Document mk12Kj0xRzZD038ew4337ZQ

vC. 34th NATIONAL SAFETY CONGRESS CHICAGO Oflnbtf 7-U. gig (tt}0 ~*7* TrarfSc. i VOLUME n 1 V"^W Tranoft School <ad c--^lrl, -_______ Women* JtcttHdaa SwmnT"^" Horo*' Fann and VOLUMEI contains the General Sabiect and Industrial Seezia National Safety Council Inc M North Wad^ I*-. Chicago 6 CP7rtgh' ,947` Safe* Cbunefl. toe "**ikwu. Contents VOLUME n Using the Transaction*................................................................................................... Hi Council Officers ............................................................................................. iv Commercial Vehicle Section................................................................... 1 Farm Safety Sessions........................................................................................................ 29 Home Safety Sessions................ 47 School and College Sessions.......................................................................................... 71 Traffic Section..................................... ,189 Transit Section .....................................................................................................................287 Women's Activities Sessioos........................................................................................337 Safety Exposition Exhibitors................. 343 Index ................................................................. 349 The Transactions of the 34th National Safety Congress and Expo sition of the National Safety Council are published in two volumes. Volume I contains the General Subject and Industrial Section sessions. Volume II the Public Safety, School and College Safety, Home Safety, Farm Safety and Women's Activities sessions. The Transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. They are therefore an abridged version of the papers and discussions. The original manu scripts, some of which have drawings and charts not reproduced here, are avallahie n* the files of the National Safety C"""1 The National Safety Council, at Its Congresses, seeks to eliminate from discussion matters which are not pertinent to the aims of the Congress, or which are contrary to the Council's policies. However, it cannot accept responsibility for views expressed, either in the papers presented or in this record of them. Extra copies of Volume I may be obtained by Council members at $2.50 each. The price to non-members is $5.00 each. Extra copies of Volume II are $1.25 each. THE NATIONAL SAFETY COUNCIL 20 N. Wacker Drive. Chicago 6, 111. Using the Transactions The two volumes of Transaction* pub lished 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 man's "Five-Foot Shelf"--xan encyclopedia of estab lished methods as well as of the most suc cessful experiment. The safety engineer, the progressive in dustrialist, and students of safety will find these volumes valuable for reference. They contain the best knowledge and the long experience of the men and women who appeared before the 34th Annual Safety Congress. For easy use the material has been ar ranged and identified; first, by the major headings of the Table of Contents on page ii, and by the comprehensive Index at the lark of the book. In the body of the book each group of meetings is printed in the same order in which they appeared in the daily time schedule of the original program. The detailed alphabetical Index quickly locates specific safety material. It lists items in three ways: (a) by subjects discussed, i. c, cyclists, household appliances, military convoys, traffic "dim Outs"; (b) by speak ers. in the case of forma] papers. Speakers' names are printed in italics; (c) by the division or group, as School and College Safety, Home Safety. Farm Safety. Solve Occident problems. Traffic officers, judges, highway construction men are faced with unprecedented problems caused by the mushrooming of war plants and the attend ant traffic congestion. Not tlie least of their troubles is the control and discipline of war worker-drivers and drivers in service uni form. Arousing interest in safety in the schools and In homes and farms becomes easier after reading the experiences of the speak ers at the School and College Safety. Farm Safety, Home Safety and Women's Activities sessions. Several meeting* concern cur riculum problems; others farm machinery hazards; and still others household equip ment, and off-the-job accidents. Speech-making materials are abundant (or the traffic engineer or the school or city official who is scheduled to talk on accident prevention, either m his wVi community or at conventions oi his own profession. The Transactions contain excellent example* of safety talks as well as authorities and quotations for local press releases, poster and bulletin boards. Safety promotion plans always profit b> new* anrl novel ideas. Speakers at the Con gresses offer rich source material for the promotion of safety on highways, in hornet and in schools. Outstanding safety leaders are powerful influences in the promotion of the national safety movement. As officers or members of the Council's sections or as public official < they can be helpful in organizing individual safety* programs. National Safety Council services anti 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 movement and a better understanding of the ways in which this power is made effective. til National Safety Council, Inc. OFFICERS President: Ned H. Deauoin, Chicago, III. Vice-President for Farms: Guv L. Noble, Managing Director, National Committee on Boys and Girls Club Work, Chicago, III. Vice-President for Fmtmce, and Treasurer: I. W. Millard, Presi dent Industrial Gloves Company, Danville, 111. Vice-President for Homes: Dl D. B. AiMshomc, 2nd Vice-Presi dent Metropolitan Life Insurance Company, New York, N. Y. Vice-President for Industry: C. E. Woouevo, Director of Person nel, A. 0. Smith Corporation, Milwaukee, Wis. Vice-President for Local Safety Organisations: Judge Lee E. Skeel, Appellate Court Cleveland, Ohio. Vice-President for Membership: R.T. Solensten, Vice-President . Elliott Service Company, New York, N. Y. Vice-President for Public Information: W. Earl Hall, Managing Editor, Mason City Globe-Gaaettc; Mason City, Iowa. Vice-President for Schools and Colleges: Dk. H. T. Heald, Presi dent Illinois Institute of Technology, Chicago, 111. Vice-President for Traffic dnd Transportation: Leslie J. Sgoemsox, City Traffic Engineer, City of Chicago, Chicago, IU. Vice-President for Women?* Activities: Miss Pauline E. Masuco, Public Relations Counsel, New York, N. Y. Secretary: R. L. Forney, General Secretary, National Safety Council, Chicago, I1L Assistant Treasurers: B. B. McCulloch, President Bureau of Safety, Inc, Chicago, 11L; H. H. Grxsnwald, Director, Accounting Division, National Safety Council, Chicago, I)L TRUSTEES Chairman of Ike Trustees; William A. iRvnr, Member, Executive Committee, United States Steel Corp., New York, N. Y. Vice Chairman of the Trustees: Robert C. Stanley, President International Nickel Company of Canada, Ltd., New York, N. Y. .Secretory of the Trustees: Ned H. Dearborn, President National Safety Council, Chicago, III. Treasurer of the Trustees: Thomas W. Lamont, Chairman of the Board, J. P. Morgan and Company, New York, N. Y. Members Wixtbrof W. Aldrich, Chairman, Board of Directors, The Chase National Bank, New York, N. Y. Melvin H. Barer, President National Gypsum Company, Buffalo, N. Y. Lawrence D. Bell, President, Bell Aircraft Corporation, Buffalo, N. Y. (Note: The UsU here printed of Officer*. Trustee*. Board of Directors, and (executive Board, include those elected at the 1M6 National Safety Congress and. la the eM of the Truetee*, certain members previously elected for a two or three year term.) IV National Safety Council, Inc. James B. Black, President Pacific Gas and Electric Company, San Francisco, Calif. S. Bruce Black. President Liberty Mutual Insurance Company, Boston, Mass. MgrcaN B. Braikabd, President Aetna Life Insurance Company. Hartford, Conn. Cason J. Callaway, Blue Spring Farms, Hamilton, Ga. John W. Cari-enter, President Texas Power and Light Company, Dallas, Tex. TabMAS L Cashen, Chairman, Railway Labor Executives* Asso ciation, Washington, D. C. WiluaM G. Chandler, President, Scripps-Howard Supply Com pany, New York, N. Y. Kenneth B. Gorman, President J. M. Colcnan Company, Seattle. Wash. Howard Coonley, Chairman of the Executive Committee, American Standards Association, New York, N. Y. Frederick C. Crawfqszl President Thompson Products, Inc., Cleve land. Ohio Walter J. Cummings, Chairman of the Board, Continental Illinois National Bank and Trust Company, Chicago, 111. Nd H. Dearborn, President National Safety Council. Chicago, 111. Richard R. Deufree. President Procter and Gamble Company, Cincinnati, Ohio Benjamin F. Faxruess, President United States Steel Corporation, Pittsburgh, Pa. Francis J. Gavin, President Oteat Northern Railway Company, St. Paul, Minn. Walter S. Gcpyord, President American Telephone and Telegraph Co,, New York, N. Y. William Grzxk, President American Federation of Labor, Wash ington, D. C. R. Roland Harrimam, Brown Brothers Haniman and Company, New York, N. Y. William A. Irvin, Member, Executive Committee, United States Steel Corporation, New Yorit N. Y. William M. Jeffers, Vice Chairman of the Board, Union Pacific Railroad Company, North Hollywood, Calif. Horace P. Livers di ce, President Philadelphia Electric Company, Philadelphia, Pa. Gustav Metzman, President New York Central System, New York, N. Y. Thomas A. Morgan, Chairman, The Sperry Corporation, New York, N. Y. Philip Murray, President Congress of Industrial Organizations, Washington, D. C. National Safety Council, Inc. Bejnjamim O'Shea, Member, Board of Directors, Union Carbide and Carbon Corpt, New York, N. Y, Thomas I. Pajuuxsox, President, Equitable Life Assurance Society of the United States, New York, N. Y. W. S. S. Rodgers, Chairman, The Texas Company, New York, N. Y. William A, Simpson, President^ William Simpson Construction Company, Los Angeles, Calif. HsunT E. Smith, President, United States Robber Company, New York, N. Y. Robot C. Stanley, President, International Nickel Company of Canada, Ltd.. New York, N. Y. John Stilwell, Vice-President, Consolidated Edison Company of New York, Inc, New York, N. Y. Juan T. Turn, President, Pan-Anorncan Airways System, New York. N. Y. Hamy C. Wxess, President, Hmoble 03 and Refining Company, Houston, Texas C. E. Wilson, President, General Electric Company, New York, K. Y. Gmaiujss E. Wilson, President, General Motors Corporation, De troit. Mich. Charles Dtxu WimaN, President, Deere and Company. MoKne, 111. BOARD OF DIRECTORS Chairman of the Booed of Directors: John Stilwell, Vice-Presi dent, Consolidated Edison Co. of New York, New York, N. Y. Members H. W. Anderson, Vice-President in Charge of Industrial Relations General Motors Corp., Detroit, Mich. D. B. Armstrong, Second Vice-President, Metropolitan Life Insur ance Co., New York, N. Y, Wallace N. Barkis, Executive Vice-President, Pullman Standard Car Manufacturing Co., Chicago, I1L Thomas E. Branttf, President, Brani8 Airways, Inc., Dallas, Texas James B. Caret, Secretary-Treasurer, Congress of Industrial Or ganizations, Washington, D. C CiAiRNa C. Carlton, Vice-President, Motor Wheel Corporation, Lansing, Mich. Ray Carr, Advertising Counsel, Portland, Ore. Cleo F. Craig, Vice-President, American Telephone and Telegraph Co., New York, N. Y. Ned H. Dearborn, President, National Safety Council, Chicago, ItL Mas. LaFell Dickinson, President, General Federation of Women's Clubs. Washington, D. C I! National Safety Council, Inc. Wallace J. Falvey, Vice-President, Massachusetts Bonding and Insurance Co., New York, N. Y. W. Earl Hall, Managing Editor, Mason Qty Globe-Gazette, Mason Qty, Iowa D. P. Hast son, Vice-President, Equitable Gas Company. Pittsburgh, Pa. Da. H. T. Heald, President, Illinois Institute of Tectinology, Chi cago, 111. G. A. Heuser, President, Henry Vogt Machine Co., Louisville, Ky. C. A. Kirk, Executive Vice-President, International Business Ma chines Corp., New York, N. Y. H. P. Ladds. President, National Screw and Manufacturing Co., Cleveland, Ohio George H. Low^ Lowe and Huggins, Ogden, Utah Alfred J. hummutc, Oakland, Calif. A. E. Lyon, Executive Secretary, Railway Labor Executives Asso ciation, Washington, D. C. Miss Pauline L. Mandigo. Public Relations Counsel, New York, N. Y. I. W. Millard, President, Industrial Gloves Co., Danville, IU. Guv L. Noble, Managing Director, National Committee on Boys and Girls Club Work, Chicago, III. Henry E North. Vice-President, Metropolitan Life Insurance Co., San Francisco, Calif. Walter S. Paine, Manager, Engineering and Inspection Depart ment, Aetna Life Affiliated Companies, Hartford, Conn. C. E. Pettidoke, Vice-President and Manager, Engineering Depart ment, American Mutual Liability Insurance Co.. Boston. Mass. R. J. Rucemru, Treasurer, New Haven Trap Rock Co., New Haven, Conn. Judge Lee E. Sksel, Appellate Court, Cleveland, Ohio Theodore F. Smith, President, Oliver Iron and Steel Corp., Pitts burgh, Pa. R. T. Solenstex, Vice-President, EUiott Service Co., New York. N. Y. Leslie J. Sorenson, Gty Traffic Engineer, Chicago, 111. John Stilwell, Vice-President, Consolidated Edison Co. of New York, New York, N. Y. Robert J. Watt, International Representative. American Federation of Labor, Washington, D. C. C. E. Woouevtr, Director of Personnel, A. O. Smith Corp., Mil waukec, Wts. EXECUTIVE BOARD Chairman of the Executive Board: Walter S. Paine, Manager, Engineering and Inspection Department, Aetna Life Affiliated Companies, Hartford, Conn. vi vii National Safety Council, Inc. Members-at-Large Djl D. B. Ajlmstrong, Second Vice-President, Metropolitan Life Insurance Co., New York, N. Y. J, 1. Banash, Consulting Engineer, Chicago, lit. C. VV. Bexgquist, Hinsdale, 111. W. F. Bkowk, Safety Director, Consolidated Edison Co. of New York, Incu, New York, N. Y. A. j. R. Corns, Assistant to General Manager, Portland Cement As sociation, Chicago, 111. Ned H. DtASfiots, President, National Safety Council, Chicago, III. R. H. Ferguson, Manager of Safety, Republic Steel Corp., Qeve- land, Ohio Kuk Fox, Editor, Successful Farming, Meredith Publications, Des Moines, Iowa Eakl Fnn, Superintendent of Industrial Relations, Caroegie-IHi- nois Steel Corp., South Works, Chicago, ID. W. Eail Hall, Managing Editor, Mason City Globe-Garettc, Mason City, Iowa Juuen H. Hakwv, Managing Director, National Conservation Bu reau, New York, N. Y. T. Lilt Hazlstt, Medical Director, Westinghouse Electric Corp., East Pittsburgh, Pa. Da. H. T. Heals, Prearfeot, Illinois Institut*- of Technology, Chi cago, III. James W. Hobson, Assistant Western Counsel, Northern Pacific Railway Gx, Seattle, Wash. Mas. Huan C. Houghton, Second Viee-PresidoBt, General Federa tion of Women's Clubs, Red Oak. Iowa Walter G. King, Safety Director, American Optical Co, New York, N. Y. John E. Long, Superintendent of Safety, The Delaware and Hud son Railroad Corp., Albany, N. Y. Thomas H. MacDonald. Commissioner, Pnbfic Roads Administra tion, Washington, D. CMiss Pauure E. Maxmoo, Public Relations Counsel, New York. N. Y. Paul A. McGhee, Dean of The School of General Education, New York University, New York, N, Y. Ha*ol L. Mrtna, Manager, Safety and Fire Prevention Division, E. I. du Pont de Nemours and Co., Iwl, Wflmmgtoa, Dda. Guy L. Noble; Managing Director, National Committee on Boys and Girls Club Work, Chicago, Tit. Walter S. Pause, Manager, Engineering and Inspection Department, Aetna Life Affiliated Companies, Hartford, Com. viii National Safety Council, Inc. C. E. PirmaoNE, Vice-President and Manager, Engineering Depart ment, American Mutual Liability Insurance Co., Boston, Mass. R. J. Reiceluth, New Haven Trap Rock Co., New Havoi, Conn. Brig. Gen. Hakky A. Rxwinger. Director of Safety and Welfare, Lehigh Portland Cement Go., Allentown, Pa. Theodore S. Rcrnm, President, The Advertising Council, Inc., Washington, D. C. J. L. Ristngeb, Safety Supervisor, Soeony-Vacuum Oil Co., Inc., New York, N. Y. A. V. RoHWEBca, Superintendent of Safely and Welfare, Duluth, Missabe and Iron Range Railway Co., Duluth, Minn. Judge Lee E. Skeol, Appellate Court. Cleveland, Ohio DuWrTT Surra, Vice-Chairman m Charge of Domestic Services, The American National Red Cross, Washington, D. C. R. T. SouRsitit, Vkv-Presidttit, Elliott Service Co, New York, N. Y. Leslie.J. SottRSOR, City Traffic Engineer, Chicago, til. R, C Steattoh, Supervising Chemical Engineer, Travelers Insur ance Companies, Hartford, Conn. C E. Woolkver, Director of Personnel, A. O. Smith Corp, Mil waukee, Wis. De. William P. Yant, Director of Research and Development, Mine Safety Appliances Co., Pittsburgh, Pa. Representatives of Jho Conference of Loocd Safety Organisations Hauv H. BaAlNVxn, Executive Manager, Western Pennsylvania . Safety Council, Inc, Pittsburgh, Pa De. B. L. Coaacrr, Manager, Milwaukee Safety Commission, Mil waukee, Wis. Clinton W. Dreytx, Manager, East Bay Chapter, National Safety Council, Oakland, Calif. Rxybuex Homeann. Manager, The Safety Council of Greater St Lotds, St Loots, Mo. Haxolo F. Ijmjt, Manager, lousing Safety Council, Lansing. Mich. R. E. Pisason. Superintendent of Safety, Latin American Division, Pan-American World Airways, Miami, Fla. Ftt* M. Rosseland, Manager, Newark Safety Council, Newark, N.J. Representatives of the Conference of Sections John C. Askam, Safety Director, The Ohio Oil Co., Findlay. Otuo L. A. Blanchaid. Chief, Safety and Accident. Prevention Division, Corps of Engineers, Washington, D. G i* II National Safety Council, Inc. W. Graham Cole, Assistant Secretary, Metropolitan Life Insurance Co., New York, N. Y, James J. Duggan, Supervisor, Equipment Safety and Ftre Control Div., Carbide and Carbon Chemicals Corp., South Charleston, W. Va. Miss Joanna Johnson, RJC., Employers Mutual Liability Insurance Co., Milwaukee, Was. W. Dean Keeper, Second Vice-President, Lumbermens Mutual Casualty Co., Chicago, 11L J. E. Lovas, Safety Supervisor, United States-Rubber Co, Passaic, N .J. HONORARY MEMBERS Assocation or Ison and Steel Engineers Robert W. Camhuu Lew R. Palmer* W. H. Cameron John Stilwelx. I. W. Millard Deceased PAST PRESIDENTS Robert W. Campbell* Arthur T. Morey* Lew R. Palmer* David Van Schaack* Ralph C. Richaids* C. P. Tocman .Arthur H. Young Marcus A. Dow Lewis A. DeBlois C. B. Auel* Charles B. Scott* Walter G. Kino Homer E. Nzzsz* Brig. Gen. Henry A. Renincer C. E. Pettdbone C. W. Bergquist J. I. Bahash John E. Long Dr. C. H. Watson D. D. Fennell John Stilwell Deceased X Commercial Vehicle Section Executive Committee 1946-1947 Central Chairman--E. J. Emond, Director of Automotive Safety, Armour & Co. Regional Chairmen-- Central--W. C. B. Merritt, Safety Director, Trucking Inc. Eastern--J. M. Shanaphy, Executive Representative, Railway Express Agency, Inc. Southern--H. M. Clayton, Standardization Engineer, Memphis Light, Gas Sc Water Div. Western--C. D. Calkins, Director of Safety. Pacific Motor Trucking Co. Commilltes-- Program Committee Chairman--J. A. Edelikg, Director of Safety & Personnel, Olson Transportation Co. Central Region--K. E. Ketzel, Safety Director, Fred Olson & Son Motor Service Co. Eastern Region--B. A Rennolds, Safety Director, Virginia Stage Lines, Inc. Southern Region--I. E. Johnson, Director, Safety Sc Claims, Carolina Coach Co. Western Region--J. L. S. Snead, Jr., Manager, Operations Sc Maintenance. Consoli dated Frcightways, Inc. Contest Committee Chairman--A. N. Brion, General Safety Director, Greyhound Corp. Central Region--Joseph Grumme. Jl., Safety Director,-Silver Fleet Motor Express Inc. Eastern Region--J. P. Hightower, Director of Safety, Atlantic Greyhound Corp. Southern Region--F. W. Walker, Traffic Manager, Crescent Operations, Inc. Western Region---H. B. Lyon, Partner, Lyon Storage Sc Moving Co. Award Committee Chairman--H. D. Schepter, Director, Motor Vehicle Safety, Auto Owners Insurance Co. Central Region--R. S. Eudy, Safety Director, Dixie-Sunshine Trailways. Eastern Region--B. A Myers, Assistant Treasurer, Braun Baking Co. Southern Region--A. Ewing Greene, Vise President Sc Director of Safety, The Mason Sc Dixon Lines, Inc Western Region--L. A. Strain, Vice President, Petroleum Transportation Co. 1 4 34th National Sajeiy Congress, 1946 -.o-called safety engineer, who came over from the insurance company and told oar drivers how much their acridaits were costing the insurance company and how much money the insurance company was losing Tn addition, to this, if be was a very thorough safety man, he woidd noop around the garage, the night before d find out whether any tail lights were bro ken and bring this up at the same time at the meeting. His reception was usually not very good and his speech was punctuated by bronx cheers, at calls, and other wdl' known vocal forms of dissension. When this was reported to the management, the management would say -- no cooperation from the foreman. When asked, the fore man would reply -- they sure had co operated. They had told the cat-eallers to shut up and had kept four or five men from prematurely leaving the meeting and if that wasn't cooperation, what the -------was? Of course, aggressive insurance com panies of today work from a different angle. The' program of selection was as fol lows: Selection of drivers operated in the same slip shod manner. There were primed application forms and referoices to check ourselves and so on, but, these were used only for "legacy" type relatives, people sent over by the local ward heeler and other personnel that we did not intend to hire anyway. The application of the above prospective employees were thoroughly checked to find out how we could torn than down. The actual hiring was down "it the door,'' and in the following manner. A large - crowd of drivers would cluster around the window where the orders were given out in the morning. After the regu lar drivers were given their regular orders, if there were orders left over, the super intendent would pick the likeliest looking man from the group left standing there and say "Hey, can you drive?" The man upon answering in the affirmative would be given a handful of papers and told "take truck A100 and go to the "Q~ or the "Nickel Plate." I am going to show you a few examples or the results obtained by the above type of accident prevention program. The ex amples will be of two types. 1. What happens to the equipment. 2. What happens to the cost. (S&k showing bridge aorident. Hill side; Ohio iroiving a new 6000 gallon, diesel-powered, docile bottom gasoline transport.) The bridge, as yon will note, was entirely deinofiihtd Yoa will also note a large tign on the right of the road which says "Load bail--i tons." The second sfide shows another double bottom gaicluw transport which incident ally, was one day old, at the time of the accident, and the drirq involved had an excellent record as a bws driver, bat, bis ability as a transport driver as open to question, as this slide so critically show*. The third sttdc, resales of which have some relation so ike meant Atom Bomb blast teat at Bftaas was a xam where pome writing was attempted on aw empty gaso line anal, withoan saeamsug or propw fy ecntDitini the task firm. This type of "physical n mh t" was ymintd by the "necessary writ" type of accident prevention program. The com for the iwurma department, phis romptnmioo itmiiancr. plus fire and theft, pins PL and PD was at tins time, a Uttle over three per cent of the gross revenoc. Sow we will turn to the opposite type of Safety Department--Management looks at the total insurance of all lands paid out and checks the department to see what the influence of the department is on public relations and whether their company is a good safe plat to work or not Next, management diedcs some over-all figures to see what the potential savings or what potential profit can be made in the depart ment as to these three criteria. This can be done, in the trucking business,, by check ing the last year's accident figures, against Che average for this type aocsdwxt of operation. Such figures are readily acces sible through the National Safety CouoaTs amal edition of accident facts. If yon arc not writ below the average, you can bet your "bottom dollar" that an intelligent safety program properly administered with some money spent on it. will provide a high rate of return per dollar invested. The over-all accident frequency rate for the. "For Hire" city trucking classification for the years 1942 to 1945 was 13.99 acci dents per 100,000 miles of operation. In the vear 1938. our rate was approximately 10.0 Commercial Vehicle Section 5 accidents per 100.000 miles and our cost la the case of the second picture shown, of insurance to gross revenue was over 3 per cent At that time, we operated ap tiiis involved a driver who was, for alt the usual selection tools available at that time proximately 451 nuts and the annual mile (1938), thoroughly qualified. References age was 3,365.000. had been checked. The man had a seven For the last three years our accident year award from a prominent national bus frequency rate has been approximately 4.5 operator, and to all intents and purposes accidents per lOQfNlO miles of operation was a high type driver with considerable as compared with the national average of experience. However, the fatal error in 13.99. Our average ratio of insurance cost judgment was that he had had consider to gross revenue daring this period has able bus driving experience but no double- been 24 affecting the saving of Vi per cent bottom transport experience. When he of gross revenue. It most be remembered, nude the sharp turn that you saw in the at this point, we were operating 800 ve slide, he made it as be would have made hicles and tbe mileage was 8JOOO.OOO it with a single unit and the result was roilea. This was d*ring the period of acute that the four-wheeler turned over. If this man puwei and equipment shortages. With man had had a week's training on a the gross revalue of around $4,000,OOOjOO, this amounts to about $20,000.00 annually. double bottom unit, with an experienced driver trainer and had been broken into "That ain't hay." All right, how do We go about malting this type of equipment gradually, this cer tainly would not have happened. You can this $201000100? Here is one way to do L p'wk the man for the job, but, he also must 1. Top management must view the safety he properly tnrmed for the job. The selec department as a profit malting opportunity tion and training of the men to be placed and not as an "necessary evil." The General on various production jobs is more and must tilt Ins cap over Ins "right" eyebrow more accepted as an essential part of filling arri then all the privates in the lowest tbe job satisfactorily. When it comes to rank will be soon titlting their caps in tbe - driving, it is so easy for fleet operators maimer. Every foreman, supervisor to stumbled into that old pitfall of assum and driver win start to view the Safety ing that a driver who has 10 years driving Department with respect. The Safety De experience is surely qualified. Therefore, partment mart then establish a thorough , selection and training is the first and going program, starting with a.