a more-or leas limited way, a persona) letter to each of the woman's page editors. If she doesn't handle the matter herself, she will turn it over to someone on her staff. We have been rather fortunate io keeping the Home safety idea before the people in that way doom there. We hayc thirty-five or forty suburban papers, and it Is safe to say that four-fifths of the material that we send out on home safety or anything else, as long as it pertain* to safety finds a spot, usually a generous spot, in a suburban press. The circulation of the average suburban paper is perhaps limited, but when you add up thirty-five suburban papers you have quite a circulation and you reach a lot of people who may not read the city paper. So, we must not underestimate the value of the suburban groups we who are in the larger cities, because chav 2s a real field, I think, for safety education, and I believe it appeals even more to the suburban editor because he is really closer to the homes of his area than the b:g city editor is. Of course, we keep the radio going all the time. We get out a weekly service, with at least two short, snappy, concise articles written in the radio technique. We have found the chart idea rattier ef fective. By the way, this is good anywhere. Yon cao use it if yon will get your home accident statistics and your traffic aorirlmt statistics and your industrial accident statis tics, occupational, and you put them in charts. You will find that your home accident chart is way, way upt towering above aO the rest of them, like a city skyscraper set across from a five-story building. It makes a very dramatic chart. We tape toed that most effectively in a great many meetings, a great many places in New York City, and it never fails to attract attention. I am quite sure that the levels wtO be just about the same wherever yon try h ool It is a pretty good idea. I have another chart that is being pre pared this week. I wrote beck to National for the national trends oo home accident statistics. I wanted to see just bow we were going in New York City. It was rather startling, because I believe the figure was 7 per cent We found in New York State it was 16 per cent and in New York City 20 per cent There is a very dramatic chart right there that will probably be featured in the New York Times and the Herald-Tri bune next Sunday. I have already talked with them about it, because to few people realize how tremendowly important tins home accident problem it If you can get it down in some sort of a dramatic chart, the papers will run it If just those two papers run it we w91 get this before millions of people in New York City. Selfishly, we have another reason for want ing to do it next Sunday became go Mooday we have our one-day Women's Home Safety Conference at the Hotel Pennsyl vania. The use of pamphlets is extremely im portant In our city we have quite a problem because, when we try to give pamphlets to everyone in New York City, or if wc tried that, we would go broke very quickly. Wc do have a little, four-page affair called "Safe homes save manpower." That has been very popular down there. Of course, we have splendid cooperation from all of the various insurance groups. We can call on them for any help ua the home safety pamphlet idea and in any printed material that we want They are always very, very glad to bdp us out MRS, HERMAN ANDERSON (Honkpin County Safety Gftincal, Minneapolis, Minn.): Wc have our Women's Division meeting once a month. Everyone in that dob has taken a safety coarse that was given fay the Red Cross We are trying to reach the average housewife. We pot a pamphlet hi the school during Fire Prevention Week. They had a pamphlet going into the schools on fire prevention. We were allowed to pot ia a pamphlet on safety hi cotawctioo whh that; so it went into the school at the same time. We are going to have a borne safety engi neering contest patterned after CHAIRMAN WILLIAMS: I dm* think anyone can say what activity Is most effective. We can't ever judge which specific thing is Home Safety Section 245 entitled to the gi mtest credit. We know that the combination of all gives so an effective, all-around educational program. Is there anyone in the audience who would like to speak on a specific type of ptifioq that has been found effective? UR. C S. BEDELL (Sporting Arms and Ammunition Manufacturers IniUlaSt. New York, N. Y.) :'Yesterday I spoke of some posterr that had been used by the Sporting Arms and Ammunition Institute io aggrarimately eight of the states in which we km a Urge shooting population Wc have had a series of ax pouter*. each one of them aimed to combat some of tike causes of fatalities that have boon dsaooseted through our research. As a result of the use of 162,000 of those posters in these eight sates, over a threeyear period, we have noted in these states a decrease of 18 per cent in binding fatalities. We don't mean to give credit to these posters for that decrease. Bid in each case the ones who have put oo systematic acci dent prevention programs have bona nnanimout that this has been a very important port of the arork. I just advance that as showing the value of fltnstratiOBS in combatting accidents, at least in the sporting arms industry. CHAIRMAN WILLIAMS: Thank yon very much. I think it is not only a good ex ample of an effective illustration but it is a good example of the seasonal topics that have to be presented. I think education has to be keyed to tbe seasonal or the personal activities, to make it effective, and it will have a cumulative benefit. Is there anyone else whq would like' to speak specifically on this topic, before we move to tbe next one? MR. C. C. FRASER (Dupont, Martins ville, Va.) : I am on a committee in oar plant that steers the safety program for the plant In connection with home injuries, we have always felt that we were groping. Wc have never felt that we had something that really clicked and actually showed results by reducing home injuries to tbe extent that people lost less time because somebody got hurt at home. Io an Industry, the wageearner can be hurt and he will lose time, or any one of the iwmbui of Ms family may get hurt and he will have to take time off for the hospital or time off for this, that or the other thing, or Ms car was nmkd be came tie neighbor's child got hurt. We have never felt that we accomplished a great dad so tbe literature which Is sent to os, which we distribute. Wc tried to cook up a few ideas of oar own. But in everything we have done we have sort of frit as tiagh we were beating around tbe point. In some way or another we wish somebody worid help us. I wouder if the various agencies, insur ance cnmpniar*. and so forth, arc taking MI advantage of the opportunity to use sfiastry, as well as newspapers, srimols and so forth. Are they taking all the ad vantage they should or could? Do they realize tbe wiDmgnes* and the extreme de sire on the port of industry to do everything they can to hdp oat? CHAIRMAN WILLIAMS: Thank you I think that all of you should know, if you don't know it, that the Council has an off-tbejob accident prevention program, and home safety is a part of that. That has been keyed for me through industrial orgmnixations UR. FRASER: I can cover that in a spe cific examples Wc have a policy that, after an employee has been with m for ninety days, we send him a letter addressed to his home. We say. In effect, "You love been a good safe worker oo the job. It is the borne fatjuries that worry us. Please look sroond your home and see what you can do to hnpiorc its safety, for everyone's benefit." This letter, on a duPoot letterhead, aught go to a shipwockcr who is working nights. His wife says, "I# John laid off?" She wakes him. John wakra up, opens the letter, looks it over and says, "So what? Call me at six.* Maybe tbe letter nil get seen and maybe it won't. Wc hove snutuiinrs thought that that letter didn't accomplish everything it should. Regarding specific examples, photographs and so forth, obviously there are certain examples which yon do not dare show. You can't show Tins is the truck that kffled a child" and what not. Any degree of that 246 32nd National Safely Congress, 1943 sort of smacks of a testimonial that Mrs. Jones had shooting pains up her back until she took Dr. X's pills. But sometimes people who almost had an injury, a lucky escape, will voluntarily tell in what manner they avoided that injury. But when some one has actually had an injury, he is not too interested in telling you about it CHAIRMAN WILLIAMS: Of course, the patent medicine business has been a very profitable one. MRS. L. K. NICHOLSON (Salt Lake City, Utah): 1 would like to answer Mr. Fraser's question. Before coming to this con ference, I called the Remington Arms In* dustrial plant in Utah. Of course, you know we have a lot of war industries out there. I asked what the parent-teacher's organisation could do to help the plants, because we know that, when an accident happens to Johnny in the home, the delayed worker is prob ably oo the way to an accident himself be cause of distraught feelings. 1 called the safety engineer of that large plant out there and asked what an organisa tion of our type could do. He said that the only thing he could suggest was that we have one of the men from that plant come to the parent-teacher ortarnation*, because we are a cross-section contacting almost all par ents, to tell them of the program of the plant and bow we could cooperate and help in preventing accidents in a plant.. CHAIRMAN WILLIAMS: 1 think that is a very good comment. Wc arc doing it through the plant into the home, bin H might expedite the work of these women's organi zations if they had a practical speaker from industry itself to ask for their bdp. We don't dare tell them how to do h, but we can icfl them we have a problem mod ask then to hdp us work it oc*. VfR. FRASER: I am sore mdnstry would be more than willang to cooperate. MRS. JAMES N- DOWNEY {Director, Women's Safety Divtnoo, Automobile Club of Michigan, Detroit Mj t.); Mr. Chairman and Myden of the Home Safety Division of the KniOBal Safety Otari: Speaking of publicity. I want to call attention to what me in Ifidapa consider a very serious home hazard. It has not received the publioty is ibodd and I am hoping it will rectift more publicity from this meeting. We are deeply indebted, indeed, to several of the large insurance companies for the very fine material they send out oo home safety. This hazard 1 wish to talk about this morn ing is really the result of a war activity-- our Victory gardens--in other words, a can ning hazard. In Michigan we have had some very serious accidents resulting from oven can ning of Victory garden products. Now, most of the women do not know mod) about chemistry. They don't realize that the steam must have a vent One of the canning companies has sent out