--selection paramount part of the safety program. -->4 treating of drivers and personnel. The next important part of the safety Proper selection would have prevented our program is a proper record system. This hiring tbe rascal that drove through the bridge ba tbe first picture. Proper train ing would have presented the secood one. record system ambles the director of the Safety department to judge bow well his tools of selection m training are working. We most realize that in any program of accident prevention we arc dealing with the human elemoit- In spite of everything that we do, m the way of scientific selection in training and in spite of every precaution we take, the human dement sometime* com pletely takes over. It is true m the accident we had down in Ohio; tbe human dement factor was certainly very much in evidence. However, if this driver had been properly selected as to intelligence, attitude and properly EXAMPLE. If the men trained by driver trainer' (a) frequently becomes in volved in accidents and the men trained by driver trainer (b) do out become involved in accidents, it b easy to see that driver trainer (a) is doing something w.roog. The other purpose of records is to give proper rewards to deserving employees. A thor ough going reward system should be set op to add an incoative to tbe safe driver. The other step in the safety prevention inculcated with the basic fundamental* of program b the corrective training of the safe driving, he certainly would not, have present employees who have not been driven a unit of this type directly through Screened by the modem selection and a sign that stated m as plain English as training program. Again, here the indi this, that the load limit was 6,000 lbs, and he had on 66,000 pounds, or literally vidual drivers record card will be of great assistance in convincing tin driver that he 11 times as much. needs corrective training. So often, we all 6 . 34th National Safety Congress, J946 call the driver m and state--"Tom, this is your sixth `At Fault* accident" and have him say to you--"I have only load one accident in the last five years and that wasn't my fault." A review of his acci dent record with him, definitely places him in a frame of mind that possibly there is something wrong and it will also greatly assist the driver trainer on what points he should place special stress. Our record file shows the operator accidents such as backing accidents, intersection accidents, rear-end collisions or whatever it may be. In addition, to the reward offered to the individual, there should be an incentive system, which may consist of cards, badges, plaques, cash bonuses, or what have you. It is a fundamental American trait to enjoy being a member of the "Team.** This probably dotes bock to our school days where we played football, baseball, as a member of the Team and learned team work, and comes op lo the present stage, where we are members of uamt in the sense that we are a Notre Dame fan, or a Cob fan or a Bladdmwk fan or a member of the National Safely Council or the SAX. or any other group wherein team work is of paramount importance. With this fundamental psychological background in mind, an haueutive of being on the win ning team, the battle against accidents should not be neglected. It is because of this basic psychological belief that our driven are all organized into teams, such as Uactor teams, track teams, steel driver teams, gasoline transport teams, etc. These teams, if they operate for a 30 day period without chargeable accidents against any member of the team, are invited to a banquet, as a reward for their collective efforts in avoiding accidents for the month. This is a continuous program and as it operates on a month to month basis, inter est does not lag as it often does when an individual safety award is still 11 months away. Also, drivers sometimes have their own individual methods for handling the accident prone driver wfu> baa cost them 3 monthly parties in a row. These groups have the advantage over the old time safety meeting, referred to earlier in *h paper, in that the meetings are held alter hours, it is not mandatory, the drivers work for the day is done and he is ta a correspond ingly receptive mood and the- group is small, consisting of not more than. 3D men, which is held in comfortable quarters and a safety message or picture would certainly be absorbed more readily after a nice dinner in congenial snrrniwidingi. than it will be, standing op in the middle of the garage in the early boors of the morning, when tbe man ts anxious to start with, at having to get up 15 minutes earlier to listen to something be be hMwt about anyway. Frotfl the labor rdatioos standpoint, management participation in such meetings is most valuable because both driver and managanent meet and get to know each other better in tbe accepted democratic way. which can be most aptly termed under the auspices of good fellow ship. In this type of meeting, both tbe good will and safety axudoomen an be definitely orated and --jntaiwH To summarise, the vain* of ---l'*---- prevention to good operation most be further defined as an accident prevention program. TWs accident prevention pro gram can be lasted to see whether it helps the company to be a good influence in ^ community and to make better public rela tions. It can be tested to see what it does to help make the company a good and safe place to work and it may be further to see what profits the tnanageoMot pan make by investing money in the acridoit prevention program. Our experience has been that tbe more money we spend an accident prevention tbe more money we make. The Effect of Incentive* on Safe Driving Attitude (Panel Diacnsskm) Participants: Discussion Leader: J. P. Hicbtdwbk, Safety Dir., Atlantic Greyhound Cocp. A. Ewing Greene, Dir. of Safety, The Masco & Dixon Lines, Inc. Karl A. Schweitzer. Sales Mngr., Slicks Family Washing. H. J. Fjuoson( Dir. of Safely and Per sonnel, Refiners Transport ft Terminal Corp. Commensal Vehicle Section 7 MR. HIGHTOWER: The subject gmaa incentive programs in their own companies, to us tbit morning is one that I fed is to outline very briefly their company's pro probably tbe most important that we have gram. to contend with. We select drivers, we MR. GREENE: Our incentive program Is screen them thoroughly, and we tram them..' drelgnto keep the driver* interest on safe I don't believe yon cam tram a driver in one, driving, not so modi to reward'them for two. or five days. I think it takes a mint- having driven safely over a period of time, mum of two weeks. as to keep a continuing interest in driving After yon have framed that driver, you safety. send him out and put him to work. From tbe time yon begm to select and screen, you are inning an attitude in that driver's mind. His attitude towards your company. to begin with. We have tbe usual drivers' meetings, and pep meetings and have tried to encourage tbe thought of safety in their minds, but as an incentive plan, we use emblems. We give National Safety Council Safe Driver Afterwards, or during year coarse of Awards to those drivers who have earned tndniac^ yon u> create in him tbe it by tbe proper number of years of driving yinper anitode towards safe driving* and without an accident, and we adhere strictly further, toward your company. to tbe National Safety Council rules. I am Frasddj; in hearing ducusne-- here tbs* afraid some people don't, but we do use morning^ punkntiriy tbe references mad* that plea purely for the purpose of pro ot and union troubles, 1 am con moting sale driving. vinced that one of your biggest problems is tike fact chat yon do not pot as much importance or as much time into the forma tion of a driver's attitude as yon should. A fellow is a good driver, but sometimes loses out co a National Safety Council Award. Then we have an award that the insurance company gives. It is i card, and I am convinced that if yon bad in tbe we also have our own company Safe pant, yen nodftft be burdened with all tbe Driving Button, which may be given the Oman troublti that 1 tmderstand you have driver. Therefore, the subject which we arc going to dniE the value of mceutivc* on * accidrnt ptmirinn. is good. The effect of inrmriri i mi safe driving attitudes is one that we all be interested in. Any subject brought before ibis session that will tend to improve a driver's atti tude, to tbe extent that be is not going to have b something that is worth our time and thought. There is a little difference in the deci sions ou the accidents. As far as the Na tional Safety Cmmcil is concerned, it the fdlow bas an accident, he is just about ool. In our own company plan and the insurance company phut, if it has been proven beyond a shadow of a doubt be was not responsible for the accident, even though he did con tribute to it, and every driver does when he bos on accident, be may still have the company award, and the insurance award. A good many companies have incentive program. Some of you don't. We are in terested in knowing just what companies have successful incentive programs. We are intnesed h) knowing what companies do not have an incentive program, and we certainly hope you will be interested in the programs which some of the companies have. We hope yon will get some ideas and plans that you can take borne with you and put into practice. We fed that if you do this, if yon create ta incentive program in your own property, yon are going lo im prove yonr driver. To begin with, I am going to ask these gentlemen, each of whom have successful We have two drivers coming up for their 11th year on the National Safety Council Safe Driver Award. We have several com ing up for eight, nine, and ten year awards. We also have several drivers due for ten, 11 and 12-year company awards. A driver may have a five or a six year company award, and still not have qualified beyond two or three years for the National Safety Council AwanL ' We find that tbe boys ore very proud of all of tbeir safety awards, and they are especially proud of tbe National Safety Council Award. We fed that the program gives the man an Incentive to keep driving safely. Even though he might lose out on s 34th Notional Safety Congress, 1046 the top prize, he can still come in for a lower prize. We always give the boys quite a bit of publicity through the house organ. We give them dinners, and a good deal of newspaper publicity when they win awards. So, in the final analysis, they don't get anything but a button, and a grand hand, and a lot ol praise for doing a good job. But they like it Our safety record, insofar as over-theroad operations are concerned, is well below the national average. During the war yean, out experience in terminals hasn't been so good--like the rest of you. We have had to put men on as drivers that we ordinarily wouldn't let push a two-wbeeled truck on a platform. We are remedying that situation. We have three safety supervisor*~who stay in constant touch with the drivers, one a resident supervisor in Kingsport, which is our main office, and two field men, one in the South and one in the East We find that they can do as much a* anybody in the world to keep the boys on their toes. They don't go out with the attitude of a police man. They start with the attitude of being a friend of the driver. If the)' catch a driver in the wrong, they stop him right then and tell him what is wrong. They have no power to discipline that driver in any respect, but make a re port to the superintendent of drivers, who handles all disciplinary action. But,' we find that much is corrected just through the effort of the supervisor stop ping the man and talking to him right after he has done something he should not have done. Otherwise; the report might come into the office, and several hours or days go by before somebody talks to the driver. His conscience is already salved, so it doesn't have the same effect as when you stop him right at the time of the incident. Thus, we have no elaborate plan. It is very simple There is no great reward except a lot of persona) satisfaction to the driver that makes the grade. We think it works. MR. SCHWEITZER: Our company is quite small in number of trucks. We oper ate 15 trucks. However, the Chamber of Commerce at Fort Wayne has a safety program for over a hundred fleets and better than a thousand drivers. My com pany participates in that program. However, tn my particular company, safety starts with the boss--the top man. That is where it should start--with, the owner, the manager, or the superintendent, or whatever the top operating man is. Y<w have to hare safety is your heart firsL You have to believe it before you can get your drivers to believe it and push it, or you are not going to have a successful plan. We hare if in oar company, and we went through 1944 without an accident. We have gone through 1945 with only one accident-- a new fellow* hacked into the garage door. We are going to call it a chargeable acci dent, which is according to the rales of the National Safety Council Safe Driver Award. W use this Award and are proud of the fact that we stick to the rules. We use alt the materials that the Na tional Safety Council provides. We have all onr drivers punching in for another year oo that Award of theirs. Some have three years and are going into their fourth. We also use an award provided by our insurance company. These are cards. Some of the boys have eight, ten--and 1 think one man has 12 years without an accident on this record. We pat him on the hack. You have to do that Wc have banquets, and I guess ail the rest have those too. We let them know that we are proud of the records that they have made, and we keep that qp in front of them all the time. In fad. we keep all the'National Safety Coanei) literature oo a big bulletin baud in thar room. We keep trying to hammer safety at them. Show them its advantages, and what it means to them. We also have a cash boom plan. The eoanpmiy offers $35 to the driver who goes a year without an accident We have dis cussion meetings every three months. We give banquets. We keep them in touch with the national picture. Once a year, we attend the annual baaqoct of the Fort Wayne Chamber of Com merce. From 500 to 700 drivers attend tint. We have safety talks there, and' make a presentation pi the awards. That is the way we keep hammering home to them the importance of safety. You Commercial, Vehicle Section 9 can't expect the driver to be interested unless the manager, the supervisor, or who ever be might be, is active in tbe program. MR. ERICSSON: We are petroleum haulers and operate out of four states, Illi- j Ohio, and Indiana, and are : garnime. and fuel oil, etc., in i fto Ihptid petroleum gases, propane, Wam and an on. Oar units in some states arc fees m length. CantfM*d)r> it is a considerable invest ment Ant the drivers are required to erwaipoct around the state. We have put in iaUenrive programs, which we have fomad so he very benchda) in every respect. Cbmfe So our property is very, very dfjht, tofi i.A to potential damage to xhtn on the highway. We have monetary awards, which we call a throe, six. tune, and twelve award, and is hared on quarters of the year. In other raids if a man operates the first three luoudw without a chargeable accident be wins three dollars. If he operates safely the next quarter, he has $6 coming, and the next, $9, and the last quarter, $12, or a total of $30 for the first year. For every month thereafter, be gets $S a month. That is tbe highest the award goes---$6 a yar. In tbe event he has a diargeable acci dent, he would collect what he had already earned, bar be has to start all over again in the three; six, not, and twelve bracket We have found that has proven very, very beneficial, because the--as the truck driver calls it--"cabbage" makes the driver very interested. 1 can further state that our severity has been reduced in 1945 and 1944, by better than 60 per cent I don't like to mention actual dollars and cents, but U is a sizable amount, and our severity for the first ten months of this year is 7$ per cent under that. So the bonus does apparently have a lot of effect In addition, we have our own gold pm. It looks like airplane wings, and represents one year of driving without a chargeable accident Ever)' year following that the drivei operates accordingly, we put a Anwiwt in it. The tenth year we pot a large diamond in the center of the Wheel. Perhaps you might think that is rather elaborate. My president contends l am try ing to give the company away, but 1 find it really pays off. We also have safety ban quets in the fall, at every one of our terminals. We have 19 terminals, and we make the presentations of the monetary awards at these banquets. Also; it is very important that at least two other executives of the company attend all of these meetings. That's a grind--going from one to another, trying to cover four banquets m one week, in order to get through u quickly as possible We have found them extremely beneficial, though. I find you have to get the respect of your truck drivers. They have to believe in you. and when we make promises, we had better keep them. MR. HIGHTOWER: You have a little' bit of the information as to what these three gentlemen are doing. 1 would like to plant this thought in everybody's mind. 1 don't believe in babying drivers. I think it you treat them like men, fairly and squarely, you are going to get along with them, as these gentlemen have stated in different words. The primary incentive, for any driver, is his job. The first incentive that any driver has to operate his vehicle safely is his job. He has a good job, a steady, dependable, job, and a good paying job, whether he be a truck driver or a bus driver. Therefore; that is his first incaitive. It is your duty to impress that in his mind, from the time you have your first interview, until you complete your training. In other word'*, you arc selling the company to him--that is his first incentive. Following that, we have a multitude of other incentives that we dangle in front of hb eyes in an effort to make him desire to do his job safely. The value of tho in centives will depend on how much value you attach to them. If that driver docs not fee! that the incentive you are dangling in front of his eyes is something valuable-- something that should be striven for, some thing desired--then it has no value. Furthermore, any incentive that you offer a driver should he one that he has to ac tually strive for, to earn. When you get away from that, you have lost any value of incentive, in my opinion. MR. SALMON (Manufacturers Casu alty) ; Mr. Ericsson. During any time prior 10 34th National Safety Confress, 1946 to your establishment of three, six, mat and twelve bonus program, have you used the annual award system? If you have, how in your opinion does it compare? MR. ERICSSON: Prior to the entry of the company into this three, six, nine, and twelve program--I believe they did have a fund of $25,000 to split if there were no accidents. Deductions would be made from that for accidents. Whatever was left at the end of the year was divided. The drivers didn't like it, because the good drivers suffered for the poor ones. They are very, very much elated over our present program, believe toe. So we have bad no repercussions on that score what soever. MR. LOVESTORN (Standard OU of California): We never had an incentive program for drivers, bat we are especially interested. We are considering it, but there is one objection we have always had. Does an award system lead drivers to cover, op on minor moddents? MR. SCHWEITZER: It would have a tendency to do that. However, you have to set your program up in such a way that you can get to the man. Here is one thing I might mention in connection with that One company I know of, divides the fleet into two teams with captains. The captain on each team is voted m by the drivers themselves. The rival teams watch yaA other's performance. In other words, if one idan has a scratched fender, someone js going to step up to him, pat him an the back, and say, "What about the fender ?" MR- ERICSSON: Your head mechanics can check the equipment m before the next driver takes it out, and if there is any marie or scratch, the driver has to account for if. That's the best way to overcome any in clination to fail to report accidents. MR, THARMS: Mr. Hightower, what are the "things'* that are dangled before the driver's eyes, and bow do you dangle them? MR. HIGHTOWER: I will give yon a personal example of what is dangled around, and then I will tel! you what the effect is. In my company we have quite an ex tensive safety program. We are a pretty large company. We operate around 300 coaches, and have around 800 drivers. We operate the second highest mileage of any Greyhound Company. First of all, we dangle the job. Tbc job is one they can be proud of. It is one in which they can hold their head up and be proud of in any community. We sell them that We give them their training. We tel) them bow we want to operate the business, and bow they should conduct our business. Then they begin to participate in our safety program. Each operating division competes against each other, in an intotiivisional contest, the rules of which are practically identical to the rules of the National Safety Council's Fleet Safety Contest As a reward for a division winning the contest (we have two, six months contests each year), each driver who goes through the she months contest la the division with out a chargeable accident is given $15. We issue monthly bulletins and hold meetings to keep the drivers keyed op about the contest. We don't pot too much im portance on the contest, because we don't want the drivers to overlook the entire picture m favor of the contest We have awards starting with a bronze button for six months. Up through nine years, we give a button of some land. For six years, we award a stick pm set with a ruby instead of a button. The seventh, eighth, and ninth years, each ooe of the awards is accompanied by a pocket award--a certificate and we give the driver $37.50 in cash. The tenth year, we give him a very ex pensive 14 Karat gold 21-jewel Hamilton watch, suitably inscribed., The 11th, 12th, 13th, and 14th year, we do not give buttons or jewelry. We give him a pocket certificate and $S0. For the IStb year, we give a handsome ring. In addition to those things, we run an in dividual contest. If a driver goes through that year without a chargeable accident, we give him a credit on his account, equal to the cost of a basic uniform. For the past three years that has amounted to $35.90. That is pretty costly. This year, we had 600 drivers who earned their uniform award, out of a total of some 750. - Those are some of the incentives that we dangle in front of them. It is human nature Commercial Vehicle Section 11 (you and I and anybody else that is hunan) for us to desire recognition. Safe driving awards give recognition. Even ia the presentation of them, drivers get ' recognition, do they not? They are singled out and told they have done an outstanding job. That is an incentive. We pin a button an than, and they wear it, and display it to fellow drivers and to the public Sorely you would strive for that incen tive, because you have enough pride in yourself to desire to want to stand ouL You want people to recognize that you have done an excellent job of safe driving. Those are some of the incentives you have *o keep plugging. You have to edu cate, remind people, keep them believing that those are valuable; something to really work bard for. It is up to you as to bow you are going to do it. Do you want to know the effect of this program that I have just outlined to you? Let me say to you sincerely, we have the least trouble with vor 800 drivers of nay *wm^wy that ) know of in this United States. We do oot have a union, and our average, ctbj through this year, which is the worst any of us, 1 guess, have experienced since the beginning of the war, is sticking up tt> around $0,000 to 90,000 miles per accident. MR. R. A WALKER (Motor Tom): Will the National Safety Council act as a clearing house fur the filing of snefa plans of action? It seems to me that an or ganization which wants a program should appeal to the National, Safety CotmcS for ooe, two, or throe adaptable types of pro grams of incentive plans. May I also say in rebuttal to your re mark--we operate with the A. F. of L. Uiuou, but -we first filed with them our incentive plan and driver control plan whereby wc remove drivers for a certain dumber of demerits, and we have the full sanction of the A F. of L on our program. I fed that, if you will file your program with the am, they will not only go along with at, bee will endorse it. We have thought it better to work with them than to work h eppasttioQ with the' union. MR. HIGHTOWER: I thank yon for mewtjnmng the clearing house idea. All of us assembled here in this room can never remember who is here, and sit down when we get home and write somebody a letter and ask them for their plan. One of the prune purposes of the Council ts to act as a clearing house on all matters of safety, and incentive plans are included. MISS CECEL KENNEDY (Treasure Island Naval Base) ; There is one incentive that I have used to very good advantage which hasn't been mentioned, and that is in connection with the road check. We write a persona) letter to the driver and a copy goes in our personnet fife. It's a letter of commendation. I follow the road check with a letter saying, "You were followed on such and such a day, on such and such a route, and you did the following things for which I am very pleased.** and so on. We try to pvt a check on the driver every few months. Only a few vriO get the commendation letter, and they will show the letter around to the otheT drivers. They ate mighty proud of it. This also helps overcome the drivers* antagonism to a road deck. Each time they are out there they think, "Maybe I'm get ting checked tins time,'* and will follow it up by doing a good job. MR. HIGHTOWER: Your letter of commmdatiou is another incentive for do ing the job right without supervision. If you are going to put something bad on your drivers* records, 1 think you should . put the good oo there too. CHAIRMAN TILXER: 1 would like to ask the panel if they believe that the mone tary value of the award very much difference as far as creating the incentive. In other words, do the drivers place a lot of value on an award other than the cash value? You mentioned putting dia monds on a gold emblem, et cetera. Do you believe those diamonds actually help, or would that little pin that you give them be just as effixtlte without (hen) ? MR. GREENE: I think that the satis faction of winning the award ts the major thing. Of course alt of appreciate mone tary values, and they add something to it. but I don't think that is the ncin incentive. I think the main incentive ts the personal satisfaction the driver gets in winning the award. 12 34th National Safety Congress, 1946 MR KARL A. SCHWEITZER: I fhuik that is right. 0( course everybody wants dollars and cents, but I believe as the oth ers: Personal recognition has more of an incentive value, and they work harder to get it MR. HIGHTOWER: I have found our dri\ers value their little bronze six months pin, and value their one year pin, which is entirely plain. Their two year pin then picks up the stones. And they value each one of them and work hard for each one. However, I am convinced that when you get up into something of value like dia* moods--a man can be proud of wearing it on his street clothes. For instance, it will be a dressy piece of jewelry' that he is wearing, aad lie is going to attach more value to it than he would to a plain pin, with no diamonds in it Maybe not because of its cash value, but because of its appearance and the impres sion it is going to make on other people. MEMBER : 1 have noticed that you have been talking entirely about positive Incen tives. I think one of the most important positive incentives is the training program, getting the people interested in the idea of how to do a job correctly, getting that idea across to the men doing the work in the training program. If a man is correctly taught how to do a job, he gets a lot of satisfaction in doing the job correctly. When he knows how to do it well, that in itself is reward. But there is the other side, the negative side about which 1 want to ask questions. You haven't mentioned much of the nega tive side. The fear of pain is a negative incentive. Getting this idea of fear of pain across to the men will make them more careful. We don't do the job right f we don't remind them of that. Another negative incentive is the fear of hurting other people, and the fear of the hardship to the family of the victim--such as running into and hurting the bread winner in such a way that he couldn't sup port his family, and all of the effects that an accident might have on the family. Most men have some feeling in that respect and arc governed by it. Another negative incentive would be a fint aid training program. If men under stood more of the injury that would come to them as a result of an accident, and what happens to the bones and muscles, et cet era, in the body as a result of a crushed leg or a crushed arm, perhaps they might be a little more careful. MR. HIGHTOWER: I think your re marks are well pul. I believe that every safety director has at one time or another used tiw fear of pain, the hardship, the discomforts that arise out of an accident. But I believe that almost every safety director has finally concluded that the av erage driver is not so terribly impressed with that particular approach. X myself have used it. Most of the outstanding thinkers in this fidd that I have had the pleasure of hearing have very frankly stated that they felt that the horror angle should be held to a minimum. A good many of the companies do give first aid training, particularly trucking com panies. I would say oil hand, the majority of the companies do not engage in teaching first aid to their operator*. I can see where it would have a lot of good effect, certainly from a public relations standpoint, if noth ing else WEDNESDAY AFTERNOON SESSION October 9, 1946 Presiding: H. O. Tii.NEt, Safety Director, United Pacific Insurance Company. The Organization and Operation ol an Accident Review Board By E. J. EMOND Dir. of Automotive Safety, Armour A Co. The procedures and suggestions eontamed in this paper, beginning with the second paragraph, represents the "Review Board Plan" as outlined to the branch houses and operating units of Armour & Co. The definitions and rules were taken from Fleet Safety Memo. Nos. 14 and 15, compiled by the Commercial Vehicle Sec- Commercial Vehicle Section 13 lion of the National Safety Council, of is further in the past, and who of us can which Armour A Co. is a member. I remember, in detail, occurrences of even a should tike to recommend that you care month ago! Furthermore, the decisions of fully study these two Memos pursuant to the Review Board are more apt to be ac i niMi tiling your Accident Review Com ceptable to all concerned when evidence, in mittal. and that you use them as operat the form of injuries, damaged equipment ing This practice will result in the and product, is still to be seen. It has of terminology and help therefore been found advisable to hold consolidate our thinking in re- meetings of the Board at regular intervals, responsibility. Usually every two weeks, at which meet h companies where the drivers do not . headquarters, it may be Sa have local Review Boards at : tiMtstt, and the General AcriBoard at the main office of ings all accidents reported since the pre vious meeting are reviewed. When a month or more has passed without untoward in cidents, it is recommended that a meeting be arranged for all personnel operating company automotive equipment to bring to be at least three--and prefember* of the Review : shook! be represented notice such achievement, and to discuss ways and means of maintaining the im proved experience. by erne l At member*. The drivers should An accident, to be reportable to the dul pat oi Acif number to represent them. Accident Review Board, shall be any acci The ipmuiag rand mechanic. If any, or dent in which a company vehicle is in should be one of the volved, tmlcss properly parked, where such if this can be arranged. accident results in death, personal injury, Wbm Am are many drivers, it may be or property damage. Such an accident is 4muAh n bnve more than one driver on reportable regardless of who was hurt, the hytd what property was damaged or to what Entry Review Board should have a per- extent, where it occurred, or who was re nmn mqvmcy whose duty it Is to ar sponsible. range far the meetings, to keep the minm mt hr meetings, to preserve drivers' nrihn records, and to assemble the in formation, reports, and any other material that mag be necessary to the proper cantint of the business of the Board, as well JO to tee that all the witnesses to be called ate ghn proper notice to appear. Various items are to be considered by the Board. It has the responsibility of analyzing the details of all automotive acci dents and of determining beyond a reason able doubt whether our driver's actions were the primary cause of the accident, whether be was guilty of contributory ucgliguiH-c, or -whether he was blameless. For each acridexit to be reviewed, the fottang shook] be assembled: Copy of the icddqit report; Driver's daily cards for the day previous to and the day of the accident; Mechanic's inspection report of vehicle; The involved employee's service record; And, if possible, the results of the tnsinaoLe company's claim investigation and a street plat It is also desirable to have miniature tracks, automobiles, bicycles, pedestrians, and so forth, so the events Wading up to the accident may be re-enacted. If these are not available, a set of rubber stamps is Each accident must be classified by the Board as preventable or non-preventable This is done according to the definitions of these terms given later in this article. If the accident is termed preventable, it is then necessary to determine whether it is chargeable against the driver's record. If there are penalties provided against the unit employing the driver having a pre ventable accident, or against the driver himself, or both, a decision must he made as to whether such penalty or penalties are to he invoked. on the market which will prove very useful in rttcnstraclmg automotive accidents. The knowledge gained from the analysis of these accidents and the contributory Every aoodent should W promptly causes should be used in educating all M ought to the attention of the Board. driver employes in the prevention of acci End* dry's delay means that the accident dents. 14 34th National Safely Congress, 1946 Each accident, including uon-traffic acci dents, should be carefully reviewed with the driver present. He should, of course, be given ample opportunity to give his version of where, when and how the acci dent happened. The dedslon of the Board should be reached with the driver absent After the decision is reached, the accident is again carefully reviewed with the driver, at which time defensive driving practices which might have prevented the accident are discussed. The Board should try to be impersonal daring such discussion to that individual animosities between the drivers and the members of the Board are avoided. All employees who were involved in acci dents to be reviewed should be present for the meetings. Employees are called indi vidually before the Board. If an employe hu not previously appeared before the Board, its purpose should be explained to him. The report of the accident is then read, and the employe requested to explain in detail what be knows about the dream* stances surrounding the accident, using the street plat After the involved employe has explained the accident, and the mem bers of the Board have obtained all other information required of him, be sbould be retired from the room. The Board should then analyze the information that has been developed, and come to an agreement as to the responsibility of our driver, that is, whether lie was guilty of negligence or contributory negligence, and whether the accident is to be classed as preventable or non-preventable. Each driver involved in an accident con tributed to it in greater or lesser degree-- usually each failed to employ defensive driving tactics. If the other driver is frank enough to admit be was at fault, it usually means only that he sees how be contributed to the situation. This does not mean that our driver is blameless. It is probable that he, too, was partly at fault The mere fact that be was implicated in an accident means that an inquiry sbould be made to find out how the driver -was involved. The results of such analyses, when properly used, will help both drivers and manage ment prevent similar accidents in the fu ture. The rules for determining whether an aeddent should be charged against the driver's record are based upon the prin ciples of defensive driving. A defensive driver is one who is careful to commit no driving errors himself, who makes allow ance for lack of skill or improper attitudes on the part of die other fellow, and who does not allow hazards of weather and rood conditions or the actions of pedes trians :mH other drivers to involve him in an acridem. Such a driver h continually on the alert, recognizes an accident-producing situation far enough in advance to apply the necessary preventive action, and con cedes the right-of-way when necessary' Defensive drivers themselves agree that nearly every aoesdent is preventable. Many chauffeurs have driven 500,000 miles and more without an accident Such records cannot be ascribed to good luck. They in dicate that most accidents can be pi evcited when the chauffeurs exercise the attitude and caution of good defensive drivers. There art of course, rare occasions on which the accident could not have been prevented by our driver through any SCr tion, caution or forethought. The rules gov erning the Review Board iccogniae this possibility, and in such instances the acci dent is not charged against the driver as a preventable aeddent. For the purpose of the Review Board, a preventable accident is any reportable aeddent in which the driver in question failed to exercise every possible precaution to prevent the aeddent. Responsibility to prevent accidents goes beyond careful ob servance of traffic rules and regulations. Chauffeurs must drive in a manner to pre vent accidents, regardless of the other fel low's faulty driving or non-observance of traffic regulations. It must be remembered that responsibil ity for accidents is based on whether the aeddent was preventable, and not on who was primarily responsible or at fault. Therefore, the following types of accidents will be considered preventable, unless in vestigation reveals extenuating dreumstances quite beyond the control of the driver: 1. Grade crossing collisions: Trains al ways have the right of way. 2. Barking accidents: The core with which a vehicle is bucked depend* entirely on the driver. He is in no v. j relieved of his responsibility to operate his vehicle Commercial Vehicle Section 15 safely when I omeone guides bun. The guide has no control over the vehicle. 3. Cofltsicp with the vehicle ahead: Having the vehicle ahead stop suddenly is a hoard, so the defensive driver will follow of a safe distance. 4. Ovr vehicle (trade in rear by another: This type of arridcat wtU be considered preventable when: Our driver was passing traffic dose So an saterscctioa, then stopped suddenly; Our vehicle was improperly parked; Our vehicle rolled back in prepara tion for starting ahead; Our driver made sudden stop to pork, to toad or to unload merchandise, for a grade crossing, or for similar reasons. 5. Accidents at intersections: These ac cidents are regarded as preventable when our vehicle: Driving straight through in tersection and collides with vehicles com ing from either side, regardless of the presence or absence of stop signs, traffic signals, or whether the light was green or changing; Driving straight through inter section, has collision with an approaching vehicle left turn in front of the driver; Starting through intersection when light changes, cnlBdes with cross traffic which bos not cleared the intersection; Making right Or left turn, collides with approaching or cross traffic, adjacent traffic; or with a vehicle which is leaving curb Os our driver rakes a right turn; Malang a U turn. 6. Accidents while passing or being passed: Our drivers ore required to over take and pass safely, and not speed up when bang passed. 7. Weaving right or left: Some accidents may seem unavoidable If it appears that the other vehicle tried to pass through a space too narrow, whereas the space was made too narrow by the weaving of our driver. &. Sqaeeee plays and shutouts: These are usually due to leading driver forcing the other driver to the left of the center line into viaduct culiumis or other obstructions, or off the roadway. Drivers should not get into a positioo where they may be forced into trouble, nor should they swerve so os to force others into trouble. 9. Accidents in pulling away from the curb or other parking space. 10. Accidents occurring when entering traffic from a driveway, alley, or side street. . 11. Accidents when other driver enters the main road from driveway, alley, or side street 12. Collisions with streetcars: Head-on. angle, and sideswipe collisions and all rear-end collisions of types covered in paragraphs 14 and 15. Included arc all accidents occurring when passing street cars. 13. Collisions with vehicles from oppo site direction: This includes both head-on and sideswipe collisions. 14. Pedestrian accidents. 15. Non-collision and collision with fixed objects. This includes overturning in road way, naming off roadway, and collision with culvert, traffic signal, parked vehicle, or other object 16. Skidding accidents in which our ve hicle skids. 17. Accidents due to poor visibility: The burden of .responsibility is placed on the driver to operate his vehicle within the limits of his ability to see ahead. 18. Accidents due to faulty brakes: Drivers should report faulty brakes. Also, it is the driver's responsibility to drive within the limits of the mechanical condi tion of the vehicle. This classification in cludes aeridents mused by trades rolling 'away from parked position doe to failure 'to block the vehicle, to properly set hand brake, air leak, stop engine and put trans mission in gear, etc. 19. Mechanical failure: When the in vestigation of a mechanical failure accident shows that the mechanical failure wbldi caused the accident was due to rough and abusive handling on the port of the driver, the aeddent should be charged against the driver. 20. Yard or dock acddaits. After the Board has decided whether the accident was preventable or non-preventable, and thus whether it is chargeable rfp*"** the driver and the unit employing him, the driver should be recalled, informed of the decision that has been readied, and given the results of the analysis in detail. If the accident is of the preventable charge able type, sufficient time should be allotted so the driver may be shown how the acci dent could have been avoided. The Board should be sure that be understands, and should obtain his assurance that he will be 34th National Safety Congress, 1946 "defensive" driver so that accidents will : avoided in the future. When it has been agreed that the mea nt is of the non-prevcntable type, the iver should be told that while the Board is classed this accident as non-preventable, at possibly, depending on circumstances, the driver had been more alert, had given :tter hand signals, or anticipated what the other driver might do, the acrident would have been avoided. It must always be borne in mind that though the Board reviews accidents that have already occurred, its toast important function is lo use the information obtained in such reriewals to encourage safe driving habits and so make the roads less hazard ous for all. Mow to Handle Accident Repeaters (Panel Discuaaioo) 'orlicifionts: Discussion lsadsr: A. N. Buov, Gen eral Safety Director, The Greyhound Corporation. W. C. B. MncaiTT, Safety Dir., Trucking Toe. J. J. Scott, Safety Dir., Arnold Lines. M. R. YoUNCMAN. Safety Dir., Super- Service Motor Freight Co. MR. BRION: This panel is intended lo ring out some valuable information in the natter of handling accident repeaters jnong your drivers. When talking to, or when dealing w ith a ubject of this kind and a group of this :ind, I think there are some things that the tanel members would like to know about u audience, and if 1 may, T would like to L&k two or three questions that will help us mow to whom we are talking, and what ;ize and character of operations we are liscusiing. 1 wonder if we can have a raising of be hands here as to how many truck operators are in the room? About SO per cent How many bus Operators are in the room? I would say that is about 25 per cent How many insurance men in the room? That's a pretty good representation, about 25 per cent, I would $ay. For the further information of our panel as to the size of fleets, how many of the operators, whether bus or truck, have 300 or less drivers? . . . Ten hands were raised . . . How many have 300 or over ? . About 25 hands were raised . . A preponderance of larger operators then. Gentlemen, in dealing with the subject, "How to Handle Accident Repeaters,"' I think it should be said at the beginning that we know a few things about accident re peaters f(pm the experience and analysis of accidents in the past. 1 haVe here before me a few figures that will introduce that subject accurately, I believe. I picked them up from a couple of fleets, and I think they are in line with most of the records of fleet accidents, par ticularly if we are confining our analysis to the larger fleets where we have a broader basis of study. One fleet's safety director points out that m a past years' analysis, 50 per cent of his drivers had no accidents, 19 per cent of his drivers had 50 per cent of the acci dents of the fleet, and the other 31 per cent of the drivers, had the other 50 per cent of the accidents. So, boiling ii down, 19 per cent of your drivers would undoubt edly come in the category of repeaters. The 31 per cent, who had accidents, might be considered to be on the border line. They are the people to watch--people whose rec ord* should be regularly gone over. That is one fleet Here's another, where 20 per cent of the men had 39 per cent of the accidents. That certainly represents the repeaters' class. The next 11 per cent of the men had IS per cent of the accidents. Certainly, in those two groups would be most of the repeaters. So for the benefit of those in small operations who don't have a cross section of experience like this to study, I would just point out these are big operations where they can and do study Commercial Vehicle Section 17 the records of every man, and put together a great many statistic* thu emphasize these important facts wiib regard to accident experience of individual drivers. Who has the first question? MR. J. P. HIGHTOWER: Just what type of record is used in order to keep up with the repeaters? As the first step. Just how do you keep track of your repeaters? MR. W. G B. MERRITT; There are two distinct type* of accident repeaters. There is the one that goes from company to company for tbe reason that he can't stay where be ts, because he is constantly involved in accidents. Then you have tbe driver who goes along over a period of time and is acrident free. Then, all of a sodden, he develops into an acrident repeater. MR. HIGHTOWER; How quickly are you able to determine that you are having a lot of repeater*? MR. YOUKGMAN: Of course, you are interested first in the individual. We have a card index system, and we record all acci dents on his card, and once each month we go down the entire list, and if we find he has had several accidents, we have a discussion with the man, and re-train him. Sometimes little bad habits are respon sible, or his attitude, or maybe some other, thing*. We can comment about those later. Wc also keep a record of the different types of accidents, to see what is building them up. In other words, we don't wait until tbe end of a quarter to find a situa tion that is getting beyond control. The only way you can know, to begin doing something about it. is to keep the two separate fists. That has been my experi ence. MR. HIGHTOWER: Insofar as re peaters are concerned, you keep a frequency record, and an additional set of records? MR. YOUKGMAN; No. the card index shows boar frequently He is having them. MR. HIGHTOWER; How long does it take you to run down tbe list and deter mine how many repeaters you have? MR. YOUKGMAN: With the card in dex system, I don't believe it takes more than a few minotes. We have 90 highway drivers, and 40 city drivers. MR. BRION; Air. Scott, is there any thing you could add to the answer? MR. SCOTT: 1 don't use a card index system. I have a tab system---small colored tabs which go on each driver's card. We puli the reds, yellows, or whatever color used designating repeater drivers. MR. HIGHTOWER: Different tabs rrpresent different accidents? MR. SCOTT: Right, we u*e yellow for one accident, and from two to three, we use red. Over one, would place him in the acrident repeater class. MR. HIGHTOWER: How long does it take you to determine that ? MR. SCOTT: We look in the drawer and pick every one of the colored tabs out at one time--five minutes. MR. BRION: Mr. Youngiuan, do you code your accidents on your index cards, or whatever you use, for these records? Do you actually code them so you can put your linger on the type of accident tbi* individual might be Having? MR. YOUNGMAN: Yes. MR. BRION: Are there any other com ments from you gentlemen on the coding of the accidents? MR. SEELIG: What is the time limita tion? If a driver has had two accidents in a period of two years is be a repeater or what limitation do yon consider? MR. J. J. SCOTT: Well, I would **>any man who liad more than one acrid* m in any year was a repeater. MR. BRION: Do you allow the degree of chargeability to that man's negligence to enter into the coifing? MR. SCOTT; No, I don't That doe<n*i make any difference. Two or three arc chargeable, and maybe two or three are unavoidable*. If you go into that man's case history and analyze the-man as well as your acrident, there may be a reason for the unavoidable acrident. MR. CALKINS: How can the small op erator devise a system for recording acci dents for the individual like that on a card index system, but relatively simple, so that the smaller operator is able to keep a little better track oi the accidents that hi' people have. MR. SCOTT; You are talking about the card itself, and bow it U maintained. \% hen you get one, get a good one. Don't depend on the limited amount of information hir- 2# 34th National Safety Congress, 1946 nished you by insurance company reports. I am not attempting to step on the insur ance fraternity at this point, but their ob ject is claim work, and they are not as much interested in the correction of the operator a$ you are. You can get a card index to carry on where the insurance report leaves off. There h a card index, the type I spoke of a minute ago, that carries a history of the driver, his attendance, and all the information necessary with a code on the back of the card with which you can identify each type of accident That will give you all of yoor informa tion at a glance, including the breakdown of each and every accident. MR. BRIOM: Are yoa referring to a National Safety Council card? That is available to small operators. MR. SCOTT: No, I want to go noe step further than the National Safety Council card, because if he is going to do correc tion work with his operators, he wants to know whether the man is married, whether lie has children, whether he rents a house, whether he is baying a house. Does he get along with his wife? Does he run around on the side? Does be drink when he It off? Every one of those things, gentlemen, are reasons for having accidents--they con tribute to accidents--and you have to have that information on a' card that yon can get to and don't have to go to the personnel department or some thing else, and get the disinterested report on the man. Yoa have to know the man if you are going to cor rect him. MR. YOUNGMAN: We find there is no ard that has ever been presented to us that covers all the subject Yoa have to have more information for the T.GG than for anybody else. As we never know what an accident is going to develop into, we automatically use a report that is the same as the I CC report, bat we do not use their forms. There is some additional information that we want, and we are not in a position to really make out an I.CC. report from any of the standard forms that I have seen. MR. BRION: All right, is there an other question? Bear in mind that you have explored only the matter of identify ing the man up to now. There are a lot of things you will want to do with him after you have identified him. MR. S. D. W1RENJUS: What do you do with the men after you find them to be repeaters ? MR. MERRITT: Before you can make him correct his actions, yon have to first diagnose the accident and the driver, and determine his mental condition at the time of the accident. You must be pretty close to the driver in order to know what is on bb mind. Maybe that is where we are lame in the first place--the fact that we don't give the driver enough consideration. We are not interested in him any more than the fact he is working for us and earning his money, but I thank you will find in a majority of cases of accident repeaters, we know that physically he is okay. But we don't know what he is mentally. Maybe we don't bother to determine whether tfcfe main is getting along all right financially, or if there is family trouble, or whether his equipment U not in the proper condition. So, fet roe put the question back, what do we do about those things? MR. WIRENIUS: What 1 was inter ested in is what form of tfisdpUne do you take, or what action do you take to straighten the man out? Say you find the matt has had two, three, or four accidents in the last year, do you call him in and talk to him and point out his weaknesses, etc? MR. W. C B. MERRITT: The thing I am trying to get at, is that you have to find out the cause first, before you can effect a cure. A proper way to do that is to work close enough with your drivers so that when yot call them in to talk to them, they don't fed as though you are trying to high pressure them. MR. BRION: Mr. Scott, can you give us anything further about what you do with the man after he is identified? MR. ). J. SCOTT: I would like to cor rect one thing. Yon said punishment or discipline--well, I would like to forget dis cipline and punishment The minute you start thinking discipline you lose the effect of the work on the individual. We have him in there to help him and to correct him. 1 think if I go over a few case his tories, it will answer your question. I have Commercial Vehicle Section 19 a man who has been involved in numerous minor accidents, and they were chargeable. The man is a good operator other than that We got him in the office abd talked to turn, and went over his borne life. We found, that be is heavily in debt, that his wife expects a lot more than be can give her, and is spending more than he is earn ing. Consequently, bill collectors are always knocking an the door, and she is dissatis fied, tmbappy, and continually on him. In stead of operating over the road and think ing about his orgo and bis equipment, he is wondering about the bills. I got this man in and had a talk with his wife, set up a budget, and notified his creditors. Wc made a satisfactory plan of payments. Tliat man's troubles stopped, he didn't have any more accidents. He is on the road to get ting dared up financially, and when he is --be won't have any more trouble. 