very fine directions oo how to oven can, but another one has neglected to tell the proper way of oven canning. In other words, most of the housewives screw tops of the jars down tight. That, of course; results in an explo sion. 1 just want to cite one story to you that I know all about. A teacher, in feet a dem onstrator from a public utility company In a small town near Detroit, came home to can her own tomatoes. She heard a terrific explosion after she had left her cans in the oven; came back. Her waUs and her floor had tomato decorations and shattered glass imbedded all over the walls and and floor, which might have resulted in a very serious accident to her, had she remained in the room. Another accident: a woman who had canned beans was in the kitchen when the oven door flew out and glass cut her arm to the extent of needing to stitches in the arm. I don't think we have been giving enough publicity to this hazard in oar home, and we ought to have snore instructions on it, more publicity. We (fid get the editors oi the women's pages of Ate Mo leading newspapers in De troit to carry feature articles on the top page for two or three days concenaog tills hazard. I do hope we get mere ptilidi/ may be in some of this hope safety instruction that the companies are I wonder if we corid get the statistics com piled this year, perhaps by the National Safety Gooncfl, about how many arriduito have occurred because of oven canning. I would advise almost everybody, lw they are expert, to do open kettle faring Hame Safety Section 247 CHAIRMAN WILLIAMS: Thank you. CHAIRMAN WILLIAMS: That is very That was very valuable. interesting, to know that a specific topic did MISS GLADYS J. WARD (American House Economics Association) : May 1 say the Federal Government's Bureau of Animal Nutrition and Home Economics has put out special information with regard to the hazards of oven earring. That information was re leased this summer. I think that women everywhere should realize that the Federal Government has taken the stand for two rcasous: one is the great hazard and, secondly, for ion-arid vegetables, such as com and any vegetable that is nocari<L the destruction of spores is not obtained meet the eye of so many people at an appro priate time. I think if anyone rise wants to discuss this topic, there wiU be opportunity as we come to some of the other subjects. I would like to have Dr. Corbett take a few more minutes. He is the Executive Secre tary of the Milwaukee Safety Commission. I woold like to have him indicate, out of dor experience, to which he referred briefly, what kind of home safety literature is needed and the potential sources of supply- I think Miss Ward's comments had some relation to that bat there are other agencies, no doubt through oven canning. DR. CORBETT: Mr. Williams, Members Beans, by the way, represent one of those o-non-add vegetables. So that it is a doable hazard. At the University of Illinois, and other state universities, extensive bacterio logical research has been done in, the de struction of spores that resist temperatures of tbe Section: I don't -know that there is much left for me to say, following Tom Burke. He is an old-time publicity man, and anything 1 know 1 learned from him about twenty-six or twenty-seven years ago. (I'm not Idling how old you are, Tom.) such as you get in the oven. So it seems I also learned a good deal from Mrs. to me one large function of an organization Downey of Detroit a few years back. I have such as this is that you can broadcast that had her in Milwaukee two or three times to type of Information which, was released tills teach us something about safety. summer. The example brought out by Mrs. Downey CHAIRMAN WILLIAMS: Wouldn't you like to recommend that each of these women's organizations ask to be put oo the on this canning situation shows tire need, I bdieve, for more literature on that phase of home safety as well as other phases. mailing list of tbe appropriate agency in In that connection, wc had Bernard Lundy Washington ?. up in Milwaukee a coopt* d weeks ago as MISS WARD: Yes, I think that is an ex cellent idea. You should address it to the Bureau of Animal Nutrition and Home Eco nomics, Department of Agriculture Wash ington, D. G. MR. RAY SEIDEL (Rochester Chamber of Commerce; Rochester, N- Y.) : Miss Mun son of the Gas and Electric Home Service Department called- me and said they were having over 100 calls a day from people wanting to know why the jars woe ex ploding, and so forth. They had been trying to tell than, hat they thought if it came from a different tuwet maybe it erorid bdp. The Safety Conned was able to gat a pretty good idea in the paper that had a pretty good Splurge aboti at A lot of cmlH that they got fedlowing that were in regard to the article. In other words, it did definitely prove that accidnti were cat dowo sad peo ple had become interested m boar to prevent an expert on borne safety, in consultation with various organizations there; in our home safety program. It so happened he was talk ing to one of the newspapermen. That night this man went borne and told his wife about this canning situation. Just as be waa talk ing about it, be was called to the telephone. About the time be picked up tbe receiver be beard an oplooce. Tbe jars were ex ploding * tbe oven and. I guess, blew tbe door off the oven, and so forth. Tbe fcOowing day, tbe wife of tbe di rector of oar big radio station was -doing ease *"--"g that night and they bad an crplnaioo. He suffered severely. That brought out the poize hum Lundy, "Let's make a survey and see what is occurring." We called oar emergency hospitals, and they had very meager records became most of the accidents of this type do not require hospitatuatiaa. those things. Wc contacted the utility companies and 246 32nd Notional Safety Congress, 1943 found that we were haring a great deal oi this type of home accident, with the result that Lundy was gracious enough to write two or three very well-done articles which our papers used and our radios also used They pounded array on it two or three days, and I think we practically licked this propo sition as far as we possibly could with our meager efforts. But this is just an instance of the type of home fatality that does require more literature and that does require more instruction. It is something, as Mrs. Downey says, that is facing us today due to the Victory garden situation. I liked Tom Burke's right-and-wroog methods. We use that a great deal in all of our publicity activities in Milwaukee. 1 believe very firmly in this: Instead of trying to plow 360 acres, let's plow me acre and plow it thoroughly. We have done that in all our traffic work. We need belter literature and more literature on horns, and we need better means of getting it to the people. We use, of course; the foreign language press, and we also use foreign language radio broadcasts. We have a large Polish population. We have found that those things pay. I don't think we are taking the most ef fective means of using our women's organ* iration* in ottr home safety program. They are all asking for material. Practically every woman's organization, or man's either, as far as that is concerned, want to know what they may do. Mr. Fraser talked about the letter Iran industry. Many of our large industries are sending letters periodically, through the United States mails, to their employees. Some of them with twenty-five and thirty thousand employees are doing it in our locality. I wj talking to th safety director at the Allis-Chalmcrs Corporation recently. I said, "Why don't you inject into the letter some home safety literature or mate rial, or some sort of ah enclosure?" He said, "Well, where can we get this material ? We will only be too glad to do k." With the result that we are furnishing it to them. So, profablj the next letter that goes out will reach hjs twenty or thirty thousand employees, and it will have some specific home safety comments. Another effective means we have used hi reaching the home has been a letter from our mayor, just a little, one-page broadcast from the mayor of the city to each and every worker. It is handed to the man with his pay as he leaves the plant We made surveys in the vicinity of these plants to see how many of them were actually taking them home or crumpling them up and throwing them away. It was astonishing to find that we found very few around the plant. They actually took them home. I- think are distributed about 120,000 mes sages from the mayor, and It really meant something. Jt was the first time these people had ever received anything ot that nature. I feel we do need more literature and better literature, a more descriptive type of lit erature on such things as burns and suffoca tions and ou poisonings. Very few people know anything about lead poisoning such as Dr. Armstrong menhoned earlier, in toys and print, and so forth. It is surprising how many of your intelli gent people know very little, if anything, about die wax and polishes on their floors. We find in our city, where we have ac curate records and accurate statistics oo home accident* for a period of twenty-five years, or twenty years at least, these home acci dents are not in the poorly housed sections of the city. We find they are among the richest people. We find a surprisingly large number on the Gold Coast We are currently spotting our home fatalities over a period of ten or twelve years, and it is interesting to find they are on the Gold Coast one year, and then they go down to the poorer boosed section, and then come back again. I don't Ime the reason for it. We ace going to analyse that. I hope to be able to tell why we have mmwr in the Gold Coast section ooc year and the poorly housed section the next. We have used about every * U known, of education, through nnlk books, gas bills and water bills. The water fcaiy our city are all delivered by a police officer. All of our city uufl is delivered by police officers, so our-police officers ring the door bells periodically during the year, with `nTTfP sort of s bill, a tax bill or water MU, or Home Safety Section *9 whatever it is. On oar water bdb canvwtfy we have a home safety mamage. On oar gas bills and on atm Mbtr teftty MBs we have some safety messages ffni^mt the year. Our sheet cars ari femes carry home safety messages thrmsfen tea year. Korn, of course, wc arc rmsg amre ssnyaL "You can Protect yonr Hoaae" sari be National Safety CounriTs "Safe Heme." I worid like to be able to pot this mto every burnt. But home safety. Use every other busi ness, needs money, and we lack that vitamin called C, namely cash. 1 hope we will be able to reach it in sonar aimin'. 