1 have one fellow that was involved in a lot of door accidents. The?' also are chargeable. This boy had an inferiority complex. He felt that be had to attract attention to himself. He was very unhappy, and didn't get along with the men, for do particular reason. Bnt in talking with the man, and hppoioting a committee of the other opera tors to get the man interested in bowling and various lecture courses and things we had going on at the company at that time, so that be would meet the fellows and get to know them. he came out of the shell he was in, and be didn't have little minor accidents to attract attention. In each and every case, if you wilt dig far enough, you will find some reason back of it which can be corrected. MR. YOUNGMAN; All of ten years ago, I used to have the idea that the driver was always at fault, and my experience has been that that isn't true. Really, 1 think that most of our problems are cre ated within our own organization, where the mechanics maybe have not taken a fair altitude toward the drivers' reports on the equipment, or it might be that a terminal manager has been discourteous, and in some cases, the man has imaginary grievances, which by.all means, we should listen to. I spend a lot of time as long as 1 can keep a man talking about himself. We can't overlook the fact too, that some of our drivers arc getting a little bit older. After the driver reaches the age of 40 or 45, he is a changed man, and maybe he hasn't had a recent physical examination, or visual acuity test. I don't see how a man can drive safely if he can't see, ami u is necessary to determine that You will probably find that his reaction time is delayed. That probably is causing him to get into accidents. And as Mr. Scott mentioned, of course there are a lot of distractions due to personal matters at home, or financial troubles. In some cases it is just a case of a toothache or an earache, which might dis tract a man. Then too, we must not overtook tlie fact that many drivers drive automatically. 1 think we are all inclined to do that. That means that we just drift into some careless habits. I guess you all know that about three-fourths of everything we do daily, we do from habit. A driver can get into the habit of ignoring first that slow sign. He doesn't have to pass very many of those signs before be- not only ignores that sign, but others just like it He gets so that be doesn't even observe a stop sign, and eventually he gets into the habit of driving without being conscious of the conditions surrounding him In traffic. Maybe he hasn't noticed the pavement is wet Maybe be pays no attention as night creeps up on him. Those are just the little careless habits that you can usually dis cover, if you get on the truck and ride with him just a little while. Then it becomes a matter of training him out of the bad habits--substituting good habits for bad. *ine man isn't necessarily bad, and I would much rather work with him than fire him and get an unknown quantity. I think that we ought to keep in mind too, that we are not born with any habits. They aren't standard equipment. Every habit you have, you acquire, and people can improve their mental facilities 1,000 per cent if they "just attempt to. If the driver has confidence in the per sonnel and safety men, he will cooie in and lay a lot of things on the table which will be helpful to him and to you. But of course, it goes without saying that Ihos-e thinr-* must oe kept in strict confidence. 20 34th National Safety Congress, 1946 MR. EBELING: Mr. Brioo, 1 would like to ask the gentlemen on tbc panel their opinion relative to handling the repeater case, taking into consideration not only the mental attitude ol the man, but his physical characteristics in relationship to the phyical characteristics of the vehicle regularly as signed to him. Wc have frequently (owd cases where a driver has been a repeater, and in examin ing a man's physical characteristics, or the characteristic* of the vehicle be driving. wc have fowwJ men who seemed nervous and ill at case in cab-over-engine equip ment particularly with wide axles on nar row 16-foot highways. Those same men were put into conven tional tractors and they were quite at ease. We also found men in city delivery work. Assigned to congested areas who were of a nervous character. They had a high acci dent rate. Then when we put them into another territory where they had less traffic, they did a pretty nice Job. On the other hand, wc have a repeater out in the industrial territory. When wc brought him down into the loop, he did okay down there in other words, I would like the paocl's opinion in going beyond just what goes inside the man, but analyzing him physi cally, as well as the equipment and the routes of travel. MR. YOUNGMAN: One fellow might have a grain of sand in his shoe who cre ates more disturbance than the fellow with a walnut in his shoe. You just have to weigh things and take them into considera tion. Then another thing, some of you are bound down by certain agreements whereby you can't change people to different route*. Then it becomes a matter of working tbe man over. Certainly I would not ignore the fact that the equipment might contribute to hts mental attitude. It even might create mental fatigue, and 1 want to distinguish the dif ference between mental and physical fatigue. [ believe that tbe figures In manufactur ing plants show that spoilage and breakage does not occur near the late end of the shift. Now, if monotony was the cause of breakage and spoilage, then most of the spoilage should occur near the end of the shift, and I think if you will analyze your accidents on the highway you will find that most of them occur during the first half of a man's driving, period. So maybe we are putting too much stress on fatigue. I think there is plenty of evi dence to show fatigue did not cause if. I might state it (his way, you start a man out on a 100 yard race, and if he runs at the limit of his capacity during the early part of the course, be has soon exhausted his endurance But if he runs at the rate of energy-supplied-to-his muscles, and removal of waste ftom those muscles, he just fin ishes the race with the endurance he started it. I think that we should remove the thing that ought annoy the man, but I don't just know that in our case it would be prac tical to get a man the type of equipment be likes. Be might not like a cab-over-tbe engine, and that's the only land we have MR. HIGHTOWER: Suppose you failed in the corrective measures, then what is done? MR- YOUNGMAN: It is difficult to say a man hasn't the ability to drive. He may be a member of the union. He may have been driving for other companies for a long while, and never been dismissed. 1 worry along with him and try to sell biro on the idea that maybe a change of climate would help. MR- HIGHTOWER: Get down into the human clement and correct certain faults in the man, contributing to his accident record. Should you fail in that direction, you still have before you a very bad pic ture of frequency. Now then, are you. just going to ignore the cause? You have certain organizational handicaps that you are afraid to combatare you going to get rid of the man and get rid of your accident records? MR. SCOTT: The only thing I would like to say is that you are going to ex haust first, every possibility of correcting an operator in whom yon have invested a large surn of money to tram, before you let him go. If you have tried everything possible and worked with tbe man, if it is a case where the man will not cooperate or is a case where you cannot correct the cnodi- Cornmercial Vehicle Section 21 tibii m the man, then of course, c only tiling to do ts dismiss the man Ni -itter u-tiat your contracts or anything eh may be I have never seen a board of arbitra tion ever require an)' company to keep a man that you could prove you have done everything fnr. and was still an unsafe driver. 1 bare never bad it come back at all MR- BRIOX: In other words, you un hesitatingly take it a* far as arbitration if necessary, m your organization to rid your self of a man after you have determined that is tbe only way oot ? MR. SCOTT: Thai is right I run a bus operation and have two or three types of bases, bat 1 have run into conditions where after trying every possible method to correct him, transferred him to mainte nance or schedule, or some other branch-- some other department A lot of men can be corrected on the road by your super visors before they ever get up to the safety department If he is a good supervisor, he won't lay a man up as long as he can correct him. But so far as your point there on transferring a man from job to job, I could see where it wonld have to be done. We have had experience with some servicemen coming bock home, with respect to following orders. If you told the man exactly what to do, he could take orders, and cany them out The minute an unusual condition would arise, he couldn't make a derision, and those men had to be filtered through the shop, and worked into driving before we could make good operators out of them, because every time-they would run into a difficult situation, with no one to give an order, they didn't know exactly what to do. It wasn't in the book. But by funoeling the men through the gas pumps and the shops, back up to op erators, with special classes at night, we Have developed good operators out of them. MR. EBELING: I would like to bring out a point that ! think has been missed. Wc have had drivers on local city trucks that have become repeaters in hacking up accidents, the same driver on the same trucks in each accident. We found in one case that due to the man's stature, his height, it was impossible for han to see into bis mirrors properly the way the mirrors had been place on that particular vehicle, where as a taller man could see very easily on that vehicle. MR. BRION: Not adjustable? MR. EBELING; Right, there is no way. The body was a little wider than it should have been, or he sat a little further buck from the cab. In other words, that driver could do nothing eke over a given period of time, bat produce back-up accidents on the ve hicle. We put him on another vehicle, and he gut along fine. Another driver was put go the vehicle he had been having trouble with, and he got along okay. MR YOUNGMAN; Was there anything to keep him from going out of the truck and surveying the conditions? MR. EBEUNG: Yes, but on getting back into the truck the conditions some times change. MR SCOTT: Let me ask you a question on that. What are your requirements as to height, weight, and physical conditions in comparison to the equipment the mco must operate? Would that man have been hired if he is too short, what are your height requirements ? MR EBELING: We don't have height or weight requirements. We have an age requirement. Bui wc don't hire a man that .appears to be a midget, nor, on the other hand, do we hire a man that appears to be excessively overweight, but we have no definite requirements in that we have never found a need for them. MR. SCOTT: Don't you think that in cident shows a need for it, if you developed a plan, that could have been avoided, but i you don't, those men are going to dis rupt your organization? MR EBELING: The fault didn't lie with the man as much as with the equipment. The equipment was improperly laid out to start with. MR. SCOTT: How about tbe taller man that could drive? MR. EBELING: That was just one of God's pleasures that he made some one unusually tall, I presume. MR. YOUNGMAN: I think you should have standard requirements, and adhere as to weight and height--not too closely, but pretty closely. MRv, SCOTT: On any one of your acci dent repeater cases, if you are going to do 22 34th Notional Safety Congress, 1946 a good job, you should have a physical examination, a rtactioi and a glare resistlance test. If they are night accidents-- all of those things are necessary. Goodness knows, every repeater should get a physical examination. By a good physical, I mean one by a. good physician that will help you work with the man. If you just tell the man to go to a doctor and get a physical examination, you are going to run into some of the things we ran into back sometime ago. The doctor asks tbc man, "Ever have trouble with your bade?" -No." Checks it He goes down the list that way. But if you will appoint a doctor and work with him, and tell him what you are trying to find out, then you will find a physician can bu of great bdp. and par ticularly, gentlemen, if you have to go to arbitration at any time. You can take a good doctor -with you. It doesn't hurt any thing MEMBER: In many types of accidents, we consider cause and effect. It may be interesting for the group here if they give a little thought to that feature of education, its relation to group morale and driver attitude. That was brought home to us very force fully recently when he were shown a sound slide-film produced by the National Safety Council, which emphasized the fact that accidents can be avoided and favorable re sults produced. I recommend you give that picture consideration. MR. YOUNGMAN: 1 think that the film. Defensive Driving, produced by the National Safety Council is certainly one of the best, and gels the men thinking along that line. Even if you take five minutes out on the dock after they clock in--it certainly ought to be on company time--and spend five minutes talking about safety, if nothing else you should impress them with yoirr interest. Then let a driver explain how he avoided an accident, jnst so you have them safety conscious. Maybe the foreman -- every lime they leave the platform, should say, "-Don't have accidents today." if he doesn't do anything else but that, it will be helpful. THURSDAY AFTERNOON SESSION October 10, 1946 Presiding .* H. O. Tam*, Safety Dir, United Pacific Insurance Company. Evaluation of tho Driver Testing and Training Program to Date (Panel Dimnaiai) Participants: Discussion Leader : A. N. Below, General Safety Dir., The Greyhound Corp. C. D. Calkins, Dir. of Safety, Pacific Motor Trucking Co. S. D. Wottxivs, Safety Dir., Central Greyhound Lines. Bear Flora, Vice-President, -Executive Council, Inc. R. L. Moms, Safety Dir., John LaBatt Co.. Ltd, Canada. M. .V Kraft, Dir., Dept of Personnel and Accident Prevention, American Transit Association. MR. BRION: First, we have Mr. Kraft who was the power behind the throne wfoen it came to writing the American Transit Association Manual on selection and train ing of drivers. Mr. Kraft. MR. KRAFT: I am a substitute for Glen Cleetoo. I've been working for the Association nearly rivht years now, in a development of selei.-on and training ma terials, and in conducting research pertain ing thereto. Within the last few months, we have crystalizcd a good deal of this research and thinking into working manuals for our industry. We have made use of three tests, developed largely by Glen Oeeton and checked for reliability and validity by appli cation within the industry. These tests are incorporated as a part of a complete pro cedure. I think that is a very important Commercial Vehicle Section 23 thing to bring out, that teats in themselves, do not do the selecting job. They arc merely instruments used in the entire procedure, and you have to supplement than with a good many other things. The three tests which we have incorpo rated are psychological tests. In addition to . visual and skills tests, there is one for mental ability referred to as the standard examina tion for transit employees. It's distinction lies in the fact that it is couched in transit terminology, they talk about street cars, buses, traffic, rather than some other less applicable items. The second one is the motor ability test, which was developed after a good many years of research and study, and in which we find bier evidence to indicate that it will, when combined with other tests, offer a very high degree of accuracy in predicting accident susceptibility, and ability to qwlify by training. The third test, a pencil and paper test, deals with attitude-temperament, and is referred to as a persona) reaction test. It is this test that we haven't finished oar research on. But the results are very en couraging; and we know that it will meas ure attitude, that it has tome relation to accident susceptibility and! to the public relations job of transit operator. And, when wed n oaujemctioB with other material, it will help BUptose the efficiency of the se lection process. In erphnini our attitudes an some of these mattery it might be well to clarify the distinction in oar industry between selection and training. The training process U completely separate, and it is a rather extensive process. We attempt to find men who can absorb training rather than at tempt to find men already developed in high skills. In that, perhaps, we (filler a little bit from most other commercial vehicle operators. We are Dot so concerned with skills at the time of employment as we are with the man who ran absorb the training that we will give him, which will exlaid to perhaps four weeks or more be fore he goes out on his own. Incidentally, Professor Oeeton prepared a short article on the use of tests, and I brought several copies of that reprint With ate. and for those interested in those as pects. we would be glad to have you pick them up at the end of the meeting. MR. A. N. BRION: Next, I would like to call upon Mr. Calkins. UR. CALKINS: We Have a different problem than Mr. Kraft does, because we are definitely concerned with the ability of the man when he comes to work for us. We have an adverse labor situation at this particular tune. Oar schooling covers a three day period. We don't expect to make truck drivers oat of people in three days, but we expect to reduce mistake potential. Furthermore, we ascertain if they have the qualifications of a driver. The first day's work is confined to physical exami nation, interview, and indoctrination. In doctrination is followed by psyebo-pbyricaJ testing, and field testing within a closed area. As a result, we wash out a few on the first day. The second and third days are confined largely to instruction on ways and methods of transacting our company's busi ness. We, perhaps, place more emphasis than a lot of organisations of our par ticular type do, on getting people who are at least good public contact people. Realiz ing that our organisation Is a public serv ice organization, we are interested in that particular phase of it. As a result of our program--its first ten months, as opposed to the previous ten months we reduced our accidents in the Los Angeles area approximately 18.6 per cent. UR. BRION: May, I ask if you have an age limitation ca drivers? MR. CALKINS: Yes, 40 years old. MR. BRION: A minimum? MR. CALKINS: Twenty-one years of age. We operate tmder the I.C.C. and we have to follow along that. To return to the three day testing pro gram: In our first day's testing, if a man passes the six tests that wc have, and if. despite the fussing grade, it is quite obwoos lie is going to be weaker in one department of driving than another, we give them driving time throughout the next two days. They go oat oa the trucks as students with the older men, who are, of course, selected for that purpose, because they have received some training as to bow they shall follow through on this program. On the last two days, there are times when we will send these men out on a driver 24 34th National Safety Congresst 1946 training field, which has a fence around it, and they can't hurt anybody1 We put them out there and let them practice the vari ous maneuvers which we found them to be weak in. MR. HIGHTOWER: That's still within the three day period. Do you have any idea how much uader-the-whecl time the men spend In those three days? MR. CALKINS: Approximately foqr hours. But as 1 mentioned first, we are primarily concerned with the man who has had experience when be came m to oar employ. We do oot intend to make drivers, and we couldn't within three days. That is why we require previous experience. MR. flftlON: Next, ] am going to ask Mr. Morris to give us hit remarks on the subject MR. MORRIS: In the first place, in our particular operation, we are mainly inter ested in getting people whom wc can eventually send up to out sales staff, and we start off from that angle. The future employee first files an appli cation. We ask him to come in for an interview, and it takes place in the per sonnel department, with which 1 have no connection myself. They go over his past record thoroughly with him to find out if he had a past criminal record, and the pos sibilities of his future. If he stands up to their standards, they take him in and give him a medical ex amination. If he passes that, he is taken back to us in the traffic department, and we check with him to determine the pos sibilities of his becoTmi>e, a driver. When hr is taken into our organization, if he does pass the medical, we in torn take him to the loading plant or the docks as we call them, and leave him there for three or four months. If he lives up to the standards there; we know that be un derstands the loading problem as far as the trucks are concerned. We then take him bade to the transporta tion department and put him on as helper m one of the several double hook-up units wc have in operation. He runs there three or four months, providing the older driver sees fit to keep him on. Before that, however, he must take our driver testing program, which is Ac psy cho-physical test, for skiffcd driving. If he is okay, we then pot bam on the danMc hook-up as a helper. II he's aV light, after three months, we bring him bade hmn the organization, and pat him on <m the turn! as a driver by ltimdf. Before these thine* are dome, wc check bis record with the infurmn* inmpany. 1 am oot laafar mtb the set-up yon have here, but wc Imvc to efcnefc in Toronto with the Department of Highway*. Wc chock with our own dtptffmtu in Ontario to see if there were any crimes against the and if there are, be doesn't go out as a driver, nor docs he get on the payroll. Regarding these phh>-|ilijiiul tests we have found that the mental qualities of a man show up, and h> Ms drill tests, bis driving ability shows up. We keep a oard of that Sod give trim a copy hiwmrlf. We give him a copy of Ins nofiol unnioitioo, to$, if be desires H. The driver testing and trasriqg imAufi of employment are improved by showing him some of his faults. We find time after he has had these tests, and by thing them a copy of their findings. the driver tries to improve bis driving. MR. RAY WALTER (Dir. of Safety. Toure) : I would like to ask a member of the panel, his opinion on the relative cooperation between directors of personae) and directors of safety. In oux own one. we found they objected, and we had tittle success until those two petitions were com bined. 1 would like to hear some of the members of the panel discuss that. MR. MORRIS: I have no connection with the personae! department, but they do coordinate with us very closely. They se lect a person whom they think might pos sibly be a suitable driver, bat before the}' come to us, they double check before they do pass anyone along to at I feel that the personae) department and the director of safety and the supervisor of any transportation department should be very dose. MR. CALKINS: We are the same in our organisation. MR. KRAFT: I certainly fed there has to be at least a common understanding so the persound man does bis job m coonoction with the safety program of an organi zetsoo. On the other hand, I also think that Commercial Vehicle Section 25 whether they are one and the same person may depend largely on personalities, and that yon have to take personality into ac count with any given organization. Most of oar safety work Is with our operating people, who comprise about 60 per cent of our personnel. Consequently, it is the transportation division which is most con cerned, and a good many companies have centered the majority of their safety work in that department. Although I feel that it's a staff function, in the service depart ment that ought to be on the level with all other departments so they can competently '-work through all other departments. MR. GOODWnXIR (WiDct Transpor tation) : I wanted to ask Mr. Morris a question. He made the statement that after the baric interview and basic test is given, they pwt the man on the dock for two or three months. Do you pay the man while he is on the dock the same stale that be wadf he getting if he were a driver in tied three or four month period ? MR. MORRIS: He would get the same nte as a driver's helper. MR. GOODWnXIE: Is your labor pobfau up a Canada such that you are able to keep a mam on that type of work even though he nay have initially applied as a driver? The reason I ask the ques tion is that is one of our great problems here in Chicago. (I a man comes in and originally applies lor a driver's job> be wants to be a driver practically right away. One of our great problems is how much to pay him so that he will be happy and we have just about come to the conclusion that we have to pay him a driver's scale while going through nay period of training. MR. MORRIS: Every employee other than maintenance must definitely take the dock work. It is understood with onr union, and in our organization that the period of time he is there is tip to man agement itself. MR. BRION: There was an elaborate experiment made by my own company the East in trying to nm down ri> matter of aptitude testing by having people who specialized in it, come to our property and do an extensive job. First I am going to ask the mao who did the testing himself, to take about five minutes to tell you about it, and then I am going to ask the operator of the safety department of the company to tell you the results and what they were. Mr. Flora did the aptitude testing, Mr. Flora: MR. FLORA: On the three steps of selection, training and handling the man after he has been trained on the job, I think we might add another one ahead of selection. In order to improve selection, it seem* to me it would be a good idea to advertise widely the advantages and dis advantages, and the facts concerning the job of being a driver. 1 think the industry could do it as a whole and get away with it, and they would attract a lot more people than are attracted today, and thereby select better people. On that tour that we took to determine how aptitude tests could be used in select ing drivers, we first made a description of the job. We tried to find out what it was that we wanted to lest for. We tried to write specifications. We wiute them and made up a battery of tests for a trial run, and tried that out. You might be interested in bow it was accepted by various groups. Within the organization, there are three groups tbit you have to consider. First the individuals Ac union, and then management. Of the individuals we got varying types of accept ability. Some of them seemed to resent it, and some were afraid. Some lock it in their stride, others west anxious for it. Some of them refused to take the aptitude tests at first, so we had to talk them into it, so they would see it was not too bad and wouldn't hurt them any. One particular place we cause to, three or four of the men had said they wouldn't lake $ucb tests, and the supervisor didn't know what to do with them. We said, ^That's all right* let them go, but wc will say one thing to you about it, and that i* when we get through here; the morale of your men win be much higher than it is now. And yon will find some men wishing that they bad taken the test, wishing they bad the opportunity." That was oar prediction. At the end of the second day, it srnnul to W true. He came back and said, 1 don't know bow yoo did it, or what kippmed. but not only the men who took the test, but the ethers 34th SaHtmml Safety Omgrcss, 1946 also seen interested. I wish more canW ulur the tests. At another place we ran into problems with the union. They were questioning what we were doing, naturally, and were trying to protect the rights of the men. So we showed them what we were doing, and let them look over our shoulders. We talked to them aod explained what we were trying to hod--a better way of selecting men so there would be fewer accidents. They couldn't find anything to object to about that, so we didn't have any further trouble, in fact, we bad no trouble doing that, it helped to get men further on the line to accepting the testing program more readily. Sometimes the management worried about it because they--the local management-- Wt it was causing a disturbance among the drivers. So in each case we told them that they needn't worry about the over-all effect --that we had to go through the program, that it was difficult to explain it ahead of time. Our problem was to convince the drivers. Afterwards they felt good for having taken it, with few exceptions. I don't think more than two out of ISO men felt too badly about it Another group that have to accept it are have ability and fed really capable, want to go where the capabilities will he recog- aired. After lining up the types of tests that we wanted to use. we used the battery of nine paper and pencil tests, and ten physiological tests, which we gave to all these men. After lining tlat op, we had to decide which men to test. When you are trying to test the test, such as we were doing at this time, we had to find oat which men were good driven; and which were poor drivers. That it a very difficult joh; and I want to say something contenting that. At yesterday's meeting we talked about records and types of records, but 1 don't think anything was said concerning the standards for accident repeaters. I have started working on a formula for detcrmhiuog who are the wont driven and who are the best, with reference to driving skill, regardless of the nrridmf repeaters. It is rather complicated, and I bavu't time to discuss )l I expect to complete H within the next year. Something of that nature is necessary m order to determine who lot ttiUfil driv en, and who were Mt When we got through with the program vt dbcmrertd something that baffled os to some extent. Some of the people we fhonght were skiff* the new applicants. How do they accept a hd, we found out later were not. We detailed, lengthy examination? Ooot m a while you will rtto on to one who will resent it, or refuse to take it, but that is the exceptional case. If a man won't accept the first job you give him to do, it might be better not to deal at great length with him found we bad an entirely new problem resulting from oar experience of going through that kind of test In other words, we can't recognise at first, the difference between some of the skillful and the tn>* skillful Some are definitely good, and some anyway. are definitely poor. There v*t always an Most of them should be told wbat the in-between group. test is for, its purpose. I waftt to say some- The next step .la to admlnithur the tests thing shoot the acceptability at one school. and score them and find tone mtitfial The men who took the tests seemed to be measures. You must find averages and then come better men after trying the tests. compare the averages of one gioop with We could see no difference from previous schools in the men, before they took the tests. Yet, after taking the tests, we got the other group to find significant differ ences. If yon can find a significant dif ference, then you have something which is better scores, and better final results, after a real tot. the training program. Apparently, it made The neat step is to repeat the whole them more self-reliant to know they bad process, perhaps on another group, to see gone through such a difficult examination. if it still bolds true, and shows a significant When it becomes known that you are really giving a complete test; a better dam of people will come to yoo for a job. You will have better people to select from. It seems strange at first, but most people who difference between good and poor drivers on the test scores. After yoo have gone through all1'of these steps, yoo are ready to apply it to new applicants. If yoo want to tost the test further, yoo can accept Commercial Vehicle Section 27 applicants, regardless of how they turn out on the test scores and measure their accident prooeness as time goes on, and compare it with the test scores at the time of entering the company. MR. BRION; Maybe we will have some questions for you later on. I should have elaborated on it before I asked Mr. Flora to talk about it. We wanted to find oat whether any battery of tests coukf be got ten together that would pul the good driv ers on one side of the room and the poor ones m the other. So what happened was we asloed Mr. Flora, before be took over his present business. We gave him two groups of men and asked him to work on this. He knew nothing about which was the bad group and which the good group. We picked them from our own record of per formance, and submitted tests to them--a wide battery of tests, as he explained, ten physiological, and tune psjxhotogkal tests. We wanted to find first of all whether any of these tests or whether all of them could determine which was the good group and which the had, without looking at the rec ords whkh we kept to ursehres. The second purpose was to find which re$ts brought significant results, so we could boil down the battery itself to Ac point where we would have, perhaps Arte or four, no more, psychological tests, and which were agofficaaL In other words; are wanted to get the battery of tests doton to the point where it would he practical to use them in the average operation. We gave him the two groups of men for the purpose of establishing unit "norms"-- normal grades, normal scores on the various tests. In order to do that, we put in the men who had been on our own payroll long enough so we knew who they were* Inci dentally, we took comparable mm in the caste age grbtips, years of service groups, and m the same gioups m any comparison you could make, so we were talking about men of the some general type, half who had had g lot of accidents, and half who didn't, and established `norms" among ac ceptable bos drivers, men working for us for years, and then agree among owklm upon the specific tests that were significant, so that in the future, we could use them in shooting bos driver candidates from a wide variety of applicants. Next, 1 would like to ask Mr. Wirenios, whose fleet was the guinea pig used to de termine this question, to elaborate upon the testing and give us anything be wants to do in the way' ol results. MR.. WIRENIUS: We)V Mr. Brion explained, they were made m the br ginning to find some way to screen out the poor man from the good ooe and so forth. So we then went to work and applied these certain tests early' this last spring to all our applicants hired this year. Of course we set *up a certain per cent of standard qualifications to begin with, height, weight, and sire, and so forth, and brought these mui m to school where we applied these physiological and psychologi cal tests. I might just outline the physiological tests that we gave. We placed a lot of im portance on eyesight to begin with, and used the Keystone TeMsaocnhr tests, which incidentally were very revealing to us. We used the peripheral, or side vision, test, reaction time test to check a man's physical reactions, aod the ootor-btindneai test to determine whether or not a man was colorblind, and incidentally we did find quite a few color blind individuals. . However, we screened oat approximately ooc-third of the driver applicants who al ready bad been pre-selected so to speak-- they had k ' their preliminary driving tests in the nod. I might explain that for a moment When we hire a ossa we select a group of men from the applications, and then take this whole group out on a bus for five or sex. days to acquaint them with the bus and its operations, and for driving practice. We teach than how to shift gears, work the brakes, and become thoroughly familiar with the bus. During this six-day preliminary test; one of the purposes is to learn a little bit about the man, las attitudes, eta, to see whether he Is a proper type of man lo handle pas sengers. Alter the man passes this preliminary test, be is then brought to our driver school In Cleveland, O., for a strenuous ten-day course Before be is brought to school, he take* Ins physical examination with our company physician, so fbese men, tested tins year, of whom we rejected approximately one- 28 34th National Safety Congress, 1946 third, has already been pre-selected by this $ix day test, and some of then had been rejected through the physical examination. Still, by giving these physiological tests, we screened out one-third. The largest per centage screened oat had poor eyesight Our requirements: We have set up physi cal standards on eyesight, which are that we will not take a man unless he has at least 20-20 in the better eye, and 20-30 in the worst eye, to be corrected down to 20-20 with glasses before he is acceptable. There were 1S2 drivers enrolled in our drivers school of whom 100 graduated. Forty of that 152 failed because of physio logical test results. Altogether 52 were rejected, four were rejected for unfavorable references, and seven were rejected due to road tests. But it proved to us that even men who have had their physical examinations may not pass in the field. This may be some what against our doctors, whom we know are all professional men, but we did find some discrepancy in the doctor's reports, particularly in the visual tests. Of course a doctor doesn't go deeply into variations of visual acuity other than ordinary perception or color-blindness. We found some doctors, who by using the Snellen Chart rated a man 20-20 when we found he was 20-40 or 20-00 m eyesight We know that we have found drivers who were one-eyed. Some men have hardly any vision in one eye, bnt have a good other eye, and these men perhaps lingered a little bit, knew al) the letters on the chart by heart, so they could read them off by heart for the doctor. We think that is probably what happens, so, therefore, we knew that might be the root of some of our trouble. We employed this Keystone Telebinocular teat to find oat for sure. The color vision test showed something where some of the men had passed the doctor, when oor tests showed they were color blind. We used the Isfaihara test and found a good many men that were color blind. Color blindness incidentally is very important in driving. Most people regard it as just ability to distinguish the basic traffic colors, red, green, and yellow, - but it goes far deeper than that Particularly, when you consider the early daws of the morning or the late evening dusk. A man can not distbgtash a car which might blend in with the faodkgrocmd, say the green foliage on the side of the rand and perhaps cm a cross-road daring the fall of the year whet the leaves are brown and everything else is brown, if a car happens to be coming at him at right angles. If be can not distin guish contrasts and colors perfectly, be won't see the car until be is on top of it. Even at dusk, he will have trouble if the other car blends with the foliage. He might be on top of the car before be realizes it is there. He may be driving through traffic on city streets, where there happen to be numerous neon lights burning. Well, it's pretty hard for a color blind individual to distinguish the* red, green, cr ydlow traffic light inter mingled with various neon lights. We place a lot of importance on color perception which we feel is a very important matter. Just to"tiiow you some of the results we had frpm the testing this year, our new men, men who were in service less than one year, had approximately 30 per cent of . all the collision-type accidents that we had. And this year, after we had used these screening tests, our average of the collision accidents among our new men dropped down to 11.9 per cent. Thus, we felt that it really showed some remits m that respect. The number of men (tired were fairly equal so we lured a few less men this year than we did last year. However, the difference wasn't great enough to throw oor avenges off very We won't hire a man under 25 years of age and the maximum 1$ J& However, we prefer a man between 25 and 30, bat if the man between 30 and 38 is a sound physical ywiw. aod measures np to all the re quirement*, we will hire him. We have set a minimtsn height of ST. and a maximum of 6*2*. A mmhanm weight of 160 pound* is required, and a maximum weight of 235 pounds But are consider his weight according to his height. Of course we live up to the requirements of the Interstate Commerce Commission, but oar company's requirement* are far tighter than the I.C.C. regulations. A man must be in very good general health, have a good appearance, and have aodihle speech without any impedimenta, clear and cheer ful. We prefer a married man to a single Commercial Vehicle Section 29 man. A married man naturally has responsi bility - to his home which goes to make a better, more conscientious worker, whereas a single man Is apt to have just a tittle hit of devil-may-care attitude. However, there are plenty of good single men. The tingle man, particularly the young fellow, is not apt to take the responsibility too seriously. We operate a bos line hauling human fives. Our drivers have a heavy responsibility on their hands, and, certainly, we want to find the best man for the' job. Truck driver* have a responsibility for the load and for the safety of users of the highway, but ours is far greater than that, because we have to 'consider the safety of our passengers as well as the other users of die highway. When a man has numerous accidents, we can't afford to keep him, because we can't take that chance with passengera If they bump over a load of passengers that be come* an expensive proposition, and we certainly can't stand that MR. BRION: Is there someone m the bade row there who wants to say some thing? MR. HAlNS: I'm from the Standard Oil Company. While you stoke of a num ber of physiological tests, you seemed to emphasize two particular items--the visual acuity, and color feats. I think that over a period of year* most companies employing driver* have been giving (box two tests, and setting certain cmlmmn standards which their applicants .most pass in order to be eligible for employment. Bat f am wondering jf the other tests have been developed to a point where mumnm standards have been decided upon by either an association or companies employ ing large groups of drivers. For instance; the ordinary conception of reaction time is that it approximates three quarters of a second. Now what would you do with a mmi wbo, let's say, passes pur visual acuity, and joor color tests, but has a reac tion time of one second and a half? In addition to that, be may be able to pas' the night glare and the side-vision, and the rest of tile tests. Have you. or anybody in this audience who has been giving these tests, arrived at any minimum standards or a combination of standards of the various physiological tests by which you grade men and either employ them or reject them? MR. WIRENIUS: We made tests ol re action time and used the Vemiere chrono scope. which is somewhat different. We haven't gone m to the foot reaction timer at all yet. We intend to though. This battery of tests was more or test an experiment, and we might change some of the tests as our experience goes along. We have rejected men on slow reaction time alone. However, most of the men rejected, had a combination of deficiencies, reaction time; eyesight, and various other factor*. One test 1 failed to mention involved depth perceptions. We placed a lot of de pendence on depth perception, which is very important On reaction-lime tests, we realize that normal reaction runs about three quarters of a second, and we feel that the line we drew on reaction time was about a second. If a naan's reaction time was over a second, he was rejected on that basis. When we come right down to it, reac tion time is very important, but the lrfractions of a second to reaction time really don't amount to many feet stopping dis tance. My personal opinion is that reaction time, unless it's real slow or something is wrong with the man, isn't as important as depth perception and visual actihy, and perhaps color perception. Tomorrow'* Traffic By FRANKLIN M. KRKML Director, Northwcstan University Traffic Institute and Traffic Division, International Association of Chief* of Police The work of acridat prevention and traffic count has a very real relationship to the whole future of our country because it b one of those elemental things that extends through the whole social and economic structure of Che nation and affects * 34th National Softly Congress, 1946 lie whole future of the country. U bat i political importance too because to a very large degree people (earn in this xmntry about the effectiveness of donoo racy as a form of government from the common-place, every-day experiences that they have with that government; the kind we have sat alone or with our family or with close friends seriously thought and talked about the possibility of war with a powerful nation, who just a few months ago was our very dose ally, and who fought side by side with us courageously and effectively. of roads they drive over, the safety that Another evidence is the increasingly diffi is built into them, the conduct of police cult indsstrial situation particularly as re officers who patrol those roads, the effi gards strikes. This is m symptom of a loud ciency with whkh their garbage is col of a base dissatisfaction that crisis in lected, the effectiveness with which firemen fight a small fire in their basements, the the comtry. an i iniriTTingm iti to compro mise, a certain base alliitom on the effectiveness with which the health de part of individuals that places self above partment protects them against epidemic everything die, and finally, as under one diseases. These are the more or less common- place functions of government performed on your level that teach people on tilt one hand that democracy is an effective means by which we can govern ourselves, or that it is an inefficient and expensive type of government which fo this case makes them receptive to the preachments of those who would install some other system? of govern ment here h America. What is the present situation? The pres ent situalicn, as 1 view it--and this, of course, is strictly the opinion of one man -- is this*. We have just come out of the most terrible war history bas ever known, a war which we very nearly lost 1 repeat; A war which we very nearly lost upon half a dozen different occasions. We were lucky, or the Lord intervoed, or both, bar at various times, at various critical points, we would have, I think, surely been de feated, but we weren't. We fought a mag nificent war and we really delivered in terms of men, in terms of fighting ability and very importantly too, in terms of of the many examples that aright be died, oar accident situation which in the early part of last year particularly began to sky rocket terrifically, hwfkatfng An the afivirtnal acceptance of rcspowiflufity mas gone, and throughout the nation h the operation okao automobile; m the corim of industrial relations* hs the conduct of international relations, ui&riocn urns the order of the day. self placed above every thing rise. These, I say. arc symptomatic of our losing the peace. Why have these conditions arisen? \Veff_ in my opinion, they have arisen becaasr of individual failure within oor courtly, and I mean precisely that, tSe failure of the individual American dtiacn by and large daring this critical period..failure first in the acceptance of a real dovro-to-etrth individual responsibility cm the part of all classes of people in til walks of Kfe, on the part of the parents, on the part of the workers* on the part of the leaders, some of them m government, some of them in industry, some of them in business and equipment and materials of war. But DOW some of them in professions. that we have won this terrible and perilous This individual failure extods beyond war, it mciiu to me that we have been the failure to accept individual itqtoori- losing the peace. bitity. It extends to a failure of sdf-dbeip- If we lose the peace, then we can't ever truly say that we won the war, because that >s what the war was all about, to give us the kind of peace that we and other line, a failure to require of one's self the kind of conduct that one woold expect of others from within his insight; further more, it is a failure to adhere unselfishly to freedom loving people in the world want the principles of democracy for which we . As evidence of the fact that we are losing the peace, I cite these several things to you. First, a very seriously deteriorating internalkroal situation. It seems unthinkable to vac that here just a year and a half ' after V-J Day, we have all of os when fooght Democracy, as I understand it, is predi cated upon a society in which mas work together for certain common ends. One of those is freedom, frmluai of opportunity, freedom of worship, and I might recite the Commercial Vehicle Section 31 whole Bill of Rights if I went on, but I am sure that you understand them as well as I do or better than I do. That tmselfishness, the unselfish devotion to those principles which we had during the war and which made us such a great nation fan war arc largely being disregarded now. Then again, the order of the day seems to he, -T am out to get all that I can get for myself at the smallest possible cost to me and the devil take the hindmost.'