1 hope, before a year, we can have this little book let hi every borne in our city. We are going to send it, pin special literature, to every mother in the city through birth records, due to the fact we have so many suffocations. Our home accident smieys bring those things out. 1 think I have taken enough rime, bat I want to stress this, that we have litera ture today, more than we had a few years ago. I can remember when we didn't have any- 1 think we have to make better use of it, and we have to develop it, bet n the development I think we should ride to the right and wrong method. I don't like, "Don't do this and don't do that-" Point out the correct and incorrect. We have followed that method in our traffic education in Mil waukee for a number of years, and I fed that it has paid. 1 think the record speaks for it self. We have never told our people "Don't do ring and don't do that." We have tried to point out the correct and incorrect way of using the streets as automobile driven. CHAIRMAN WILLIAMS: Thank you very much, Dr. Corbett. MRS. FLORENCE STONE (Indiana polis, lad.) : Would dire be any chance of getting a eotor of year scridua survey, your records on home accidents? fewaw mi the npi dal |i ipls wt mew ing there. They are movfeg from mm in come group id amber. The people who and to be the cask remmui aw so hard preaed to pay their taxes, they are probably going to be in the other bracket. Mr. Fleming, yon bad something in aid a little while ago. It probatty 6a in with than. MR. FLEMING: I warned to mb a re mark regarding the borne rannfcig wtaation life: oven mrthrnl is not the only one that is subject to question, la addition So what has been suggested, I nngjtt say the Na tional Board of Fire Uodnrwriters has gone into that matter pretty deeply and. in con nection with Its boDetia service, has issued a bulletin which is available to any person who calls for it or writes for it, on home canning. This service b a service particu larly for fire chiefs rf the cowntry, which investigates, first of tO, if .a hazard of toy land coma ops industrial, boost or other wise. We invc itigiw it thoroughly, then tssne a bulletin on k inmiiilinily so that the fire chief and the newspapers will have the information first. That home canning buDctm was issued in September. MRS. L. K. NICHOLSON (Salt Lake City, Utah) : 1 am the National Chairman cd the Safety Committee of Parents and Teachers. It m'ght he mlercstiitg for you to know that the National Congress made a sur vey of home accidents m this nation by pick ing out 100 families in every state to check list thdr own borot. Wc arc now preparing a bulletin oo home safety, stressing home safety with these check lists, with regular programs for parent-teacher meetings on home safety and also on stndy groups foe parents. That wilt be delivered to 28,000 local parent-teacher orpmatfan in tins nation. MR. STONE: When? DR. CORBETT: Yes aa'ant you may have copies of anything by addressing the Safety Commission in the Gty Hell, Mil waukee. CHAIRMAN WILLIAMS: I couldn't brim as Dr. Corbett was speaking, wondering if maybe the number of accidents on the Gold Coast isn't going to be much greater now MRS. NICHOLSON: We expect to have it ready, with the printing situation as it is. by Jmaiy. CHAIRMAN WILLIAMS: Wouldn't it be well for us all to consider the necessity of sending ha to Mr. Kcahaw, at the Council office, copies of anything of that kind that we find i worth developing, and especially if 250 32nd National Safety Congress ', 1943 we find it effective after use? I know that the Council, as a clearinghouse, then would bring that to the attrition of the other organizations, not only1 simplifying the work we do individually but making our own ef forts more effective. They just gave me a paper of one.of the nearby cities which has an article on the front page about gas fumes killing a mother and two children. I took a quick look at it because it brings out some of the things that we know are our problem. Here is a family who moved into a new home just a week ago, all happy about it It was a modem home, tight windows, and so on. The father leaves at six o'clock in the morning to go to work and gets back at seven o'clock at night The mother was home, but she was down in the laundry doing some work and the gas burner exhausted all oxygen not only in the basement but in the house, apparently. There is a second one here, of a baby falling from his high-chair Wednesday morn ing and being killed. That is not a great distance to fall. The soldier father is on his way home for the funeral. That is just in one issue. I don't know whether we ought to assume that *ht litera ture isn't effective, because of the type of people that we are trying to reach. Cer tainly, we are not all morons. Unfortunately, these accidents are not repetitive enough in the indivkliml home. Who would like to speak again with re spect to this topic of the literature and its availability? MR. HOBAN: Being an assoriati'wi ex ecutive like Mr. Kershaw, I v t to ndd, when you are sending in copu.^ to Mr. Kershaw please tell him specifically on what basis they are available because you waste more letters writing hack and fords. People write in asking for stuff that is for tale and quantities are not available. If you.can tell him the basis on which you are distributing, I know it will help a great deal. MR. B. R. RICKA&DS: Speafdhg of morons, perhaps it might be advisable to call attention to the fact that you have morons in the home as well as in the factory and you have to reach them, and in some way get something VS those people who haven't back of the forehead to lave a good f headache. Just how are you going to do it? They are the people who are. shall I say, accident-unconscious. They keep on having accidents You will see instances in the. paper of where So-and-so had an accident of a cer tain type and would say that they are very unfortunate people, that within the last six months they also jot a broken leg, or what-not. I will give you just one illustration which 1 think may bring out why they have acci dents. I had a dipping the other day about a small child who had taken a drink of kerosene, a yoong toddler around the kit chen. The child was taken to the hospital and died because of drinking this fluid. The mother was questioned, when there was a chance, and asked how it was that a child got hold of this kerosene. She said, "He got hold of the can of kerosene back of the kitchen stove." "Why was the can of kerosene back of the latchen stove?" "Because I had just used it to tight a fire." There is a real reason why that family had a series of accidents. At the risk of reiteration, I want to again suggest the radio flash. You know, we have these people, when they get up in the room ing, before they start breakfast, turn on the radio, and they turn it off after they get to bed at night. If you can get to the radio stations--and you always can, I want to reiterate they are very glad usually to give you a radio flash, which means forty to fifty words, or less, repeated during the day. Pos sibly these accidcnt-anconscious people, if they hear it often enough, that accidents are caused by having kerosene cans on the floor, or the handles sticking out, or can ning in the oven, and so forth and so on, it may eventually percolate through. CHAIRMAN WILLIAMS: I would like to thank you, Mr. Rickards. 1 would tfiea to add one thing to Dr. Cor bett's remarks about the community tying in more dosdy with some of the women's or ganizations. I would like to give you this thought, as a possibility at the community level. If you can work with local union ofichb--I think many of us would like to have attended the session this morning on Home Safety Section 251 labor and safety bus I don't stead missing for fire hazards. Thr municipal incinerator it so much because I boa, despite the as surances of policy by Mttaonal or state ex ecutives of the mm, ter feral makes its immediately began to get about ten times more rubbish and oilier material than they had ever had before. This was before the own decisions. If k is pasaihtc as a com munity, where jtm kmv teem paalr in timatdy, to get tec feral nanans as iachair in thdr program a reran--Mr -- <rf home safety, it certainly can do no hares. campaign started. There were a lot of housewives, apparently, who didn't like the idea of the fireman coming m and a very dirty cellar or attic in their house. I was glad to knar truss Dr. Corbett the One interesting thfeg was that, while this extent of the nnguretire tery are getting campaign was going on m September, they from the iminkypal antesriria* wtnch b ex discovered and got out of the basements of tremely valuable and --casrary. homes something like 2,000 Christmas trees I would like to move on. if we amy. to tee that mere left there from the previous Christ fourth topic: Home safety visit*. Why. mas* I think they got something like 5,000 how and by whom? aad to pretest to you old mattresses. They got a great collection of Mr. Percy Bigbce, the Mvmgmg Director material out of Bus campaign. The effect of it of the National Fire Protection Atvriarina, was that they cut thdr dwelling losses the first who I am sure can help us a great deal on year more than 50 per cent, number of dwell that subject. ing fires, and they have shown a very sub MR. PERCY BUCBEE: Mr. Williams, Ladies and Gentlemen: I think Mr. Kershaw asked me to talk about tins a little because there has been developed in the fire field, par ticularly, a successful form of home visit, and perhaps that is not the case with other forms of accident prevention work in the home. I know it is very difficult to devise any scheme to get people to visit homes and get results. This particular thing which I re ferred to very briefly yesterday in roy re marks is a plan that is operating very widely now throughout tee United States, through the municipal fire departments. There you have a body of men teat eon-get around. I think, perhaps, the best way to explain this procedure as to meition just ooe fllustration. Providence, Rhode island, has done this very straessfally now for quite a long time. They had 77,000 ho--ej to inspect for fire hazards. The chief jot his dm together and ca ptained what be wanted to Aa, and they volunteered to do the job on their off tenc, over a period of w--ha. stantial reduction ever since. This particular campaign was carried on without any extra cost to the taxpayers or to anybody, because the firemen are doing the job and are willing to take their tune. It has a double effect; because the fire departments have fotmd that it is one of the best good-will propositions they have bad. When they go to the city council to get money for new equipment, or get additional pay, they have a sympathetic public back of them because they have done this extra serv ice. So, it has been a very satisfactory sort of thing. Wc have been campaigning for the last fifteen or twenty years to get more and more departments to do that kind of work, and it is being dooe very widely now throughout the country and has a very material effect m reducing loss of life and fires in homes. That, I think, is what Mr. Kersh vr wanted to get across, that a plan for ho isiu in our field at least has been worked out and seems to be extremely effective. That may encourage you to think of other ways and means of getting home visits, to reduce home ace i*knit in other ways. The men went out in pairs and made tee rounds of all those homes. They got very ^excellent newspaper publicity and support before the campaign was started. One very gratifying and rather interesting thing was CHAIRMAN WILLIAMS: Thank you very mnrh. Mr. Bogbee. I know in our own community tec fire chief is very anxious to do flat but feds teat there must be a public re quest before be can do it. this: that tee people were told that their 1 wodd tike to make sure that people here homes were going to get a brief inspection take nhaouie of your suggestion, to get 252 32nd Notional Safety Congress, 1943 that public re*t*ni*c through their own mem CHIEF JOHNSTON (Milwaukee. Wis.) : bership, if necessary, to get it Itarted. H hen we* do this home .iwpcdNQ work, we MR. BUGBEE: I meant to mention that. have tlie proper newspaper publicity before It is a good point. You can't legally go into we start. We also inform the public that we anybody's home, in most asb. There are a are keeping no records, althocgfa we do keep few states where it can be done legally, but records of the regular inspection work in most states it isn't practicable under the wc are obliged to do by law. That is ***htr law. So, this home inspection plan is purely way of putting the people at rest, so that they on a voluntary basis. won't think that demands will be r*4r The fireman rings the bell and ulu per mission of the home owner to make the in spection. In this Providence case I was tell they correct something. We ask them to do that as a good-will thing ?*d to eliminate the hazards for their own safety. ing you about, they had something like one- If they think you are keeping records on quarter of one per cent refusals the first year. their homes, they are more backward in allow So that that rally isn't an obstacle. You can ing you to enter to make such an inspection. get into the homes if you have the right build up and the right publicity and a man in uniform who is properly trained to make the proper approach to do the job. Unless they ask that we inspect the attics, we hare kept the home inspections to the basements and haven't extended the in spection to the attk part of the house. Of CHAIRMAN WILLIAMS: Thank you very much, Mr. Bugbee. MR. FLEMING: I think Mr. Bugbee might have added to that explanation these two thoughts: that, first of all, it built up the community interest to such an extent, they were {honing to the fire department continu ously, asking for that inspection. So that the people wanted it and they look for it every year. As Mr. Bugbee has stated, U has been copied all over the country. The second thing, and the most important is this, those firemen worked in twos. They never sent one fireman alone, for the protection of the home owner, lor the protection of anything that might be course, many of the attics are a catch-all for old rubbish, fixtures, furniture, and things like that, that will never be used. They are hoarded -up there in the belief that some day they might be of use. When the air raid warden proposition on up a part of their job was to inspect the homes in their block. We assisted than in going out prior to their attempt at inspecting, and took over part of their work. So it helped along In that way. CHAIRMAN WILLIAMS: Thank you very much. J think, without further discus sion cm this particular topic, we will take the next one because it is very closely related, or can be. said of the fire department, and they ex I am going to ask Mr. Christopher Brooks, plained the reasons for certain things. That Associate Editor of Good Housekeeping In is the big thing in die whole business. stitute, to talk about: **What effective MISS MARION NEPRUD (Federal Public Housing Authority, Oikago, III.) : I would like to ask what use volunteers are are being used to assure the safe of homes, household furn*hnq{ and appli ances? put to in this. We don't have volunteer fire I would like him to add to that anything men in many communities. If they are going he may be able to, jyjth respect to the pro out in twos, why not a trained volunteer fire cedures of instructing people in the ok of man with a volunteer r Couldn't you get more these appliances. distribution that way? MR. CHRISTOPHER BROOKS: 1 don't MR. FLEMING: Wc Mu here a repre sentative of the Boy Scpm. All over this country, in a great many t%w and cities. profess to know all the answers to tbb ques tion because I am not a tw4>nii I am pinch-hitting here for our technical duvnv. Boy Scouts have taken on that job. They It seems to me that the imintrmirc of" are first trained by the fire department. After household appliances is largely a professional a proper publicity campaign, they go in twos job. It is not something that should be left to to the home, and the)* explain just as a fire the housekeeper or to the consumer m gen man would. eral. Home Safety Section 253 It is all right to instruct them in how to repair an appliance cord or to change a fuse or a washer in a faucet, but when it comes to kitchen ranges and refrigeration and vacuum cleaners and appliances uf that type, they are getting into deep water. If they attempt to monkey around with them, your aoddent rate is going to go up rather than down. I think the best thing safety people can do on this problem is to find sources of in formation and direct people toward them. There are a number of publications of this kind which may be of interest to you. There is, for example, a collection of booklets wc just received the day 1 left New' York, pub lished by a magazine called "The Electrical Dealer," a trade paper published right here in Chicago. This series is not intended for the constances but for service tarn, to instruct than in the various repairs that have to be made because of the wartime emergency, lack of parts and what-not. But at shows that the appliance industry itself is fully aware of the situation and is wiDing to supply informa tion to anybody. There arc some consumer booklets put out by various appliance manufacturers; for ex ample, a whole series of little things put out by General Electric, ooe caQcd "Your Washer." This deals with the correct use of a washing machine and the care a woman cao give to it that wilt tend to maintain it in good shape. But each one of these emphasizes that, if you have any* real trouble with your masher, to call in a service man because that is the safe thing to do. There is a set of bulletins put out by the government oa ironing equipment, how to make it last longer--jruur deciric range, your gas or electric range, your washing machine; your refrigerator. Here again the emphasis is on proper use. CHAIRMAN WILLIAMS: Which agency publishes those books? The govern ment Is so big now we have to know which bureau publishes those. MR. BROOKS: Tbs* is put oat by the OPA and the Burma of Home Economics jointly. It is for sale by the Superintendent of Documents. MR. BROOKS: Here is the source, the Superintendent oi Documents. $t per hun dred copies. .Another example is "Wartime Sug gestions", a booklet put out by Frigidaire, again emphasizing proper use and care, and suggesting the service men when real re pairs are needed. MR. FESTER: Try and get them I MR. BROOKS: That is a problem, too, but there arc still a few of them aroand. Here is another list, some more by General Electric, Westinghouse. Then, the manu facturers arc publicizing these booklets. Re cent advertisements by such manufacturers suggest that consumers send for this booklet on the proper use and car* of appliances. There is one oa How to keep your re frigerator happy" by Frigidaire; one on "The core of heating equipment" hy the Holland Furnace Company, which offer* a booklet here on "How to get'the most from your beating system." There's one by Hoover, which sug gests that people register their cleaners for free inspection to prevent their going out of service; in other words, to have their cleaners regularly inspected free. There is another one by a range manu facturer, which suggests various methods of core, which should prevent breakdowns. Here is one by Universal Appliance, and so on. There arc any number of them. Yon can pick up any magazine and many newspapers today and find simitar ads. The magazines themselves have done a similar job in publicizing maintenance. I have shown you yamples from our tofg* but you can take any woman's magazine and find similar articles. One is "You can fix it yourself" which goes Into minor repairs like fuses, electric cords, faucet washers, and so oo. One is oo refrigerators, "Don't let it break down", and it tells die things we know will keep die refrigerator in good use and safe use. Talking about canning, there is ooe we had. one ofseveral. -which emphasized that oven catmi^^was not a desirable method. This one gocoPhfcr back to 1941, before Pearl Harbor. It is called, "How are you going to get along during the war emergency if you can't buy new equipment?" This ooe was inspired by Leon Henderson. I, don't know whether you remember the talk 254 32nd National Safety Congress, 1943 he gave before the National Manufacturers Association back in July, 1941, when be told tl>em that the honeymoon was over. ! hap pened to be there at the tame, with another of our editors, and beard that talk. We realized that appliances were going to be in a tight spot, and we wrote that article then. It was a little ahead of time bat, nevertheless, we thought it would do some good. CHAIRMAN WILLIAMS: Thank you very much, Mr. Brooks. I think this illustrates the fact that equip* ment manufacturers are more generally in cluding instructions with the new equipment, but one of our worst problems, of course, is to get adequate instruction for the people who move in, and the instructions are not there because it is no longer new equipment. That is a serious problem. MR, BROOKS: I would like to point this out, there is no new equipment. If you move into an apartment and you have a Frightalre or electric range, you can call your local utility and get information from them, or directly from the manufacturer if you find his name plate. CHAIRMAN'WILLIAMS: It is up to the individual to make the effort. MR. BROOKS: The local utilities are, in most cases, very helpful. They all have their home service departments, their home economics workers and their repair depart ments. CHAIRMAN WILLIAMS: I think that is .one reason the attic is such a valuable place right now. I understand you can get a better price for an old piano or sewing machine or any