* We need, as never before, a genuine cooperative effort in government, in com merce and in industry. America must be a strong working democracy if it Is to take it* place as a respected leader for world peace. Uofortuately, I am afraid, we are not setting such a very good ex ample today. The moral fiber of an individnl de pends open his holding, in my opinion, to certain basic beliefs. One of these is his determination to stand for the right whether it serves him well or serves him poorly, and we most have safety' directors, we mast have highway officials, we most have police officers, we must have judges, business men, and muon leaders and eitimL, who stand for the right as they see b in - the interest of their country, their stale and their community. Only then will we have people of atiwug moral fiber ar Indhrfdials and consequently a strong nation. Certainly the individual must have a recognition of his relationship to government. Today we hear citizens everywhere talking about the goieminent down m the city ball in Chicago or the national government in Washington. That is their government They put those men there. If they do not participate fully in gov ernment then they have surrendered their right to criticize the administration of that government by the elected represenatives of the people, and we Americans mast think in an ever mcreasmg degree of the fact that we are the government We participate in ft folly and actively and insofar as we refuse to so participate, we sarrenda* oar rights of citizens; we surrender oar birth right truly. Certainly the individual needs to hold to the principles, b my opinion, of living. right--not a joyless, monklike existence1-- certainly. I am not a preacher; bat one which is exemplary in the basics of Iifc- If you doubt the value of this moral strength of the iwfividoal transmitted through bis nation upon the affairs of the world, then you have adopted an entirely hopeless philosophy because the only al ternative is recurring war, each one more terrible than the other until finally none of ns shall he here and the world wiQ truly be inherited by the rats who come oat of the grand. I am a firm believer in moral strength, and I think we have seen examples m the last yeas* and a half of its operation. Well, you may say, what has all this to do with the safety in traffic. Well, I re peat something that I said earlier in these remarks, oor failure to control traffic effec tively as we might with the techniques at hand, oor failure to conserve life and pre vent Injuries as effectively as we might are an indication of a lack of self discipline, a lack of acceptance of responsibility, and a failure of devotion to the principles of democracy, became the control of acririrnis is one of the purest demonstrations of de mocracy and democratic processes in action. Gprtamly there is no place where a re fusal to recognize the rights of the other is more noted and m the other hand our obligations ander the law result in such a chaotic, such an uncivilized situation in terms of loss of life and crippling injury The techniques for doing the job, I re peat, are known and they have been proved in practice. They are elemauaL They call, on one hao^ for a development of the facts as to the basic causes of the difficulty, an analysis of those facts, a separation of the causes and the treatment of those causes so that they may be reduced or eliminated through engineering, through enforcement, and, with the very important direct influence upon human behavior, through public education. These are the basic reasons, as I see it, why we haven't effected this control -- failure to accept responsibility, as I said, a failure of self discipline, and a failure of devotion to the principles of democracy. There are more important reasons cur rently why we are going through this 34tk National Safety Congrats, 1946 12 also know that this desire is mutual, as liffictih time. One f these Is ignorance, far as most law enforcement agencies are for instance, if I may be permitted to say to- I certainly don't pretend to be any concerned. You want traffic officers to enforce the expert on international relations or par ticularly well-informed, but certainly I taw, as far as your drivers are concerned, think a large part of the incipient difficulty because you recognize the possibility of that we have been having with Russia dar financial suicide if you adopt any other ing the last year and one-half is because attitude. This attitude affects the well- of ignorance on their part and ignorance on our part--and ignorance of each other, being of your company and the performance of your drivers. How do you feel about traffic enforcement when yon are behind an ignorance of our principles and oar out look This can be a very dangerous thing. the wheel of your own car, driving for But it isn't only ignorance of other na business or pleasure? The fact is, gentlemen, that according to tions and their ignorai-.ee of us that pro true democratic principles, you have the duces some of these difficulties, but in some cases, in some areas of our life, both responsibility of leading by example. domestic and international, we are going at the wrong direction. This is evidenced, frankly, in some of the traffic control and accident prevention work bong carried on in some of our states and communities where they are working hard and spend The Commercial Vehicle Section, there fore, has a great opportunity to give an increasing amount of good leadership to tbe nation. That opportunity, however, entails a responsibility, a very real responsibility to continue to dumutiiti the effectiveness of ing a lot of money and getting no results democracy at work. because they are moving in the wrong fa dealing with all of these probtmxs--1 direction. They are trying to build a bridge happen to be a traffic nan Many of you from the top down, and finally in many are toot and that is an important part of instances it is the mis-ose of present fa the job democracy has to do. As impor cilities, and thus In many of our police tant as 1 think it is, yet 1 say it is not all departments, there is a clamor for more traffic laws, an increasing clamor for more regulations, when, as a matter of fact, we of the job, and we need all of os to he citizens first and traffic men secood. The result of tbe acceptance of this respons are not doing an adequate job of enforce ibility wiH mean a lower accident rate. That ment of the laws we have in a great many is one of the good things that comes out of democracy when it works effectively, instances. Now, just by way of summation, I would ode of the many good things, and that lower accident rate by virtue of your lead like to say something about the relation ership wtO extend throughout the nation, ship of the work of the Commercial Ve hicle Section to traffic law enforcement 1 increasingly. know that yoo men, individually and col lectively, desire to work in close harmony ~;u * traffic law enforcement agencies. I I hope the Commercial Vehicle Section will continue; with greater determination, to lead the wav to safer motor transportation. Farm Safety Sessions TUESDAY MORNING SESSION October 8, 1946 Presiding: T. A. EmCKSOK, Consultant, Rural Service, General Mills, Inc., and Chairman, Farm Safety Committee; N. S. C Hospitalized Through Foxm Accidents Accidental on the Farm By H. HERMAN YOUNG. M.D. Myo Ctinfc In Minnesota attention was first directed to the problem of farm accidents in 1934. In that year a safety contest was inaugu rated in tbe state 4-H Club and safety soon became one of the dob's most popu lar activtks. Other agricultural organiza tions and their leaders soon became interested and a section was set op in the Minnesota Safety Council to cope with . the problem of developing an educational program for the farmers of the state. The farm safety program in Minnesota has now progressed from the state planning stage to local action. En tbe 9 years from 1935 to 1943, 575 accidents on the farm caused the person injured to unis to the Mayo Clinic. This makes an average of 64 farm accidents per year winch sent patients to this one clinic alone. Several patients were involved in more than cam accident in the 9 years. Tbe majority of these patients came from the surrounding four or five counties but the total number is not an index of the total farm accidents that occurred in those four or five counties. Many patients were treated by physicians In their immediate locality and others died before reaching medical care. Tbe clinic total may be said to repre sent with fau* accuracy the Dumber of serious accidents that occurred to these counties during the period for which treat- meat was carried out at the clinic. In cluded in the study were all accident casts encountered at the dime which were due to falls, farm machinery, livestock, in juries in tbe botne, buzz saws, etc. Omitted were all automobile and highway accident cases. Foils lead all other causes of accidents in this series and carried a mortality rate ' of 5 per 100 accidents. The most common ' accident of this type was that m which a patient fell off some piece of farm equip ment. The other sources of falls arc listed m Table I. The most common injury sustained was a fracture of one or more bones. Falls caused 168 fractures, 16 pa tients had transverse myelitis (spinal cord injury), one had a traumatic amputation and 9 had perforating wounds of the perineum (area of rectum). Tbe last group is of special interest be cause of tbe manner in which the accident happened Each gave a history of impaling himself on die handle of a pitchfork as he frill or jumped from a piece of farm ma chinery, a haystack or a hay loft One in this group sustained his injury when he fell from a wagon and became impaled in sharp corn stubble Id the field. No one was injured by the tines of the pitchfork Farm moshintry was associated with 168 accidents, the second largest group in this scries. The tractor was involved in the 33 ;4 34th National Safety Congress, 1946 argest single group of machinery accidents (Table 1). Although there were no hoc>ital deaths in this group (Table 2), the morbidity rate was extremely high, *7 rrtiy a third of the patients in this group suffered from traumatic amputation of a part or the whole of one or more et* trinities. There were 110 fractures, two cases of transverse myelitis and seven cases of avulsion of the skin of the penis and scrotum. The latter type of injury usually happens when a farmer attempts to step across a moving belt, fly-wheel or unparded power take-off. Livestock accounted for 104 accidents representing the third largest group in this series; The mortality rate in this gronp was S per cent; 3 of the deaths involved horses and 2 deaths were caused by hulls. Al though the boll is generally considered the most dangerous animal on the farm, it may hecn seen from Table 1 that horses account for a much larger portion of the livestock accident*. Table 2 reveals tint fractures were the main injuries received from livestock accidents. JfisctlUmetms occidrmts numbering 77 were anted by the axe, falling trees or by a group of unclassified causes. Again fractures were the most frequent injuries; traumatic annotation occurred in two cases and tranverse myelitis in four. There were IS cases of bums in this series of acci dents with two hospital deaths, a mortality rate of 13. per cent, Most of these burns occurred through the ill-advised use of kerosene or gasoline bt starting fires or from explosion of a store or bottled gas. A Doctor's Reaction In spite of medical and surgical advances that have been and are being made, the physician cannot help but be impressed with the almost otter hopelessness of many patients who have been injured' while at work 00 the farm. While the Mayo Clinic tabulation indicates that accidents cover almost the entire span of human life, the average person is injured and suffers death or a permanent disability at the age when he is the aott productive. The problem, therefore; is an economic one as well as humanitarian- Prevention *of these accidents is by far the best treaUmt and the first step in prevention is educating the farmer in methods of safety. Today scene effort is being directed to ward reducing farm actidenu but much more needs to be done. Coimuacial industries axe compelled by laws to provide safety devices for their employees and to provide care and com pensation for anyone who is Injured. This is not true of the firmer, who, generally, is his own boss or employs only a few men. As a rule he does not carry compensation, hospital or accident insur ance. He is handling machinery that is equally as powerful as many industrial WivhwMt w In order to speed op production, die fanner permits the removal of safety de vices from his machine or fails to replace them after repairs are made. He also attempts to relieve a dogged machine while it is still n motion or may use a piece of makeshift apparatus that is entirely un guarded. He is required to walk on uncer tain footing and in countless other ways exposes himself to danger. Children have no more right to be near or .on a piece of operating form equipment than around a poach press or on a moving locomotive and yet they are permitted to be there daily. These are hot a few of the dangers tint forte on the farm. To these mnst be added the danger of gas gangrene and tetanus for the farmer's hands and clothes are contaminated with fertilised sod and manure and any wound may permit the entrance of these organisms. The problem of accidents on the farm is national in scope although in details it varies with different localities. The Na tional Safety Council now has a section which promotes farm safety hut the main action in active prevention of farm acci dents must be local m nature in order to cope with the varied problems. Farm Safety Sessions 35 Machinery ACCIDENT DISTRIBUTION BY TYPE AND AGENCY (575 Farm Patients, Mayo Qnuc 1935-1943) Falls Hi) mow * Sdamp Livestock Miscellaneous Cot br ut 3 wrximitai tm VaeimUM kfatttHD ssdEL TOTAL 186 M3 !M 92 TABLE II ACCIDENT DISTRIBUTION BY TYPE. ACE. INJURY AND FATALITIES (573 Fam Paikm, Mayo Clinic IM5-19B) Accident Pwicnl'i Arc. Yr. Natnm o! Injtury Sup Ms-ml ntmt--nn> imp 1U7 a4s# VO, IM, ttll.l M, (Mtar* now Core mI ul uIBs o1 Ha I ? !n *a an a tj *1 4 Deaths Torn. U TABLE III DEATHS AT MAYO CLINIC FROM FARM ACCIDENTS 193S-I94J INCLUSIVE Accident Patient's Injury mwiM aw Luma mu niiian m mruat--utlusgo>ewii Cause of Death r--<( rwftaoJttB AWnevmC ettoot (a tuec Oboe* PanOnda Faraima ninirai ut J ttooCetot 34th National Safety Congress, 1946 Fire Prevention and Safety Work in Michigan (Summary of Remark*) By A. W. FARRALL Head, A|r. JSd|. Dept, Mich. Slate College Michigan has an annual loss from farm (ires of approximately three million dollars, as estimated by the State Association of Mutual Fire Insurance Companies. This great loss has aroused the people of Michigan and an active fire prevention program is oow under way. Two year* ago Kent County organized a comfy wide fire pre vention program and with fires, which it is estimated would, under norma] conditions, have resulted in a lens of about $175,000.00, the loss was held to approximately $50,000 through efficient fire centred methods. The vafae of this program was im mediately realized and steps taken to set up a state-wide fire prevention program. A foil time extension specialist in fire preven tion and safety. Ur. Fred Roth, was em ployed by MkfcipB Stale Golcge beginning March 1, 1040; sod as acme program is now getting tmder way. The program at present involves an ac curate detemshmioa of where farm fires start, their cause, and means for preven tion. Education] material has been pre pared and is being shown at County Fairs in Michigan this summer. Steps are being taken to organize counties on a county-wide basis for efficient tarm fire protection just as rapidly as possible. Two counties are being prepared for organization at the present time. Plans are under way to make use of vari ous agencies such as the Farm Bureau, 4~H Club units, and other farm agencies to help the extension specialist reach the in dividual farmers. One of the outstanding developments b farm fire fighting is that of the high pres sure fog fire fighters, which was developed by one of the industrial concerns at Lan sing, Michigan. This unit is especially adapted to fighting farm fires because of its ability to put -out fires with a mnahnttm amount of water. Excellent resalts are being obtained fay. its ttae. The Michigan plan for farm fire fighting involves the cooperative efforts of all of the various farm agencies working with the odnsioa specialist through an educational program and a program of organization on a countywide basis. WEDNESDAY MORNING SESSION October 9, 1946 Presiding: Kjkk Fox, Editor, "Successful Fanning.** Organizing and Conducting a Stats Committee Br LARRY BRANDON Indiana Farm Bureau Federation In 1942 the Indianapolis Safety Council, in co-operation with a representative of the National Safety Council colled a meeting in Indianapolis of individuals intimately acquainted with and representative of vari ous segments of rural Indiana. At this meeting statistics and data dealing with farm accidents was called to the attention of the group. AU were deeply concerned at the appalling loss of life, limb, and prop erty as (he Nation faced the terrific impact of World War IT. In this first meeting, representatives of the Farm Bureau, The Grange, the F.SA, and Agricultural Extension Department were present. Subsequent meetings resulted in the or ganizing of what is now known as the Indiana Farm Safety Committee, which is composed of eight subcommittees as fol lows : Finance and Membership; Public In formation, Accident Facts and .Statistics, Legislative, Contest and Awards, Educa tion and Training; and Women's Activities. The chairman, vice-chairman, and seere- Form Safety Sessions 37 tary-treasurer compose the Executive Com mittee. The Program Planning committee in cludes the chairman of executive commit tee; and chairmen and vice-chairmen of all committees. The Finance and Membership committee headed fay Mr. Barbrc -of the Indiana Grange, deals with soliciting of finance and cootacting various groups that deal io farm supplies; casualty, and life insurance. The Public Information committee headed by T. R. Johnston of Purdue University performs the very important function of publicity which involves press and radio channels. The Accident Facts and Statistics com mittee whose chairmen is Dr. E. H. Shidder formerly of F.SA. is gathering sta tistical data on farm accidents in Indiana No such service has e-er been set Op in the state heretofore. The Legislative committee headed by An son S. Thomas of the Indiana Farm Bureau, Inc, has for its function the study of all legislation pertaining to rural safety. The drunken driver and other driving that re sults in hazardous accidents in the rural areas is increasing at an appalling rate, nudring more strict enforcement of laws imperative. Also this committee is develop? itkg plans for eventually financing the safety program from public funds. The Women's Activities* committee with Mrs. T. Eugene Bailey of the Roadside Council as made up of the Home Economics groups amnhering some 50,000 women who are mostly a rural areas. Representatives of the Indiana Roadside Council. Women of the Indian* State Grange, the Garden dab, Indiana Farm Bureau Social ft Edu cational Department. Indiana Federation of Clubs, Iwfiaaa Rusal life Qoandl, Youth Organizations, and the Indian Congress of P.TA_ compose this committee. Education and Ttammg under tits able leadership of Witter Young, State De partment of Public Instruction, involves the public school system whose co-operation has been a vital factor m promoting farm safety as a project through the rural schools of Indiana. The Contests and Awards* committee with Harry F. Ainsworth of Purdue Uni versity as chairman furmsbes a fitting cli max for the year's activities in farm safety. Without the functioning of this committee io carrying on various contests throughout the year that culminate in the awarding of substantial achievement rewards at each annual meeting, the Farm Safety program would lose much in actual accomplishments in safety projects. This feature clinches tangible results that can be pointed to as else result of the safety campaign and keeps the program from flattening out into only another burst of enthusiasm that ends no where and accomplishes nothing. At the annual meeting of the Indiana Farm Safety Committee, January 14, 1946, at Purdue University, scholarships and wards of merit were handed to three groups for actual. achievements in correct ing farm-home hazards, etc. The three groups represented were 4~H safety contest winners tmder the leadership of Miss May lfa*tep of Purdue University, the Future Farmers of America sponsored by Mr. K. W. Klitz, secretary-treasurer of F.F_A. Purdue University, and adult safety con test winners in charge of Mr. Lee Patrick, chairman of Adult Farm Safety Contest. County Committee* It was apparent soon after the fonza, tion of the state committee that if the program were to be effective h* counting hazards and avoiding accidents said casu alties, local county committees were im perative. With this in mind, county or ganizations were brought into bring by the County Agricultural Agents together with representatives of the County Farm Bu reau, The Grange; the service dubs, Red Gross, Parent Teacher's organization. Superintendent of Schools, etc. At these meetings officers are elected and com mittees are appointed for the purpose of holding first-aid rhwry conducting sur vey* of farm btuMnxgi and homes, check ing on projects, and conducting contests m schools and homes, and other safety projects at the county and farm-home level. In January. 1946, Mr. F. R. Willscy became a full-time director of safety of the Indiana Farm Safety Committee. Ht is located at Purdue University in the Extension Department. Under the able leadership of Mr. WtUsey, rapid progress is being made. Excellent co-operation is enjoyed from every department of the 8 34tk National Safety Congress, 1946 nduna state government. The Governor f Indiana issued a proclamation concerti ng "Farm Safety Week" during July 1-27, (946, calling attention to the 15,000 arm people who lo&t their lives in a ingle year, 1,500,000 injured, and the de(truction of some $80,006,000 worth of arm property in a year ihiougbout the IJ. S. Farm safety, is a problem far different than any other phase of safety, in that it requires a working knowledge of the peculiar conditions surrounding farm haz ards. A farmer's safety problem involv ing new and high speed tillage and haryesting machines operating not an an enclosure under comfortable; even tempera ture conditions but out of doors subject to hourly changes of climatic or weather conditions are as different from industrial safety problems as night and day. On an assembly line, a foreman can require the necessary safety precautions. On the farm no one is near to advise caution and chances are taken which re sult disastrously all too zaaoy times. The Indiana Farm Safety Committee in co-operation with the Farm Division NSC has conducted a six month's survey of farm accidents in Wayne Co, Indiana and some most startling facts are revealed. township St atamma Harrison Washington Walloo New Garden Perry Abington Green 209.0 93.9 92.1 88.6 rojb 87.1 79J AOCtDKim DATS sun rmii uon vm 6 6 56 1 14 2 237 5 IS 4 74 1 13 1 52 1 10 2 37 0 s I 9S 1 19 3 317 0 Jackson Center Boston Jefferson Franklin Webster a*y Wajme Total 794 7 5 102 73.5 14 6 456 69.7 5 1 124 63.5 6 4 26 61J 3 1 32 572 6 0 66 52.9 4 Z 26 41.3 11 3 176 703 140 42 2056 3 3 1 2 4 1 I 4 Total Returns--1619 Total Farms--2302 First 6 month survey Green, Center, Washington bad one each permanent injury July Returns--45 accidents At this rate; $30000 farm tabor will have been lost by the end of the year. Farm fires in Use county for the first six months were 28 ranging in losses from $10 to $&3j00<bl dairy with 30 head of milk cows was one of the casualties. Much'is yet to be done about farm safety. If a plague were to wipe Out a city of 15,000 people in a single year, the people would rise up and demand something be done about it The loss of life and limb on country roads due to careless drivers is another terrific loss the nation can ill afford. This one thing will eventually cat the very heart and fiber out of the com monwealth until America, instead of being what she is today, the leading nation of the world can become but a hollow mock ery and a byword among the nations of the earth. America is the best place on earth to live. Let us all strive to keep it that way, whether we to iadmtrialuts, bbover, or farmers. Lot's Be Sensible About Farm Safety By ARTHUR W. TURNER Ant Chief of Bureau in Charge of Asrieultnnl Bneneerinc ReeeerefcPlant Indnetry. SoQs and Agricultural Engineering, U. S. Dept, of Agriculture Sonne Of the National Farm Safety Week releases have made this statement: '`Farming is our most hazardous Industry." Many people speak of fanning, however, as a way of life --os a means to longevity with freedom from cares and health-boilding features. Somebody must be wrong. The two ideas seem to conflict. Who is right? Yesterday there were 45 funerals for farm people killed in accidents. But not ail of (hem occurred on farms. Twenty ol these deaths happened on' highways and in towns and cities. Three were farm people who died in a plaqe crash, two were hilled in bus and railroad aeddoats, three were drowning* at picnics--and none of these Fafin Safety Sessions 39 coqld be attributed directly to* farming as a vocation. Let's be sensible about tins dangerous farm business. If 1 were younger and seek ing a life vocation, it would be difficult to iutuqt me in farming in the face of some of the statistics on the hazards to anyone so occupied. I would not want to risk my own life and the happiness of my family in a job in which I was constantly faced with sudden death. Why not view the farm acci dent situation in Its true light and credit agriculture only with thoae accidcnU that occur in actual farming operations? Agriculture is this country's basic indus try. In this post-war per iod a national objective is to produce non food for all people so that they may five together in amity ml peace. In fact, it is conceded that more food for people the world over will do more than any other one thing to promote the peace the Hole people of this world so much desire. Fanning is, there fore, highly important bwinta, and it should attract more good operators. la this fight, statistics on farm accidents need to be reviewed critically to see that they arc not subject to gusinterpretatiou and that they give an accurate picture. Yotmg people need cnmuiagcsncut to take up fanning as a life work. H fanning has, Its shortcomings--and certainly no one will argue otherwise--these should, of course; be presented b true perspective. Not one of us can afford an acridovb be it ever so trivial. Accidents arc the result of mistakes. Little mistakes can make big accidents. A mistake "little* or "Kg" is the result of bcuitct performance, mental or physical. A qljpui an costly. They may result in injury or death. They may also result m an injured horse; cow, a damaged tractor or machine. They may damage fences, buildings or aope and always rtsuit ns toss of time. It has been common practice for some time to wtrtgak accidents into various classifications, sods as bum, home, automobile, industrial. fire; railway, recreational, and so on. Segregation in this way may be desirable In preparing educa tional and promotional materials, but is it really practical? As a former, for exam ple, I would five m a home, buadla'several types of form animals, operate my form, service machinery, drive my automobile or truck, and perhaps take part in some form of recreation--all b the same day. If I had an accident, it might logically be listed under several of these classifications, yet certainly if statistics are to present an accurate picture a single acctdail should be fisted no more than once. As a fanner, the poaribiStks of my hav ing an icddot that ought foil into any one of these classes are so great, however, that 1 would want to drink; practice, and five safety almost automatically as part of my daily life and work. One needs only to re view I2e results of some of the accident surveys that have been node to be con vinced of that statement. One representa tive survey of 395 accidents in one area shewed the following: Machinery ___________________ 22.0% Recreation and Hum____________1113% Falls 1&5% Animals _________________.138% Hand tools -................