type of victrola, than the price of a new one a few years back. I guess the attics are pretty well filled. It would be a good time to empty them out while they can get good prices for them. Is there anyone else who would like to add something specifically to the general, topic of either the home safety visits or other effective methods in comrctioo with the safe maintenance or httraedas ia the use of equipment? MRS. ANDERSON: It occurred to me the Victory Aides are such a wonderful organization. I wish after the war or during the war we could make them Victory and Safety Aides. That is a wonderful method of reaching the home. It to me this is a matter of good housekeeping and edu cation. Our problem in Minneapolis is to get the education to the housewife. That is a tremendous force. f wish the National Safety Council could advise us on How we could get the coopera tion. We are trying locally to get something done in Minneapolis in connection with Civil ian Defense. It has been tried, I think; in local spots. But if the National Safety Coun cil were interested in it, it would be a tre mendous help to the effect of having them cooperate withta. We have had three onusual accidents in Minneapolis, two fatal, one not. Three children made a foxhole and crawled in. It was in a better part of Minneapolis. Two were suffocated and died and the third one was rescued. Then we had an infant suffocate with a patented crib blanket. I understand that one hundred babies over the United States were smothered that same way. If that garment hadn't been put out, that death wouldn't have resulted. They had to learn through sad ex perience. The other was a matter of architecture. There was a sharp cornice on which a woman hit her elbow, she lost the use of her arm. CHAIRMAN WILLIAMS: I think it would be a good idea for Mr. Kershaw to make comments on what the National Safety Council can do with respect to these organi zations, and what other sections have done that relate to the points brought up here this morning. MR. KERSHAW: There arc a lot of new and unusual angles to home safety that have not thus far been discussed. Before going into those, however, I want to revert to a problem suggested earlier. I am sure Mr. Bugbce and Mr. Fleming would agree that too many home fires which trap people in parts of the boom from which these are no exists, have hidden causes. One of such will be dehydrators. I was amarsd, recently a meeting of home eco nomics people discussing dehydration. They were demonstrating a wooden cabinet, bmlc locally; with fire or six wood framed glass trays in the upper part of the cabinet The lower part of the cabinet was a unit which Home Safety Section 255 slid in, consisting of an electric fan and a plywood baffleboard directly behind that with five 200-watt bulbs, and a cheap thermostat to keep the temperature at 150 degrees. and safely. Perhaps we are missing an awfully good bet in not seeing if we can't find ways of financing the construction of special com* munity demonstration homes in Urge cities. Some fruits and vegetables take eight or nine hoars to dehydrate in certain parts of the country where the banality is high. They, said that very often they would load up the trays, start the fan, tarn an the lights, of course; which tarn on eonnadentally with the Public utility companies, real estate people, many interests in a community should want such a development We might even con struct the borne of the future which so many organizations are working on at the present time- That in itself is s tremendously in fan, and then go to bed--almost a perfect teresting subject. setting for a serious fire. We spoke of literature a little while ago. Suppose, for instance, that inexpensive We don't get to see all the literature we thermostat were to stick and burn our the should that is being published. We try to oi- motor. The motor is exposed to die heat in courage people to send it to us. I am very side the cabinet anyway. The motor itself thankful to Mr. Hoben for his land remarks would be sufficient to start a fire. that he made a little while ago. I wish you Then suppose the motor burned out and the electric lights kept on burning (they radiate tremendous hut). There* would be no air circulating, and these hgbts axe very close to the fiberboard sides of the cabinet. would please keep us in mind and send us everything you see that you think we would be interested in. After all, the National Safety Council is a clearinghouse of information. We are work I really think we need to do something ing with a limited budget, as all organiza about dehydrators, especially if they will tions generally do have to. be widely used. We have had descriptions In trying to produce literature for general from the Agricultural Department and other use we experimented with little inexpensive sources of dehydrators made of wood, that safety guides, four by six inches, the idea was you slip into a gas oven, where they arc a natural condition for fire, if the burner is not regulated properly; for wooden dehy for use at meetings, for study material, or for publications to lift. Bat I guess oar market for material of that kind hasn't developed yet. drators to be tzeed on the burners, and even for dehydrators that arc for use on oO stoves --just the most marvelous opportunity to set serious fires. That is one very important subject I think wc should think about. There are many others. We have just been discussing the maintenance of household appliances; furnishings, and so forth. I thank there is a wonderful opportunity now to do a very fine thing for many boys coming back from the front, crippled and maimed but who can still work with their hands. It was suggested recently that, in war plant communities, we establish areas; in each of which make one bouse a demonstra tion home, in dtarge of a competent home economics specialist. We are open to suggestions on just how the Council can best serve you folks with materials of various kinds, f hope you will come forward with such suggestions. I am not -going to take any more time after this, so I am going to take enough now to say that we in the Council, who really represent you folks in this sort of coordinated effort, are very grateful for the fine work of the organisations you represent and to you as individuals for the marvelous cooperation you have been giving oi - You know, about two years ago and prior to that, wc had had Home Safety meetings at our National Safety Congresses. I remember the first one that I realty attended in an official capacity was a larger meeting than this. After about the'second speech there was a sudden rustle in the audience: the wives of A card record of all the people ia that area would be kept. They would be invited to come down to receive demonstrations not just on safety, but ou how to do household tasks right--meaning most easily, efficiently the delegates who had come to attend the in dustrial meetings decided it was time to go home and get dressed for the banquet. When they left, there were three people in the audience who were really intensely Inter* 256 32nd National Safety Congress, 1943 cited in promoting home safety. I think it is just amazing the way you folks have come to the fore in this work during the post year, and we have evidence of it in the fine meet ing here today. CHAIRMAN WILLIAMS: Thank you. Mr. Kershaw. I would like to call upon Mrs. Stooe ot the Indianapolis Chamber of Commerce to tell ns the possibilities of interesting the "grand age" pu>up in accident prevention. MRS. STONE: I hare just a very brief report here of the Oak H31 Grandmothers' Safety Qob of Indianapolis. When we started our home safety drive in Indianapolis last spring. Mrs. Bale, our chairman, received a letter from Mrs. C. L. Lance; 1934 Hollo way : "Are sending notice published in our com* rmnrity paper two years ago. The News (that is our biggest paper in Indianapolis) refused it because there was not a safety drive on at the time. It sounds very peculiar to roe. We keep our drive on all the time. We hare twenty-eight grandchildren in our dub, have been organized six years, and not an ac cident or anjlhing serious in the home. 1 am sure our club will be glad to hdp in your good work." Here is one ot the bulletins they-pot out: "The Oak Hill Grandmothers* Qob is sponsoring a safety drive for all children and grandchildren. As we are fat the midst of our spring cleaning, let us not forget to be very careful and cautious about anything that would be disastrous to any child. Let us remember never to put hot water upon the floor, keep all fire-arms and matches out of read), also put acids and poisons where small children cannot reach them. If we will each do our bit. we can make Indianapolis a much better and safer place in which to Jive and rear our children. Hdp save our chdden, uve our babies, says the Oak H31 Grand mothers' Qidi." Isn't that concrete? This is enough to indicate to you what a fine independent effort is going on, that they haven't had an accident since they were or ganized. CHAIRMAN WnJJAMSr I think that is very interesting. It was the first ooe I ever heard of. It might be an interesting way to develop titetr interest through 'groups of that lend. Can we have more information about that ultimately? MRS. STONE: I will get - MR KERSHAW: I ...... wc ought fcx CHAIRMAN WILLIAMS: I would kOor to call on Miss Ncprud, representative of the Federal Public Housing Authority, to tell us about: What kind of effective safety pro* gram can be set up in housing development* arid what can be done about war boom hovel*? MISS MARION NEPRUD: I hope Ur. Kershaw wasn't referring to some of the temporary housing, when that subject was decided upon. After meeting here yesterday and atirnribtg many of the other meetings during (he National Safety Congress, I was impressed by the fact that perhaps we in Federal Public Hooting really shouldn't vrany at alt the residents of our war hooting projects hi norma) communities, or. even in war boom communities because of aQ `the agencies represented here that we ran turn to. to get assistance. Wc are really carrying out the objective we hare in mind when we try to house war workers in a normal fashion, so that they are accepted as normal members of the <nynumuty m which they live. As was mentioned earlier, we can't regiment people into safety, and expect to find happy, contented families in public housing com munities, whether they are tow income pro jects or our war housing communities. Wc are " to work through all the agencies that are equipped to work fa their com munities where they know the particular needs of that war boom community. However, we do hare what we call a "must" program, not for the residents but for our staff aQ along the way from the Wash ington office to regions! offices, down to our project lcvd. lint "must" art our program, was ex plained to you partially yesterday, by Mr. Lcadt of our Federal Public Homing staff in Washington, our fire and safety mgjm-rr who. m turn, comes ot* here to see our fire and safety engineer fa this region, which covers the six states io this* area, Kenneth Hall, who, in turn, must make inspections on all the projects in the region sad report the re sults to the regional office and to the Wash ington office. Home Safety Section 25P Another *'imtt" that wc have written into uw program is (bat. after that fire and safety engineer fans snade his inspection he meet nut cnfy with the housing manager, and the maintenance superintendent but with all 'the members of a project staff, management and mamtcaaace. He most go over h!$ report, tril them what he found, and then remain fang enough, perhaps, to initiate a training program first of all, for our staff, and see ao fat not only will the staff assume their ropcssMiiks and duties as far as fire safety and accident prevention is concerned, lag that they find some way of passing on that information to the residents of our win- fmaatics. Mr. Kershaw kindly came over to oor first training session for maintenance superin tendents in this region. We had only twelve or fiftecu super.uteadeuu a small number--but Mr. Kertikaw took the tune to come over and discuss hour the National Safety Council could co operate with at. As Or. TtkXt the State Commissioner or Haiti in the State of Indiana, remarked km be attended a similar conference in Inffiampolii. when I apologized for the smallarm of the group. "But. Hiss Neprud, don't you realize that through these few people thus you have here vc are reach.ng hundreds and thousands of citizens of thesv war boom rnuawaatitj and war residences:1' We hare a great deal to do. Perhaps you bare all attended the early morning classes * bare been held over at the Sherman Hotel on vrhat they rail packaged training. We can talk a' great deal about the weather bet arc don't do anything about it, Mark Twain said. We talk about safety, and we arc all trying to do something definite and prac tical abotg it But 1> think the heart of the wboke ifamtiop. as far as we are concerned it how we are going to pass that information on to other people, how to prepare oar own nectars, how to present the material, bow to know that they know, and will try It out, and how wu are going to fallow up. Our fire and safety engineer and our maolgriari* uguj siwire who go into the field are bug tatructed to follow up on this procedure so that wc know exactly what is being done. If things haven't been done as a result of the first visit, as a result of the scuoud visit, done because there is, as I say, a definite "must" in our program. Wc work fa cooperation with agencies, and we try to enlist the support of the residents themselves. Nine times out of ten, they rather than paid members of a uB take the in itiative. That is the healthy situation. We are very much concerned with ofl-thejob safety, and we wish to work with the in dustries in the communities where our war projects arc located, so that we, perhaps, can work with those people in their leisure tune activities. We work closely with the National Associ ation of Housing Officials, which is our pro fessional organization and which ran do a great deal to reach our staff members m what I call our voluntary approach. We may have our "musts** but they, again, can get their inspiration and stimulation from an other organization. CHAIRMAN WILLIAMS: That is a very fine report. I think it gives us a great deal of assurance of the future of new hous ing, that may set the precedent for community projects. 1 noticed in the report of activities on Home and Farm Safety that the Council is working with the necessary group in con nection with postwar planting project fa Syracuse, New York. If these folia will take care of the new housing to the extent that they apparently intend to, and the rest of us can take care of the existing families, we ought to cover the ground pretty well. I would like to make available a short period of general dhcosno, if there are any questions or further contributions, if Mr. Hoben or anyone dw would like to say some thing before wc dose. MR. HOBEN: First, I owe my apologies for not appearing yesterday as scheduled on the program. I would like to expand just a little on what Mh& Neprud has said. She very frankly ad mitted that fa the boosing owned and operated by the Federal Gorermnent--tic bulk of the war housing--there is direct supervisory control down through the staff, bpt that they try to switch over to the voluntary approach through voluntary, democratic type, tenant organization, mothers* dubs, fathers' cltdx, tenant councils. 258 32nd National Safety Congress, 1943 I want to make a few remark* about the normal pattern. The normal pattern of public low-rent housing in this country is not, as you know, federal owvwnliip and operation. It is local ownership and operation by local public agencies, where there is do network of supervision from the top down, as we have in the present war housing situation. At this point association and, its manage ment divisions, composed of die people actu ally on the ground, running these large devel opments, has a great opportunity to' stimulate this voluntary cooperation. It is for management and the employees of management always to stand aside, make available the resources and lend encourage ment to the tenants but never to assume the direct leadership. Once yon do, for instanrr, start tenants' dubs and you do all tbe work, aod you allow an employee to he an officer, then, if anything goes wrong, "the man agement told us to do it." They come run ning to the management for financial assist ance. It Is oot their own baby, and it dies. It acts as a boomerang, and the management is subject to criticism for any trouble they have had. That is a little background. That is the way wc have to approach die manage ment work. There are two very important aspects to it One is safety in the existing dwelling, and the other, which I think is very important, is the application of management experience to new design. With the terrific postwar construction coming up, we will have the opportunity actually to control, through our public agencies, design and maintenance of housing units that will be built in the next fifteen or twenty years. There the managers must be in position to incorporate into the new design die ex perience they are gaining in the thousands of units now occupied by the war workers or. the low-income families. We are trying to build up on the national level, as one professional organisation with another, some plan of cooperation with the National Safety Council, so we can feed ma terial dirccdy to the managers on the job. They, in turn, can feed materials to the in terested associations. Two years ago wc turned out what we call a tenant's homemaking library, distributed to managers who are members of the associa tion, to turn over to leaders in the tenants' group. The whole approach was to the homemaker herself or himself, very carefully assembled lists on major subjects, child rare; safety had six or seven items carefulJy selected, through the guidance of the National Safety Council and the National Board of Fire Underwriters. That was as far as manage ment went That was probably put in the tenant cnoncil headquarters, and from there on they would pick it up. We followed it up last month with a revised List, not making the publications available but telling them what was available. Tbe basis is to stand aside, having given die leadership, and try to get a sound, democratic, self-starting program hi the large housing developments. CHAIRMAN WILLIAMS: U. Hoben. I wanted to mention another thing to which I referred earlier, and that is, if we can get reliable records, Ur. Dearborn has said that tbe National Safety Council would like to work out tbe necessary rules and regulations for a National Home Safety Coatcn which would probably stimulate a good deal of cosnmunity interest, ai there would be that possibility of national recognitaon. I want to thank this auficn sincerely for the splendid work they have done in connection with the session this morning. I can't remember a similar meeting where there has been such willing partidpatioD and sock adequate participation from the group. It is a fine tribute to your personal interest and willingness to help. I want particularly to thank the axfiridual discussion leaders. I waul to remind yop again that it b very desirable to keep Mr. Kershaw informed as to what you do that you find effective, so that it can be available more generally to other orpnirariimi Finally, no matter what yon dot which nay seem unsuccessful, it is worth dong. Wc can't put our fingers on any one single activi ty or organization that is going to stop home accidents. It b only the arremaulated baxfits of all that will give us results, and our in dividual activities must be sustained. We are dealing with human behavior. It takes a long time to register. Home Safety Section 259 I would like to conclude by a favorite il lustration of mioc, of that problem. I come into the Grand Central Station in New York every day, and the level of the car from which you get off 1* the level of the station plat form. There is just a little gap of about eight inches to allow for the roll of the car. The brakeman and conductor stand on the platform regularly saying "Watch your step." So, lor the fun of it, 1 stopped and said to one of the brakeraen, "How long ,has the railroad been doing this business of reminding everyone to watch their step?" He said, "I have been with them twentytwo years, and I think they were doing it be fore then." I said, "It seems like a lot of ridiculous nonsense to me. I don't know why you keep it up because you have been doing it every day. There is the same gang on this train every morning. They have all heard you. Why do you keep it up?" He said, "Mister, you got to, because no body pays any attention to you. Take this morning--and it was stormy--I went all through the train, reminding everyone not to forget their rubbers and umbrellas. I bet I can pick up four pairs of rubbers and two umhreilas. Nobody pays any attention to you. They don't want to be reminded. Yet if you stand on the platform and watch the people getting off the car, you can't help but notice, because they have heard it so long and so consistently, it is second nature for them to glance down as they step off. I haven't heard of anyone stepping in the little gap." They may not realise it or be conscious of it, but the mental guard which we are all trying to create through education is func tioning. That is all we can hope to accomplish ultimately. Thank you all very much. Safety Exposition Exhibitors EXHIBITION HALL--SHERMAN HOTEL Alphabetical List of Exhibitors of Industrial Safety Equipment Metals Ca, Irvington, N. J. Treads, Abrasive Paints. Fotmits Carp, Elmira, N. Y. Equipment. Ojinl Ca gonrfcheidac, Hm laftwariai Safety Goggles, Welding Helmets, Respirators, Safety Clothing. - |- *- - BeryMmn Xna Spilling Safety Tools. Borrsci Parana Co, Chicago, HI. licthtssol Haad&ng Equipment. Banach A ti--l Optical Co., Rochester, N. Y Safety fiip|b and Safety Goggle Lenses. Tti lijeinin Xtactrk Meniifw tnring Co., Dm Plainee, IB. Imlustiial Lighting Equipment, Safety Guards for Punch Presses. Bradley WiiMiimiii Co, Milwaukee, Wia. Washroom Equipmcnt- K. H- Ihdrit Co, Chicago. HL Safety Brits aad Allied Equipment for Construction and Maintenance Work. E. D. NM Co, 8aa Francisco, CaKf. Pervonal Protective Equipment. Buiroogha WsOcoene ft Co. (U. S. A ), Inc, New York City, N. Y. First Aid Equipmeat Antiseptics and Bara Treatments. Cntdoat Corp, Chicago, BL Fire EutmgassHag System*. Chicago Kyu Skidd Co, Chicago, HL Head and Eye Protective Equipment. H. CfaOda ft Co, be, Pittsburgh, Pa. Industrial Safety Shoes.: Cohnnbua KtSnm Chain Corp., Tonasnnda, N. Y. Steel Sling Chains and Safety Hoista. C-O-Two Flee Kquipment Co, Newark, N. J. Carbon Dioxide Portable Fire Extinguishers and Systems. Davis Emergency Equipment Co, Inc., Newark, N. J. Industrial Safety Equipment, Dockson Corp, Detroit, inch. Head and Eye Protective Equipment. 