-- 11.0% Failing or flying objects..----------- 8.0% Stepping on injurious objects .. 5.0% Motor vehicle traffic4J% The question is, how does one live safely day in and day out? Safety on any job, it scons to me, depends on three main factors : fl) The physical condition of the worker; (2) Good judgment b making work assign ments; (3) Tnsui gives to the worker when assigned to the job. As workers or employers,, do we our selves work or permit others to work when exhausted mentally or physically? If so, we are asking for accidents to happen, by merely exposing ourselves or our workers to them. Under the strain of overwork and sheer exhaustion people "let down their guard," so to speak, and leave themselves open for actrflmti. On the farm that is especially bad, for the former lives at his place of work and so is exposed to hacards of his occupation for longer periods than most workers--even In normal tunes for 12 hours a day and 7 days a week. Moreover, there aie no safety inspectors except the fanner himself. S<\ good physical condition is high among those factors that can prevent farm acrideots* Pictures in local papers, farm magazines, and particularly In manufacturers' bouse organs often play np the idea of children 40 34th National Safety Congress, 1946 driving tractors and operating farm ma chines, with both animal and tractor power. One io particular that I recall was a story of a South Dakota 11-year-old boy driving ple. Let's be sensible, therefore; about cafes promotional material. Manufacturers just cannot afford to let farm accidents increase. It is not good a farm tractor "from 5 o'clock in the business. As a suggestion, I offer for con morning until 9 o'clock at night" Was that bay's father using good judg ment in permitting him to operate equip ment of that type? Did the editor of the paper who printed the story ttsc good judg ment in advocating such practice? What is the reaction of the genera! public to a 9-, It-, or even 15-year-old boy driving a ear or track on the highway? Yon know the answer as well as I do. The automobile and the truck are, however, both goaerallv operated over smooth hard roads and : cushioned by resilient springs. Both auto sideration a practice in the U- S. Depart ment of Agriculture in the handling of printed bulletins. All manuscripts dealing with operations in which there is an de ment of danger are reviewed by a safety specialist. He not only deletes statements and iHnitrations that mqy contribute to hazardous procedures, bat may also write in some good safety pradioes. The system as it operates in the Deportment is, of jurse, not infullahle, but it is pouted n ' e right direction. A safety reviewer of commercial manuscripts would seem to be mobile and track have a low center of in order. gravity and synchronized brakes. Do yoong boys or girls appreciate tractor construction and operation features, such as "Boss" C. F. Kettering of Gounl Motors tells a storj that illustrates the third point "One of our employees years ago had an high speeds on rubber tires, high center of accident' which obviously could have been gravity, use of individual wheel brakes, avoided," Kettering relates. MSo, I said to operating around side hills, attaching and him, `Joe, how oo earth did this happen?' detaching unchise^ use of dutch oo hard " 'Well, lU tell you; Boss,* Joe said, *1 pulls, crossing terraces and ditches, pulling was physically here but mentally over in onto roads and highways, etc. Why should the law and why should We against our own good judgment permit underage and untrained persons to operate tractors when they are prevented by law front driving cars and trodo on public thoroughfares ? At loses as liu practice u followed, mommtimg accident tolls cam be expected from tractors and farm equipment. This will be especially true if the farm and local press and manafactnrers* printed materials oootinae to give such practice recognition and CTVoaragcnscnt. I want to go cm record as definitely opposed to any program or Indiana'." Recently in a memorandum on National Farm Safety Week the Secretary of Agri culture said, "Every farmer performs a wide variety of tasks, most of which in volve serious accident hazards." Kettering's story and the Secretary's comment emphasize the necessity for men tal alertness on ti>e job--in industry or an faming. On the farm--in the home or field--many tasks nowadays are done by machines. All machines have fmsctional or working parts that are dangerous. In any machine there may be danger a knives and practice of permitting--let alone encourag ing--children to operate tractors, tractoroperated and similar equipment. I hope the Nation! .Safety Council concur* in that cutters, chains and sprockets, gears, rotat ing shafts, ftywheds, and simitar function ing parts, fa the home there is danger in utieg wringers, needles of sewing machines statement Young girls also should be banned from operating twh power equipment The older girls and wpracu have done and are doing a good service on the farms. However, the explosive foela, beaters or mixers, elwctrir cords and coonettkza, and related devices. Functional parts of sU uOBfa also are ever-present dangers; sock as slabA swing ing doors; feed-boat covers, and feed and advertising boys are for glamoor. Some times their enthusiasm over-balances their good judgment in the way they use the gentler sex's pulchritude m advertising. It is one thing to admire a pretty figure and another to endanger the lives of- many peo hay chutes.. Three possible methods may be used to insure' safety at these danger points. The first of these is to --tm them. This is, of course; m many cases impossible; for Farm Safety Sessions 41 functional parts arc necessary in a ma chine or even in a bam. The second pos sibility is to Isolate the dangerous parts, to guard* them so that people can-not come in contact with them. Again, this is some times impossible. The third alternative is to edneale folks to avoid dangerous parts or actions that may cause accidents. Mechanical guards and devices around machines, and posters around buildings will never substitute for mental alertness--or for intelligent and diligent precaution and manipulation by the operator. In all of the safety campaigns mods emphasis has been given to the need for safety and education for safety by means of written or spoken words. Too often, however,- a systematic scheme for training m safety is lacking. It 1$ framing which trill establish within a new worker on a new job the correct habits of performance mid the safety hab its which he needs to practice if be is to avoid accidents to himself or a fellow worker or to the which be op erates. All of ut act through qwchl habits which we have acquired through training and re peated experiences. It is essential n estab lishing a habit or skill that it be practiced correctly from the very start. It is further essential that the practice be performed under careful supervision and drill without deviation in its correct performance until it has become firmly established as a habit and thus becomes automatic or *emi-aato mstic. When this procedure is followed, the worker knows only ewe way of doing the job--the correct way. The right time to train a worker n correct operations and safety artinai which be is to observe and perform on th* Job is when be begins work. Otherwise he may follow unsafe practices font he w3l have to unlearn later. Once an action or rooting has become habit H is very ddedt to change that method of doing things; gen erally when it becomes necessary for a worker to change his he becomes an awkward worker. Awkward actions are always accident breeders. The J. I. T,, or Job Instruction Tnstring Program, nsed so successfully by jaduwry in training its workers also is the typo of program that is needed in agtiodtoru. Farm organizations appreciate the need for safety training of workers and arc endeavoring to establish such a program m agriculture. It seems logical that each maonlacturer should develop a training procedure for The use and operation of each of 2ns machines or devices in order to develop more safe farm workers. The suggestion has been made that T outline briefly the safety program of the Department of Agriculture. Bong new in the government -- with less than two years in my present position---I cannot speak from too much experience, and so prefer to confine nor remarks mainly to the safety program within the Bureau of Plant Industry, Soils, and Agricultural Engineer ing. May I say this in general, however, that within the Department and in other agencies of the Government there Is a keen awareness of the need for a safety pro gram. The recent report of Sidney J. Williams of the Nations7 'tfety Council showed that total and iadiiui costs of acci dents average $40j000fi00 annually for the Federal Government, or about $20 an em ployee anmsaHy. Many Bureaus m the Department o 1 Agriculture and in other Departments are establishing or have established IuD-timc safety tagiatas. Some of the Bureaus have, of course, been mem acutely aware of .the need for a safety program, particu larly those agamies with large numbers of field perse--el mgigsd in hazardous work, such as fire cvUiui and construction opera txms. As a result, some of these action agencies have well uuLfijhul safety pro grams that nuhnle safety treating for the workers. In the Barren of Pfant Industry, Soils, and Agrirafftxwal Engineering there are approcumatriy 2JOOD employees located at |74 Afferent stations thronghoot the Doited Stales and its Territories, both Continental and Insofar. These people arc engaged in the 6ddt a greenhouses, test plots, chem ical and physical laboratories, machine shops wkh rated equipment, mid in storage sad tuwspot lattes fscffitiw of all types. The decentralized nature of the organi zation of foe Bureau is representative of agricafture itself, although the Bureau has more people at assaabied points than are generally foocw) on a farm. This deccntrafaaftew of employees makes it necessary to have a safety leader at each point. Ob viously, these leaders have to function on 42 34th Notional Safety Compass, 1946 a correspondence basis (ram headquarters. That necessitates that they be trained to teach the people m their group. The safety program--winch it is hoped will be beaded by a afdy engineer--indudes the follow- mg: (1) Housedcantag--which includes re moval of hazards, marking of danger areas and their isolation where possible. <2) Fire prevention---which inchiiles such things as installation of fire escapes, proper installation and care of oil burners and stoves, removal of waste accumulations, no smoking in bams, etc. (3) Safety measures on motor vehicles and eqoipoxot, iadodiag such as a periodic ebeck-up of fights, brakes, and windshield wipers, guards for power take off shafts, no second riders on tractors and equipment. (4) Records, jndorfing an analysis of causes and report of aD details snramdbg each accident (5) First-aid, including training of per sonnel and location of medical lots where they may be needed. (6) Training of workers--both at the time when first employed and afterwards-*hi concct methods of work and importance of safety measures such u wearing of masks in mixing and handkmg poktoous dusts and in fnangatioo, wearing of gknres when working around machinery, etc, and in all phases of the fob where dangers occur. . The Safety programs of the Department of Agriculture go far beyood safety for employees- Safety has been a part of the teaching program of the Extension Service, particularly hi the Ubor-otiliration pro gram. The Department also has published and distributed in quantity a number of publications dealing with safety, thereby indicating interest and some responsibility for educating the farm public in At im portance of safety. Among the Depart ment's publications are Miscellaneous Pub lication No. 608, "Watch Your Step," and Farmers' Bulletin 1643, "Fire Safeguards for the Farm." A new Farmers* Bulletin, No. 1978, "Safe Water for the Farin'* is now being primed. All of us have relatives who are fanners. All of us also appreciate the boptataunt of agriculture in our national fife and in inter national relations. The farmer is the-eas terner of practically every industry. AH of us therefore are interested in promoting an effective Farm Safety Program. Here I would tikz to go on record as favoring an idea that was suggested too late to be included in the National Farm Safety Week plan for 1946. It (s to **adr' the service dubs--Rotary, Khmis Lions, Chamber of Commerce, and other civic groups to stimulate die use of safety win dow displays. A service dab in each com munity might offer prims for the best displays. With these clubs taking the ini tiative it would be logical for trade assocatkms and their manufacturer members to assist dealers h plaunsng display*. Safety displays on dodug drugs, fonntnfe and kitchen devices as well as on tractors and farm machines are another means that should be used tc make the people of the country safety enwariona. They might be used to stimulate Acasaooi on safety by school children and tendscu. The children, in turn, might cany tin safety message into many households. Eutimstawn so developed might do mock to motivate a National Farm Safety pro gram pjartnr emphasis as (J> tywriaiiop that workers thorid be a good physical condition, (2) ose of good judgment in sales promotion and assignment of qasljfinl persons to jobs, and (3) devdopaat of wprkcr-trainiag programs to make safety an integral part of performance. When safety becomes inculcated as a habit m the workm it is incidental to good workman- ship. Successful farm scotkat programs and safety materials should picture the worker not as an automaton safeguarded by safety devices, rules and regulations alone, hot rather as a safety unit in himself with habits that sunre his own safety as well as the safety of others and of his equip ment. Farm Safety Sessions WEDNESDAY AFTERNOON SESSION October 9, 1946 Presiding: T. A Eaicgson, Consultant, Rural Service, General Mills, Inc. 43 Farm Safety and the Fam Equipment Manufacturer By MARTIN RONNING Chief Engineer, Power Machinery Dh, MlnnespoKs-MoBne Fowet Implement Co. Tbe farm equipment industry, along with industry in general, has for many years striven to make their factories and plants as safe as possible for the people who are employed in them. The results achieved by the safety pro gram in factories and manufacturing plants, no doubt, are greatly influenced by the fact char tbe employees there are almost In variably under tbe direct supervision of someone who knows the rales for safety in his particular department and has the authority to mfortx compliance to them. Safety work on tbe farm, on the other hand, is mnefa more difficult to control. Tbe work is done by the farmer himself and Ida family, perhaps with die aid of a hired man During the course, of an aver age day, this little group is subjected to the hazards of handling livestock, operating various moie-or-less complicated machines, and also most perform a great variety of odd jobs around tbe farm, tbe farmstead, and tbe home itself. This work is dcstie with tiie various individuals working alone in many cases, and effective supervision is very difficult, to say tbe least More than IS,000 farm people are acci dentally lolled, and a great maty more suffer permanent impairment each year: and the sad part of this b that moat of these aoridrnts eonld have been avoided by ordinary safe practices. It seems mbdimbk bat statistics prove that tbe most hazardous place on the farm is the farm heme itself and tbe immediate surroundings, the yard and the barnyard. Six thousand of tbe 15,000 fatalities occur here, and the greater percentage of these are caused by falls through the use of un safe ladders, substituting chairs and boxes for step ladders, falls down stairways, and even falls caused by scatter rugs on slippery floors. Burns are second in importance in pro ducing fatal and mm-fatal accidents. These may be caused by use of flammable clean ing fluids in dosed rooms where the gases may be ignited by the kitchen stove fine or other flames or sparks. Improperly in stalled stoves and heaters often start fines, which are particolarty dangerous when they occur at night. The use of kerosene, and even gasoline, to start fires results in many fatal burns. Matches left where children can get bold of them, obrioosly, is haz ardous. Cuts by knives and other sharp instru ments are frequent around the farm home and aujormi for an enosmous number of non-fatal injuries. Even though accidents of this type are seldom fatal, they result in a great loss of productive time, which is always serious oo the farm. The phenomenal growth of Rural Elec trification Associations has added a new hazard to farm life Electricity has done a great deal to dimhate drudgery, to make life more pleasant on the farm, and is per fectly safe when properly bandied; but the spread of electrification has been so rapid tint safety education has not kept pace with the expansion of the systems. Many farm ers do not realise what a destructive force electricity can be if misdirected and often undertake to install and wire water-tank beaters, water pumps, brooder booses, etc. The farmer, like the average city dweller, is seldom a qualified electrician. When he tries to do suefa work, be endangers not only himself and his family, but also the farm livestock. Farm animals ore responsible for many injuries. Horses, otherwise gentle, may kick when approached suddenly; dairy herd sires may seem harmless but may suddenly attack when the victim is at a disadvantage. Experienced livestock men strongly urge 34tk fftiional Safety Congress, 1046 that n Ms be rinfwl when young:, be hoodies) as al) tune* with a staff, and that their stalls and aercuag pen* he strongly btrOt Swme swuttinm injure people by biting and slashing with their tasks. Swine breeders recommend clipping or removing the tusks from boars. Farm machinery is responsible for a large percentage of farm accidents. Modern farming involves the use of a great variety of machines and implements, some of which are fairly complicated. The fanner Is gen erally pressed for rime to get bis work done and very often neglects to take certain precautions that are necessary for safety in the operation of these machines. The func tional requirements of most farm machines make it impossible to effectively guard cer tain potentially dangerous mechanisms, and it is therefore imperative that the machine be stopped before the operator tries to unclog, adjust, or oil any of these ports. Safety shields or guards are provided on farm machines where practical, but these are often removed when making adjust ments and repairs and arc frequently not replaced This 1* especially dangerous when the shield designed for protection over the shaft transmitting power from the tractor to a cornpieker or combine harvester, .fur instance, is not replaced. ' Of the farm machines the tractor is in volved in the greatest number of accidents. There are more than 2,000^000 tractors in use on the nation's farms--a far greater number than any other single kind of major farm machine. The greater percentage of fata) tractor accidents is caused fay die tractor's overturning when driving too dose to ditch banks, driving too faat <m comers, etc In many instances, operator*, are ran over by pulled implements after falling off the tractor; also, the operator and bystand ers are often hurt when the tractor is sod dentally started while in gear. The operation of tractors by children and very old people is inviting accidents. Refueling with the engine running is dangerous practice and has resulted in fatal bums and loss of property by fire. The Fam Machinery Industry is a determined cooperative effort to reduce accidents that occur with farm machines. In 1938, through the medium of the Farm Equipment Institute, representative engi neers from the major farm machinery com panies were appointed to serve on a Safety Committee to study means to this end. . Since the committee was formed, they have met at approximately six-week inter vals, except for a period during the war. Although the companies which the members represent are aggressive competitors for the farm machinery business, they have worked io perfect harmony. It is also sig nificant that the members of this committee have invariably brought to the committee's attention safety developments of their re spective companies and have not attempted to retain the feature for their exclusive use. Rmliring that the safety of the farm machine operator depends almost entirely on how well be observes ordinary rules of safety, one of the first acts of the com mittee was to develop a standard set of safety signs, which they recommended be placed, on specific points on all power ma chinery, They also incorporated a safety statement, famished by the National Safety Council, in the instruction books covering such equipment. The Safety Committee next began work cm a standardized shielding of power take off shaft on the tractor and the connecting power fine to the implement. Up to that time, although the power-fine shield was fun i'! d by the manufacturer of the im plement, some fitting was necessary when coup! ag to a tractor of another make. In mapy cases the fanner, rather than do this, wouM leave the shield off entirely with the revolt that many serious accidents occurred. The object of this standardised project was to make It possible to couple a tractor of one make to a power-shaft-driveu ma chine or implement of --other with case and safety. Another stipulation was that the slueld should furnish adequate protec tion and be strong enough to support the weight of a man. In order to standardize the power shaft slueld, it was found necessary to standard ize the latching point between the tractor and implement in its relation to the end of the power shaft of the tractor. Certain dimensions of the power shaft, also, had to be standardized. It was necessary to do all these things to make certain all mafcr* of tractors could be coupled together quickly and easily so that the operator would have no excuse whatever for operating without this important shield in place. Form Safety Sessions 45 After a gnat deal of preliminary work the final standard was agreed upon. The various companies then, at a considerable expense, revised their ament model trac tors to agree with the new standards. Then nmv the more difficult job of designing change-over parts for non-current tractors and unking these available for those who Wished to modernize their tractors in this respect so that a new standard implement could be readily connected to them. This standard has now been adopted by the American Society of Agricultural En gineers, and specifications and also informa tion on change-over parts for non-current tractors may be had on application. Tins Safety Committee, through the or ganizations of their members, is collecting reports cm farm machinery accidents aod analysing them to better understand the problem; also, members have safety con sideration continually before them fit their individual design work. This Committee, throogh the Farm Equipment Institute, cooperates whole heartedly with the Farm Safety Division of the National Safety Council in producing safety posters and literature as they feel that safety education is, after all, of first importance. The Farm Equipmwit Industry is deeply interested in the work that the Farm Divi sion of tbc National Safety Council is doing, appreciates the tremendous task of organizing safety work on a National scale, and wants to cooperate with the Farm Division an making the farm a safer place in which to live. Home Safety Sessions WEDNESDAY MORNING SESSION October 9, 194$ Safety in Planning and Construction Presiding: Pm. W. H. Shock, Small Hornet Council. Unrr. of ItUoais. The Mortgage lender and Horne Safety Bt DRNNI8 J. ORGAN Pte. Ork Part Yeteil Siffap and Loan Am Asfv Ml cm lam. fittV has been done letmued to m It U net aar money, it beby iiwiitgigH. fenders itk rcjpcct to chttfc- tones to owr shareholders. How on we be ins * P*wv wkh the idea of mil in itcan- sore that be wSI irtarn it? If death takes mendatiean which 9 make that home him we as OTironmc Ass by touring him safer from an arMm madpoBL under a nortgage redemption poKcy which 1 hare made a brief seedy of this subject, will pay off Us indebtedness. If aa acci however. The adject was first brought to dent tacapadtases him, wc can cover him my attcptiwi by the UiLS. ft L Idffr. ` under the same policy (for an extra fee), who has as its membership 3J50Q financial which will insure his monthly payments institutions throogfamu the United Stales being made. So, as far as covering the who kna money u> kaM twins. I Hipyrn to be piesidcal of one of these iotiwiWB Trim." we can do this for a very small am added to his monthly payments. But and I am also a loan idfiorr who loola over we mast go a step farther. Everybody can the plans and tyeofauwa. We arc a a not and will not let ns protect Turn" this phtitien to make iagl ltlnni to the fwtuse home ownejs that may he of kh to them. way. So the gamble continues and. with it, the losses continue. Where there Is no I am lodtaf my ftnirli merely an new protection, these home accidents result in homes to he Ml I don't Miftc I can tmforseen expenses and sometimes paralyze cover the amner ad pctvfmg accidents the entire program of continued earnings of in already tJtiJtmf IMMI the "him.** When such things happen, yon In Quick ffrei I aft pw you a pictare of the ton axdaeiMc ntan in the fame: 3ZJS00 kStod each yaw; Ilf penman<ly will find, ia looking through the records, that John Jones has misted several pay ments and he is in trouble. injured and iTSIIM asinai ifiifigiacd or Now--what can we as mortgage lenders disabled. What happens when we loan a am money and he has m arrU--i? Rnt. mihai do to help this later situation. Well, briefly let's go over a few items that 1 can find on many plans submitted to me. cost money. We have a pm amtw ia 1. Stairs. Stairs bother me. I wear bi our home owner. He's ear mwitr, we want bins to five and wv warn him to pay focals. I am very caption*. I like to bold onto somctlung going up or down. us bade. If anything happens along the way of life, we staB km la home dm money This plan has no hand nil So I say to Mr. Home-Owner, "Let's include a 47 8 34th National Safely Congress, 1946 hand rail on these stairs" He Says "That's a good idea.