261 262 32nd National Safety Congress, 1943 C. B. Dole* Co* Wntport, Cotm. Fungicides, Disinfectants, Hand Cleanser, Dogas Enginesring Corp., Marinette, Wla. Fire Extinguishing Equipments Doo-Safttjr Ladder Carp* Oshkosh, Win. Fire and Safety Ladders, Ladder Shoes, B. L Dupont de Namoure dr Co, rwi WHmingttm, Del. Hand Protective Cream, Neoprene Products, Rayon Yarn. Elliot Service Co* New York City* N. Y. Prodoction Posters, Foremaoship Development Material. Finnell System, Inc., Elkhart, Imtlfie Electric Floor Maintenance Systems and Treatments. The General Detroit Cotp* Detroit. Mich. Fire Extinguishers aod Allied Products. Hild Floor Machine Co., Chicago, I1L Floor Cleaning and Maintenance Equipment Holcomb Safety Garment Co., Chicago, DL Industrial Safety Clothing. Hynaon, Weatoott ft Donning, Inc, Baltimore, Md. Mercurochrome, First Aid Antiseptics. Industrial Glove* Co* Danville, DL Industrial Safety Clothing. Xnsto-Gai Corps Detroit, Mich. Torches and Furnaces Using Bottled Propane Gas. International Shoe Co., St Lems, Me. Industrial Safety Shoes. C. Walker Jones Co., Kant Germantown, Philadelphia, Pa. Industrial Safety Clothing, Fire Blankets. Junkin Safety Appliance Co., Louisville, Ky. Safety Devices for Punch Presses. Justrite Manufacturing Co* Chicago, HL Safety Cans, Electric Safety Lanterns. Karel Tint Aid Supply Co., Chicago, DL Industrial First Aid Supplies. Hospital Equipment Keystone View Co* MeodvQo^- Fa. Industrial Visual Testing Equipment Walter Kidde ft Co, New York City, N. Y. Carbon Dioxide Fire Extinguishing Equipment Kimball Safety Products Co* Cleveland, Ohio Industrial Safety Clothing and Goggles. Walter G. Legge Co., New York City, N. Y. Non-Slip Floor Polishes and Treatments. Lehigh Safety Shoe Co, lac, Allentown, Pa. Industrial Safety Footwear. Safety Congress Exhibitors Ligbtfoot Schohx Col, New York City, N. Y. Powdered Hand Soap for Industrial Washrooms. Lorn Mowafarfruring Co* Indianapolis, Ind. Compressed Air Spray and Blow Guns. Marks ft Fuller, Ixsc* Rochester, N. Y. Identification Cameras and Equipment Thom McAn Safety Shoe Co., New York City, N. Y. Industrial Safety Shoes, a P. McDosaid Co* Loa Angeles, CaKf. Industrial Safety Equipment Medteel Supply Ca, Chicago, ID. First Aid Kits and Refills. Metropofitau Life Insurance Co* New York Cky, N. Y. Life, Health, Accident, Annuities and Group Insurance. MObuna Col. Detroit, Mich. Products for Industrial Sldn Protection. Mine Safety firpHonrre Co* Pittsburgh, Pa. Industrial Safety Equipment National Safety Council, Inc* Chicago, DL Services and Material for Safety Education. ' Oaox Co* fisc.. Sea Francisco, CaKf. Athlete's Foot Preventive. a H. Packwood Manufacturing Co, St Louis, Mo. Skin Cleansers for Industrial Use. . Patent Scaffolding Co* Chicago, DL Safety Ladders, Scaffolding and Work Stands. Phfeter ter--Mfsv--hig Co* Cincinnati, Ohio. Maintained Ak Pressure Carbon Tetrachloride Fire Extinguishers. Protectnmol Co* Chicago, HL Safety Devices for Hazardous Liquids. Pnlmnuan Safety Equipmsnt Corp* Brooklyn, N. Y. Industrial Safety Equipment Pyreoe Manufai luring Co* Newark, N. J. Portable Fire Extinguishers and Extinguishing Systems. . Boss Manufacturing Co* Denver, Colo. Safety Belts and Harnesses, Ladder Shoes. Safety Cloftring ft Equipment Co* Cleveland, Ohio. Industrial Safety Equipment Safety New York City, N. Y. Publishers Safety Engineering Magazine. Safety First Shoe Co, HolHston. Maes. Industrial Safety Shoes. W. H. Safiabmy ft Co* Chicago, DL Linemen's Robber Protective Equipment. A. SilnnrtsrV Son. Brooklyn, N. Y. Pneumatic Safety Control Devices. 263 264 S2ttd National Safety Congress, 1943 SelUtrocm Bbauftctnrini Co., Chicago, DL Face and Eye Protective Equipment A. Smith & Son, Inc., Philadelphia, Pa. Hospital and Ambulance Stretcher*. Spencor Tnrblne Co^ Hartford, Conn. Vacuum Cleaning and Dust Collecting Equipment. Standard Safety Equipment Co, Chicago^ 10. Personal Protective Equipment, Steel Scaffolding Co, RvanaviUe, Ind. Steel Scaffolding. Stooehoose Signs, Inc, Denver, Colo. Accident Prevention Signs.' Strand Manufacturing Ot, Chicago, HI. Safety Guards for Punch Presses. The Strauss Co., Pittsburgh, Pa. Safety Belts and Hats. Surty Mannlsctnrag Co, Chicago, DL Safety Equipment Trimont Manufacturing Co* Bouton, Maaa Forged Steel Safety Tools. United States Army, Waahingtoo, D. C. Wahlert Products Corp., Brooklyn, N. T. Industrial Safety and Fire Equipment. Waverly Petrolsnm Products Co, PUkddpUi, Pa. OH and Grease Absorbents. West Disinfecting Co., Long fsland City, N. T. Skin Prolectivc and Plant SanitatioQ Products. F. H. Wheeler Msmdacturlng Ca, Chicago. HL Industrial Safety Clothing. Willson Product*. Twc, Reading, Pa. Personal Protective Equipment. Index AccMai SntiSKi; Acuui on Safety m Wn'Tist Transit Trriaina (Mick). 117-122. Air Raids, Sw Nitioiul DcIcsm. Aecncta Amriifain of Teachers Colkgu: Tedwr Ebutioo for Safely. Panel Discusnot. IJ9-I48. ASKikaa liar Association: The Tnfic Court Progna of tW Junior lUr Conference (Co/MMM), 21-24. Anerian Cos Aslocfation: Rpon of Safety Ac tivities. 2IS-217. American Home Economics Association: Report of Safety Activities. 317. 222-2U. American National Red Cross: Report of Safety Activities. 197, 218-219. Auciuaa Puttie Health Association: Report of Safely Activities 219-220. American Winn's VoluMtf Services: Report of Safety Activities, 211. Child Welfare: "Latch-Key1 Children (hfnJirr), 165-161. City and State Police Gioup Sistiow, 7-10, 14-21. 71-72. Commercial Dnnn. See Drivers and Driving. Commercial Vehicle Section: Joint Sririim with Street and Highway Traftc and Transit Sec- tioru and Instiliitv of Traftc Engine***. 11-16. Minutes, 79-197. OSeers, 79-74. Community Safety. Sec Public Safety. Co---m----m---u--n*--ity Safe---t-y- Coaunocitlisv:: The Coommmmoann: ity u EncripiinK Croup MPiUwtu), I&fJ5I16655,. Conservation O_f__M___a_t_e_r_i_a_ls: _H_ow t. o. Lessenn Tire Wear Commercial Vehicles. Dim 8647- Makiag Tires Last Lonin (Kearury). lOQ-tftl. Prevent Wear and for and Reduce Critical Pacta Worries (tammsa), I04-IQ7. Contest*: 4-H Cluis Farm Safety Csatesl--1941, 191-192. 201, 210-211- Indiana Farm "Safety S Award.** 202, 204. Courts, See Enforcement. _ Cmmumna, IF. 3.: Prevent Wear and Tear and Redoes Critic*! Pan* Worries, 104.107. Babies, See Child Safety; Infant Safety. Bond. /. C.: Safe** AspocSa af the * City Woririhop in Bcmentary and Sacwadary Edu cation. 140-144. Booth, /?. PSummary of Activities of Street and Highway Traftc Section. 88-71. Bom, W. T; Safocy Edwamcadou Stnvcy: Detroit Public *irhniTf_ 196-162. Pny America; Report of Safety Activt- B.: l*Vacdcsl Air Raid Pcwcamiem for urn *rT*-nali. 168-176. Buses. See Drivers sod Driving: Transit Indastry- c Cafhewn. 3. O.t The Traftc Court Program of the Aaserican liar Association, Junior Bar Con ference. 21-24. Cams F*r Girls: Report of Safety Activities, 221-222. Child I adon: ht-lidudlm Driver Education -jjety Aspects of the Kansas City Workshop io Elementary and Steuindorj Education (Bond). 140-144. Safsty Education Survey: Detroit Public 1 uIS6ltt dacatian for Safety. Panel Disco* dan. IU-M4, MS-154. Se*e Also ChiM Safety. ChPdEdacstion Section; Minutes IJ7-185. Child UUr an th Farm. Discos- as an Energising Group (Ifil klM-ltl, cy7 Children (UnUrr). 16S-168- Practical Air Raid Precaution* for the School, _ (Bradr). 168-176. Safety Education asd the Victory Corps (Jfra/), 180J82. TVs Scpwidwr School Adjusts to th W*r-- Physical fittest (frftrhji, 176-179. Soe Aloe QUd Education: tatiuir Safety. Onrkra. A', it.; Tha Challenge of Traftc Acci Dorrd,enPt.s i3n.: Wartime, 94. Cooperation of Police With Plant Protection Omnimtoo*, 16-18. Drivers and Driving; Driver Training Specialist Plan (Cayley)7r9-81. 84-87. . The Mental Attitude of Aufomobilc Driver* Toomrvt Enforcement (Mirumrmgor), 7-16. .Preinduction Driver Euucatioa (Kresrr). I8t111 Prevent Wear and Tear and Reduce Critical Parts Worries (Conwuiuy), 106-107. A Preview of Post-War Traftc Problems (Safti hory), lldl. Responsibility for Accidents. Pud Discnwton, Saving Time il Pcnnnael Through Better Traminn and Placement Methods (Hitinggr). 96-100. Wmruasa Driver Training Tcchniaucs irrigo*). 75-78, 84-87. Why ShawId the Driver* Ba Taught? (WryAvrD. 8887. Women ia Transportation (Sells), 19-16. See Also Enforcement; Traftc. lUonomoj, J. K: Some Imi portant Recommends dons of the "Gmtree Warren** Report, 26-30. Fcctnc Railway,, SeeT__ra__n_s__it__I_n_d__u_s_try. Employees, See Driven and Driving: OB-ths-Joh Safety; Training. Eaf*rtioisli Tk Court's RopMuiWlit; for Safety in it* Community. .1*snvl Dtacnwoo, 49-10. The Mental Attitude of Automobile Driven Toward Enforcement (Jfmsmyrr). 7-10. 266 32nd National Safely Congress, 1943 RMuqi<Uti<ai of tlw **CtH|c Warren" KeM|t , w-** PM-W*r TnKc FnfwriOfW Ptauiai (Ctu), 71-72. rrntil--i is Ackicnar Uniform laUnntaDM of Uaufevm Trafic Lews. Florf twwrfao. 5)U Soma Important Rroooames ditisui of the "CtgH Warren" Report (frmon), 24-20l Thec Tnfir Court PPnncmiwni af the Amrinn Bor AnwtMim. Jwniev " Conference (Ca/keau). 21-24. Wirtinr Pimlou of the Tnic Coast (frajt), 10-12. See Abo Pottfit- Mt , _ EuiMennc: fliflaitj for PoO-nar Traffic Safety. Pond Oiscasmon. 3*40. Farm Equipment Institute: Repost of Actmact of Safety Committees. 190-191. ,, Form Safety; Child Labor on tbc Farm. Discus sion. 206. Farm Safety Activities of Onrarunationo, Co- c^CTidm with tbs Farm Safety Oifttun, How to Integra** Farm Safety Information Into Non-Safct^Programa taf Pubttcationa. DU- Hew'7o"Rcmh Fans Families Most Effectively. DiscussOO, 203-205. Job Instructor Training. Ditcwsrim, 205-208, 2(1-212. __ Recruited Help and TWif Training. Ducimsoa, 206-200, 211-212. Visual Aids for IDastratlog Farm Training Techniques. Diaciisrioc. 212. Farm Safety Section: Minnies. 167-212. OAccra. 187. ,,^ Reports of Activities of Cooperating Organisa tion*. 188-203. _ .,, Federal Public Hooting Agency: Repast of Safety Activities, M?4. ._ Plsumgmm, . J.: The Podemriaa Accident Prob lem and It* Salmioe, 5-7, 4-H Clubs: 1942 Form Safety Costaat Repost. ' 191-192. 201. 210-211. ,, _. , Repost of Safety Activities of 4-H Qub of Dodge City. Kansas. 192-195. Frigon/W. jL: Wartime Driver Training Tech nique*, 75-78. 64-87. Frost. /iL S. W.: Wartime Problrme of the Trac Chart, 10-12. ,, , . Future Farmers of America: Report of Safety Ac tivities, 197-198. Hock, Mstsl: Budding Support for the War Tnfir Program, 18-19. mmomd, W. f..- Fed Fiafiaf Stadia for Im proving War Tr--iraavtatioo. 57-60Heoac Swty.^Hmi Canning Hazards. DurusHwro'Safety Visits.' Dieratdim, 251-252. Mlibode for tbc Safe M*l*>--~* of Homes, Honesfcald Fwaafciap and Appliances. Dtscroias, 252-255. Reports of Activities of Ontitiroiei Cooper attitg wkb tbo Home Safety Division, 2)4-258. Wbai Kkd f Elective Safety Procram Coo Be 'Set Up m Hooting Developments? LHv cugsioa. 250-258. Wbst Kind of Home Safety Literature Is Needed? Discussion. 247-251. What Makes Effective Home Safety PubUdry? 215-259. OAccra, 2)3. Reports of Activities of Cooperating Organise- tions, 214*238 ant Safety: Ho oe Accidents to Babies- Discussion. 240442. Institute of Traffic Enginrviai Joint Stmiin Will Street sad Highway Traffic-. 1C _ kick and Transit Seedos 12-16. jCnn^r, IF. C.: Maldng Tires Lin Longer, 109Kfmt.ii*/. M- IF; Safety Edoration aad the Victor* Corps, 180-182. Krsmsr, If. D.: Pro-Indention Driver Efmuoa, 183-185. Kmm*. F. if.; Poot-Wsr Traffic Salwwacst Plan ning, 71-7A "Latrh-Key" Children. See Child Welfare. Gajler, JL J.: Drivor Training Specialist Plan. 79-81 8447. General federation of Women's Gobs: Report of Safety Activities. 225-228 # George Warren Report Sne Eaic -- \ /. A.: Effect of tbc War tbc Transit industry. 116116 Girl Scouts of America: Report of Safety Activl- ties, 226427. Good Ilniimltvfiipg Report of Safety Activities. 2Z7-2 Mock, (V. J.i Accent on Safety in War-Time Transit Tranting. 117-122. Magazine Activities, See Publicity. Maintenance, See Macro Vehicle*. Morsfi, B. IF.; Planotog for Post-War Traffic Safety, 24-27. Monger. R. F.: Demonstration of Ulosarated Safety lectures to Stodeat Trainmen, 122-126. Menningtr, Dr. JTid; The Mental Attitude of Automobile Driven Toward Enforcement, 7-10. Mickle, D. G. r Providing Off-Street Parking and Terminal Facilities, 69-64. MiickeU, R. A.: Ro-Routing and Re-Scheduling. 64-67. Index 267 Making Tins Last Longer (Kronsev). 109-103. rlanalog for Poot-Wsr Trific Safety. Panel Discussion, 4442 Prevent War and Tear and Retime Critical Parts Worries (C"**nao). 194-197. MmUcr, Brtk: "Lsteb Kcy'' Children, 165-168 Nations) Board of Fire Underwriters; Report of Safety Activities, 198199, 228. National Congress of Parents and Teacher*: Re port of Safety Activities, 230. Nations) Cnuarif of Wojocu of the U. S. Inc.; Report of Safety Amivitics, 230-232- National Defenaa: Accent on Safety in War-Time Transit Training (Mock), 1)7-122. Applying ODT Policies on War Tnfic Control 7Sebmrm). 52-58 Building Support for the War Tnfic Program (tfroS). 1819. Tbc Challenge of TraAc Accident* in Wartime (Drnrbvvn). 2-4. * stirstian of Pc................. . Organisations (Derr), 1818. Effect of the War on the Transit industry (Gibb). 1181)8 The Effect of the War on tbc Transit Industry (ATe/anl 118114. Fact Fiaabi Studies for Improving War Trans portation (ffuniwf). 37-60. Military Violator* of Tnfic Regulations (Olliwti), 29-2). Practical Air Raid Precautions for the 5 ..ok (Brody). 168178 Pre-Induction Driver Education (JTremrr), 182- Re-RoDtiog and Re-Sebcdnliag (ifitekeU). 64-67. Saf^UuubM sad tbs Vietsry Csrps (Just), Safety Education Tactics in Wartime. Diseus- Th Secondary School Adiam to tbs WarPhvtirol Pltnasa (PritsUf). 178179. Wartamo Prebli of the Traffic Court (From), ,1812. National Federation of Business and Profentioaal .Women's Oubs: Report of Safety Activities, 222 National Fire Protection Amooatioo: Report of Safety Activities. 278-229. National Fire Wayte Council: Report of Agri cultural Committee Actiihtc*. 192-194. National Oiganitsriim for Psltu Bttlffi Nacting: Report of Safety Aatliliie*. Z3Z331 Newspopcrs, See Publicity. Nvybrof/ ri. .: Why Should the Driver Be TaiqAt? 8887.___ Neiim, r. A.r The Effect of the War oo the Tvonstt Industry, 110-114. Parking: Parkins Lot Studies (Hkmmonet), 5859- Providing Off-Street Parking aud Trnnioal Facilities (Mickle'), 6864. Pedestrians: The Pedestrian Accident Problem and Its Solution (Ftonogm*), 5 7. A Preview of Post-war Traffic Problems (5iw- bury). 21-23. Personal Factor*: Tbc Mental Artiiudc o( Auto mobile Drivers Toward Enforcement (Mis- ainper). 7-19. Physical Edueation: The Secondary School Ad justs to the Was--Physical Fitness (Pritmlog), 178179. Plant Protection: Cooperation of Pallet With Plant Protection Organisations (Dorr), 1818 Police: Cooperation of Police With Plant Pro tection Organisations (Door), 1818. The Mental Attitude of Automobile Driver* Toward Enforcement (Afrmugrr), 7-10. Planning for Post-War Tnfic Safety- Panel PiKOMWo, 42-44. Sec Also Enforcement- Post-War planning: The Challenge of Traffic Acci dents h Wartime (Demrborm), J-4. Planning for Post-War TraAc Safety (Win)), 24-37. Hanning for Pam-War TraAc Safety. Panel Disruaaion, 3849. Poet-War Traffic Enforcement Planning (Ksiu), 71-72. A Preview of Post-War Traffic Problems (Solis kory), 3M3. Teacher Evocation for Safety. Panel Discus sion, 145-158 _ ... Fnltlef, A. H. .* Tbo Secondary School Adjusts to the War--Physical Fitness, 178179. Psychology, Sec Personal Factors. Public Solery: Tbo Csmmnnity as in Enrrgieing Group (rPtMiomz), 163-16S. The Coart'a Responsibility for Safety in (be Community. Panel Discuaaioa, 49-50 Public Safety Education. Panel Discussion, 4748. Safety Education Tactics in Wartime. Dur See Also Pedestrian*; Traffic. Public Safety Education. Group Session, 12, 3143, 68 PuMicity: How to Integrate Farm Safety Infor mation loto Non-Safety Program* aad Publi cations. Discussion, 2OS-2I0. How to Reach Form Families Most Effectively. Diaenasioa. 204-20$. PabUcity Regarding Maintenance of Homos and Household Appliances. Discussion, 252-2SS. Safety Publicity of the Woman's Home Com. wCatlfcad of Hum* Safety Literature Is Needed? Dimumios, 247-251. What Makes Effective Home Safety Publicity? tHscuatima. 248247. Responsibility: Rcssoorifattity for Accident*. Panel Discnanso. 87-98 _ JUsimge*. /. X.r Saving Tima and Pvrsonnal Tbrongb Hotter Training and Placement Meth ods, 98100. Oehmk*. Me/. M. f.; Military Violators of Traffic Regulations, 20-21. Off-thojoh Safety: Home Safety Publicity to Com bat Off-the-Job Accidents. Discussion, 243-248 Off-the-fob Accident Program of tbc N-S-C., 238237. Itiukry, A C-; A Preview of Post-War Traffic Problems. 3133. 268 32nd National Softly Congress, 1943 School Safety. S Child Eduuiioa: Child Sifoy. 5/Mini, T. J AaplriDi ODT Policies on War Traffic Control/53-Sd, Sells, Dorothy: Wimca so Transportation, '4 16. Society of ATvricu'toral Engineers: Koport of Safety .Activities, 189-190. Sporting Arms had Ammunition hlanufacturinn Institute: Koport of Safety Activities, 213-236, Street and Highway Traffic Section: faint Ses sion With Commercial Vehicle and Transit Section* and liodmc of Traffic EoiMwen, 13-16. Minutes, M2. Officers. 1-2. Summary of Activities (Booth), 68-71. Street Cera, Sec Transit Industry. T Tests, See Olivers and Driving; Training. Tires. Sec Motor Vehicles. Traffic: Applying ODT Polioes on War Traffic Control (JVhumj, D>ifc Building Support for the War Traffic Program (Mori). 18-14. .. The Challenge of Traffic Accidents In Wartime (Orirfsra), 3-4. Fact Finding Studies for Improving War Trans portation {Hammond}. 51-60. Military Violators of Traffic Rtjvuhcn. iOrhmkf), 30-21. ^. for Uniform Traffic Legislation. Papel Discussion. 45-47. Planning for Post-War Traffic Safety (More*). 34-37. Plannine for Pom-War Traffic Safety. Panel Discussion. 38-49. _ .. A Preview of Post-War Traffic Problems (5W*s- (mry). 31-33. Problem* is Achieving Uniform Interpretation of Uniform Traffic laws. Panel Discussion. Providing Olf-Snrrl Parking and Terminal Facilities (JfiefcJr). 6664. Wartime Problems of the Traffic Court (Fro**). 1012. See Also Drivers and Driving) Enfoihsmuit; Parking! Pedestrians. _ Traffic Court Toasts and Prosecutors Group Ses sion. 10-12. 21-30, 49-32. Traffic Education Association: Formation, ffi. Traffic Engineers. See Engineering. Traffic Engioeen and War Transportation Adaain- Imrators Session, 53-67. ,, Training: Accent on Safer* In War-Time Transit Training (Mach). 117-122. Demonstration of Ilhist-atcd Snfrtv Lectures to Student Trainmen (Hfeager), I2)-lff-. . Driver Education and Control (SsKdsiy), 32*33. Driver Training Specialist Plan (Oayhjr), 79-81, 84-97. Job Instructor Training- Discussion, 205-208, 211-212. Pre-induction Driver Education C/Cramer), 183 185. Strioi Time and Personnel Through Better Training mod Placement Methods (Rifimatr). 96-100. Wartime Driver Training Techniques (FWpon). 75-78 84-87. Wh^Skgold the Driw He Taught? (AVyhorr). See Also.Child IdaraiioB; Physical Education. Transit Industry: Aseeat on Safety in Wax-Tim* Transit Training (Mach), 117-132. Demonstration of Illustrated Safety Lectures to Student Trainmen (Motto**-). 123-136. Effect of the War on the Transit Industry {G*hb), 114-116. The Effect of the War on the Transit Industry IVolMt). 110-114. Re-Routing and Re-Scheduling IMtlchcU), 64-67. Women in Transportation (frill), 13-14. Tnsat littiw: Joint Session With Street and Highway Traffic and Commercial Vehicle Secdona and Institute of Traffic Engineer*, 15-16. VIinatea. 109-156. Officers. 109-119 V Unienmim' Litcmwin: Report of Safety Ac tivity. Z29-230L Unhod States Department of Agriculture: Report of Safety Activities, 194-196. United States Depsrnaeui of Labor, Children'* Barcan: Report of Safety Activities, 196-197. United State* Depsrtmeotyof Labor, Women's Bureau: Report of Effitr Activities, 199-200. United States Military Serricoa, See Nulooal Defeuae- Victory Corps Program. See National Defense. Visual Education: Demonstration of IPastratcd Safety Lectures to Student Trainmen (Monpre), 125-136. Visual Aids for Illustrating Farm Training Techniques. Diacumion. 212. W See Enforcement. The Comomnity as gn Energizing Group, 163-165Women in Industry, See Olid Welfare; Drivers and Driving: Transit Industry; United States Department of Labor. Women'! Boms.