* Small item--good nn over m their own driveways by their own parents. If there is a front drive; don't have aqy blind corners created by protection. boildings, hedges or shruhs. If yoo have 1 look at the stairway--top and* bottom the room to imke a tnm-aromad, do it, --no lights. I say "Let's put m a threeway switch, one light at the hf and one at the bottom." "Good," he says, "that gives me a light going up and down." Then bow about putting a win dow in this stairway for daylight. "Good," he says, *T never thought of don't fade oat of a driveway. S. If we can convince some of these owners of new homes to provide proper storage places in the garage as well as in the home, we will eliminate some accidents which usually occur from tripping over articles that are left out in the open that." "How big is the stair tread? Can yon get your whole foot on it? No, too narrow, let's make this out of 2x10-- which should be in a storage closet. 7. All electrical installations should meet the requirements of the .National Elec trical Code of Underwriters* Labora 9y* actual^good." tories and most electrical contractors in 3. How about the entrance to the home? Nineteen per cent of all borne accidentsoccur on outside steps and porches. Let's install a good light that will Ulumhmie metropolitan areas, like Gucago, follow these standards.' The usual objection of course, is not enough outlets, so that long cords stretch across the Door. properly. Right outside of your entrance During" The past few years, there was a door let's have a platform not less than trend towards irregular Door level* in three feet out from the door and at least home* such as sunken Irving rooms and sun 16 inches on cither side. This makes for porches. I am glad to say that this trend good architecture, and you feel safe is not as popular as it was because the two standing there. Now, instead of dropping or three level house was responsible for a down from that point, let's break it up large manber of home. falls, especially in and make another landing. The architect homes where elderly people resided. My should change this, be will know just own personal opinion is that the future what we want, and bell put the right house of America should be a one level architectural touch to it. And don't for get the hand railing for both sides. house with no second floor. At the commencement of the National When you do this, many of the 19 per Safety Council's efforts to interest the in cent of falls will be eliminated. If pos dustrialists of this country in the correc sible. architecturally, pot a canopy over tion of these hazards of aoodcut*, it was the landing and steps. necessary to start at the small items first 4. How many bathrooms have a good Sub to get people interested and conscious of stantial grab rail to bold on to when getting in and out of the tub. I was remodeling contractor for over 20 years, and 1 hare been in over l(^0ti() homes. 1 can tell you there are very few. Why? Nobody said "let's put one in." So we say to "him" "you might have trouble here--slippery tub, etc. Why don't you pm m a grab rail here? It wilt cost ontv about $12.00 chromium plated. O.K_" I appreciate this because I slipped backwards out of' my own tub and bumped my head on a china wash stand our Christmas Eve. 5. Twenty per cent of all home accidents happen arouod the yard. Children are knocked down and are in danger of being these things. That is how we arc com mencing in the Home Safety Division. I, as a lending officer, and there axe many thousands like me in die United Slates, by bringing these matters an the attention of' the home owner before he butids, will have done a wonderful job for the owners, themselves. Incidentally. it is good fee our business because it is find advertising any time you can give the eadouer something for nothing and have him nfiriW We are going so ask the architect, the builder, the home owner ad the mortgage lenders to all help m this program, it works wonders because I perswafly have had the thrill, of, customer* sajiug %> me, "Hank* Mr. Organ for those raggyitiiwi --we never thought of f*-- Home Safely Sessions 49 Building Out Hazards By D. KENNETH SAJtGKNT Sargent-Wcfcater-Creualmw ft Paftey In this period of boost building the tre mendous demand for honriag has resulted in constantly ftahnksg WfMards of bouse construction and an attempt at mass con struction by many hodden and tcchnicnms inexperienced m construction mribody de sign and details. Many so-called craftwan are now at tempting to construct permanent buildings of better quality--not the temporary, poorly constructed buikfiags of the war period. But these men do not know proper or safe methods of construction. Few, if any of them, have any knowledge of proper ftwpt of details. The Standards demanded i the finanrinrs ad gave beat relaxed became shortages of materials. Sn to stimulate the struction of With tins of trained that now standards of one of the iflif aora believe we are substandard, mum) cases will be the observation wil i this wih be the final naft This is the friUm (hot confronts those of us who doixt to give a hazard-free home to the general pdbftc. Such qndtinw fttnand that we tofey pnhBdre more than ever, proper drtaifs of can:mctioa. We must try to fflurate At buying public as to how a boose it--iH be designed and constructed that the mtor win pur chase only safe hufldmgs that will be reasonably free of wsttroax. We must try to leach these new laupprifiitnl me chanics how to properly cijmtiuct safe housing. We most itcourtM the to demand that these homes be constructed with proper and safe details for there will be many foreclosures in the future due to today's high prices and poor construction. Such homo may in time be a liability as a discerning pdtbc avoids their future re purchase Designs most be tuapTc m character so that ondae costs are not added to the con struction. Such safety features must be presented so os to be easy to sell to the peffific and builders. The essentials of good construction as we mat present them mnst be in such form as to hrfrato the principle involved, for method of construction and equipment will be always nftjoct to change. The ibnil i of safe design are well . You have probably heard every one May thorn frt perhapo have disregarded Aon is j our own home. It is too easy us substitute thv inferior dangerous design uptcaft wbus a saving of several dollars At poor drsign of the simple features of tit hdua it is nqr Sprion that we should agbuut the ordinary and cotnmouplace ad good construction. However, I do not wish to emphasize the importance of good c--uattinn methods to such m extent as ti nticstr that a house can be constructed VtitiU proof." Always the personal ele ment of hametaepmg and care will be a cmtrftahg cause. 1 do befieve that design times rirmBtttr the chance of i though the occupant i Of all the accident types, falls are the must frequent cause of injury and death. Staors of aO types seem lo be the greatest contributing caore Stair treads should be of equal widths and risers of equal height. The dope should be easy, not over 36*. A long run of stairs should be broken by a landing. The curved stair of yestewfay -shook! be eliminated A stair tread or wring of different color from the floor is desirable. When less than three steps are used, frequent falls result. A stair carpet well maintained is a most desirable covering. Alt stairs should be protected by rails 3!" high above the tread measured at the so 34th National Safety Congrats, 1946 riser. Headroom should be adequate, with a minimum of 6'-6". The first riser should not be less than the width of a door from the nearest open ing. Where children or somnambulists are occupants of the house, provisions should he made for gates at the head of the stair. Adequate lighting i? essential is all stairs. Outside stairs take lhcir toll--in the dark the stranger does not see the step. Night illumination maintained for years is far cheaper than one broken leg. Outside en trances in northern states should be pro tected from sliding snow and ice. Hathrobs are a mumuu setting erf falls and scalds, or a combination of both. A grab bar so located as to be taseaMe to the person standing in the shower is ideal. Don't forget a thermostatic mixing valve with non-scalding feature. A word about plan. Doors too close to turwtan groopt are a menace to the normal traffic passing through the rooms. Too many falls have resulted because a chair was used in place of a ladder. Storage of the family step ladder in a convenient cupboard in the kitchen would facilitate its use. You will also note that a safe house has storage shelves located tm over six feet above the floor just to discourage climbing. Children and window washers seem the principal victims of falls from windows. Windows which open should be so designed as to facilitate washing front the inside. Storm sash is set is sndi a window from the interior of the building. Tbe children are not likely to fall from this window for the screens fit into the opening from the inside and are bdd in place by bolts. Firestop? placed at the floor openings. AH beams supported by other means thro the chimney masonry. Smoke pipe not less than 18" from the ceiling. Tight fitting cleanout doors. The chimney top should be carried 2 ft above the ridge or any ridge within a radius of 10 ft. Tbe fireplace is a frequent cause of fife. Sparks thrown from the burning logs have burned carpets and thus started a larger fire. A screen hung from tbe opening eliminates this hazard. The hearth is uoportant A slab, supported by incombustible material, at least 18" wide shook! insure safety. In tbe safe-designed kitchen, tbe range is located on an inside waft. Well in sulated ranges may be built into tbe counter cabinets, but~cbe*per ranges should be kept 6" away _ from cupboards. A kitchen fan is highly desirable. For the house with basement heater, cer tain precautions should be taken The heat ing apparatus should be located in a base meat room, completely dosed. A inwgh plastered or plasterboard ceiling should dose tbe joist spaces. The door to this room should be metal covered with a self dosing device. The stair from tbe basement b fikdy so he stacked under the stair to tbe second floor. When a fire does originate in the basement it is roost likely to spread to the stair above, so frequently the only means of escape from the second floor of the small house Plaster oo this stair soffit arid the wall* Modern design, f hope, will souq'banish second floors from housing. The due story plan eliminates a groat number of hazards. of tbe stair hall will protect tins area for about an hour. A sprinkler bead in this danger area is also an added safeguard. Neat for frequency of cause of accidental death in tie borne is fire. Defective chim neys are a major source of fire. The can ter's construction methods that cause these ftrv* are almost unbelievable. All owners are most interested in the construction of their heroes. If they knew simple details such as these, fewer fins would result: Chimneys supported only qq foundations on the ground. No framing closer than 2" to the chim ney Shocks are common aad undoubted^ yon have experienced several without lad ef fects--but perhaps you were not in perfect contact with a ground, so the effects were limited to a raoscular reflex. Bathroom shocks may be much more dangerous, for not aufr are we m contact with conductors from the ground, such as fideeb and drains, hut frequently we handle these fixtures with wet We should keep electric switch controls and out lets out of reach of the plumbing fixtures. Home Safely Sessions 51 Many a death baa boa recorded because a bather handled a portable electric beater which was m had repair. Sack a beater built in the wall away from tub and fixtures eliminates that danger. Many times convenience c--Vts have hero the cause of pahtfid and serious horns to infant investigators or death ao name where a convenience uOfat won adjacent a floor register. New homes should he designed with convenience --*** fm 36" to 42" above the flous with affidrit number to nvoid the unceanSy of too many appliances attached to am outlet Another ntfo riisnflnrini should be mtnffciucd. the honed of poisoning, such as carbon utoanrride. --Briar, gas aad re frigerants. Death from carbon monoxide b not limited to automobiles in garages. It is also the fatal gas from your furnace that enters the rooms of your home when the dqor or smoke pipe is blown open by ao explosion of cool gas. Home owner* should realize that appliances do wear out. They become dangerous when misused or allowed to go uninspected for long periods. I have mentioned only the elementary causes, ft is the simple hazard which is most commonly found. It is the simple haz ard which is most easily and economically corrected or eliminated. It is this group of commonplace errors of construction, design and detail that we should attempt to pub licize now and continuously if we would eliminate many of the contributing causes of these home accidents. THURSDAY MORNING SESSION October 10, 1946 Joint Simion Hi. *> Safety and Women's Programs Presiding: Da. Dursip B. Ant.-XWc, 2d Vice-Pies., Metropolitan Life Ins. Co. and Vice Proa, for Homcx. N. S. C. A Solely Program for Safer Home living Bf KATHK&INK X. OUfSTKAD nil BiiUniilnr. Mnr Tot SMr Dog*, of HhMi ' improve man's lot bp rifiomaocmg wanton waste of life and rcdacag hnman nllriirg. is so ideal that stoat people fall to recognize rtf fwticftl application. Analysis has shown there are really only three kinds of hwfifcaxs vtich cause acci dents resulting hjwy or damage. (1) An operation that nua wrong: For ciampl^ the fciiMwxh of an electric appliance or the explosion of a stove. (2) An accident shut the occurrence was quite ssfdKMte such as the collapse of a chair or stage . (3) The incwVm without any serious accident which, however, trim accidental injury, snch as: pound ing one's thumb or burning a finger. The proximate cause of the personal' in jury if not always the proximate cause of the accident or accidental happening. Oil spiDcit on a kitchen floor caused a woman to izUt but how (fid the oil get oo the floor ? A family was burned to death by a fire started by the explosion of kerosene, but the veal cause was carelessly spilling kero sene on tbe floor. The point is that m accident prevention it is necessary to know something about the underlying causes, not just about in juries or damages. Nearly every accident, windier an operation gone wrong, an un foreseen event, or on accidental injury, is caused by some perron who failed to do something properly, (fid something wrong, or omitted to do something. A personal- factor may be dose or' so remote that U cannot be identified, but some person or group of persons is usu- 52 34th National Safety Congress, 1946 3-liy responsible--and s study of, or knowl may contribute toward decreasing home edge of causes makes the control of con accident rates. ditions possible. The control of conditions which cause The girl .who has had a factory has learned the - wisdom of wearing suitable accidents is accident prevention. The con work doting free from the ties, ruffles stant application of aoddent prevention and patch pockets that are so dangerous constitutes a safety program. around machinery or five; her hair will be The approach to accident prevention most be ail inclusive and most aim to make the greatest number of people recognize their closely held bade; she will wear lower heels and summon immediate first mid for even minor injuries. Undoubtedly, she has responsibilities in controlting acddent- developed an accident prevention-rninrind- causing conditions. Whether -we call the program "safety ness which will make her a more careful housewife, averse to horseplay and chance education" or "accident prevention/' we taking. roust tram leaders who will teach people to do things safely, easily and with skill. Industries with good safety programs have* reduced their accident rate* 50 per We should promote an educational safety cent as the result of intensive educational program to influence conditions sueb as faulty housing designs, and influence prac tices; for no matter bow weD your home programs over a period of 15 yean. This achievement offers a challenge to all wosueu interested in the sodal and economic wel i> built or maintained, cardess practices ot fare of America. bad housekeeping cao cause soddmti Obvious!? the problem is so enormous Home economists can appraise the train ing or skill of a housewife or a student by watching her for just one minute and observing the way she. handles bee, knives or Irftcben fools. Most of id have learned that uo.ooe organization, no matter how large the budget, can do the job by itself. However, if all organized groups pull to gether in behalf of .oorident prevention, real resedtr can be actnmpOshed. " the hard way; some of ns have survived To a very oaukknUe extent, we are home accidents for so many years, in spite allowing tars of thousands of people to of terrific chances constantly that die yearly from preventable auJiVnts and we feel "it can't happen to us/* 11X000,000 to suffer, temporary nod perma Safety enghweri in large industries have - nent disabilities. Hext'year 2X000 children discovered that women present a very dif ferent problem from men in an accident prevention program. A woman worker is physically physiologically and psychologi cally different than a man. It has been said that women workers display greater ex tremes in temperaments; do not adapt to continuous routine as weD; are shorter a stature with a shorter itadt Women's feet and legs have lower fatigue limits; thor manual strength is usually less, skin more wtU die needlessly at play, m bnam or es streets. Last year there was a total home accident every 17 taamtes and one injury every seven seconds. There vnr dace death* every hoar and 525 Injured. Ham Safe is Yottr Hornet Walter Winchel! recently said that ~Thc Chicago Fire of 1871, the Johnstown Flood of 1809, the Galveston Tidal Wave of 14X the San Francisco Earthquake of 190A dm sinking of the Titantie hi 1912, the Boms sensitive to primary irritants sod long hair night dub Fhe in 1942, and all other major more of a hazard A woman's finger dex terity is good, but to most women machin disasters since 1865 have kflled lest than 25,000 Americans" (and yet day ty hy ery i* bewildering. zeddents lolled 94,000 in 1914 alone). Safety engineers however, have found tliat women have greater receptivity to safety instruction and s greater wUtiagoe&s to abide by safety rules than men The excellent supervision of factory workers and the development of a safety ooosaonsns in the hundred* of women workers The vital task for American immus to day U to save lives and preveu* nlaU tragedy and economic loss due to *** Women have the power of life and dasth because they are leaders in their omhvnities and homes, with a recognized driff Co sell ideas and stimulate action. who are now leaving oar factories to Education in the principles of safer marry, do housework sod raise families. home living is the essence of the pho for Home Safety Sessions 53 greater safety. If every organized group of vooto-'P.TA, granges, women's clubs, church associations, etc, would enter seri ously and actively into the campaign to stop accidents, we ooald .do for Home Safety wfaat safety engineers have done for factories. There are 35jOOOyOOO homes to be reached. Tofay more people are killed in homes than in all industries combined. There is no one cause and no one remedy for acci dents. Ve lack accurate factual data as to the *Tt***^f of accidents, but the mechanical, personal, physical and psychological fac tors are bong studied by doctors, nurses, architects, and economists. Teachers and educators are working out methods which mj influence conditions and practices. When we have an organized attack com parable to industrial and traffic safety pro grams, we can eliminate the general apathy of individuals' and make safety as accept able as three meals a day. There Is no single area of more interest to the avenge woman than her kitchen. We have tried to give simple demonstra tions of safer, easier ways to do the <toily tasks. Women take an astercst in accident prevention, when they see how > they can apply it to their own daily lives. Applica tion of saffe methods to small household duties creates habits which may prevent more serious accidents. After all, evwy fine is small at the start and-some simple act, neb as opening a fruit jar with a pointed knife, has caused blindness, or a tide bottle left co a dark step has caused a broken leg or tup. la New York State; these demonstrations have been given dob leaders, grange leo aatii, home demonstration agents, teaefaf". and pnhlac health nurse*, who in turn demonstrate before groups. Audience partiripttino is particularly good with this type oi safety talk and each person is arsed to dark her own habits, her family tee person* prune to accident and her home tor araklffU hazards. Attested is a list ol home safety demon stration tuggr ittimi which can be easily given by any dub lender following a short caffe ob the need for accident prevention and Ws practical application. Practice safe habits every day and what ever your own work, Incorporate into it asms borne safety education to help reduce tit tragic waste ceased by home accidents. Home Safety Pcroonstrathm List APRON: Select aprons which have flat pocket* that will not catch on handles. Choose an apron for the purpose of illus trating a safe tying arrangement (the kwg straps can be tied in a small safe fiat bow Hi (be front or they can be cut off the right length for fastening with a step m the back). Many bums and fires occur because housekeepers insist upon wearing fluffy, frilly aprons and dresses in the kitchen. A large bow in die back might easily cause fire when the wearer turns around, near the stove, as the bow is quite apt to be caught in mn opn Bane. HIGH HEELED SHOES: Low heeled, comfortable shoes ait the only safe or sane type to wear while doing housework. A heel like this causes falls and enhances fatigue. BOTTLE OPENER: When opening a bottle top, be sure to bold it away from you, not up dose to your body, as the top may fly into your face. NUT CRACKER: For opening smallsized bottle tops such as ketchup bottles, fingernail polish bottles, and other types of bottles which are too small to use the average bottle-top opener on them. This device will save wrenching, strain, hurry and worry. SAND PAPER; Gives the hand a pur chase on a glass or smooth metal top jar. By using sand paper, you can easily get a good grip. MODERN-TYPE CAN OPENER: One which makes a dean, smooth edge. The wall type which- has a wide spread is ex cellent However, be sure to use the kind that folds back against the wall when not in use, as otherwise it may be the cause o f serious bumps cm the bead. FLIERS: For removing rubbei rings on fndt jars. Hold up a broken vegetable knife saying--"This is what happens when yon try to pry open a jar top with the point of a knife. Unfortunately, this knife was used for such a purpose. 'The tip broke off and injured the user's eye to such a degree that sight is now permanently im paired.'* VEGETABLE KNIFE (Small site). Question to audience: "Is a sharp or a doll knife better?" Answer: MA sharp one. because it cuts more efficiently and quickly 54 34tk Notional Safety Congress, 1946 without waste or strain. Being diary, it shook! be handled carefully tbcmgh. When washing the dUhra, never pot the Icoi/e b the dish pan or mfac h with the silver. Instead, wipe the knife with a dean doth." (When demonstrating this point, hove the edge of the knife away from, and not toward you.) CARBORUNDUM STONE FOR SHARPENING KNIVES: Use a large 'sued stone for this demonstration, prefer' ably one which is rough on one side and smooth <a the other. Sharpen the knife on the rongh side first; and then torn it over and sharpen it oo the smooth ddt The angle at which blades are held as extremely important when sharpening knives on a stone Tilt blade so there is a 20 degree angle between the Made and the stone; a greater angle will doll the edge; a smaller angle will not sharpen. Keep a firm grip on the handle, and move blade along the stone as though shaving the surface. Short strokes are better than long ooes, and a very few strokes will reset the edge of fine cutlery. Excessive pressure tends to make an uneven edge. Alto sharpening one side, reverse knife and sharper the other aide. Always move knife toward the sharpener for best sharp ening results. Use a iiwfiraii to fine grain sharpening stone for fine humchokl knives. Keep siarpeoer free of dirt, dust or grit, and bathe occasionally a karosme or dean, soapy water. Also show an oU-hdamed knife sharp ener. (The kind that has two sets of dies of about four each.) Ask the awdimrr why this type is unsafe. The answer: `This type of sharpener makes an edge which is only temporarily sharp. Further more, if you put z| under a microscope Icnse yon will see that the thumbd edge is brtiktn and ready to cnuulils farther when mod. The little piece* of steel wifi then get into year food as you cut A temporary preramkni is to wipe the knife after sharpening, but the safer way is to use the stone.** POT HOLDER; If possible, use the nonflammable type of pot holder. Pothdders should have a short kx>p and should not be too stiff. If you make crocheted ones, be cure that the stitches are dose together sod are made of double thread. All of will prevent burns and fixes. TONGS; For lifting asparagus, con* eggs, etc, oat of hot water, or potatoes, etc, out of die oven. The use of tongs will "-*' the hazard of steam bums or bums from the hot oven. They will even hold at match for lighting the ovm the safe way. RAZOR BANK: Small cardboard box, sealed and slit at top, to receive discarded razor blades where they can cause no cuts. Another suggestion: Thumb tack a paper drhddng cup on the walL BROKEN GLASS BAG (for disposing of broken glass): Paper bag staffed with paper. Bags to be marked "Broken Glass" m red letters. (We Vgcst wrapping up imaginary pvwt of ghh m pieces of stiff paper and placing it in the marked beg. Seeing this done fixes the idea in mind. MEDICINE BOTTLE: Place adhesive tape Srooad the bade of the bottle before the audience as yen Calk. Some like the adhesive oo top; therefor^ both Qrpes of bottles are hdafeJ m the demonstration. The first is preferable, however, as the top can be opened quicker in an emergency. The whole Idem of this part of the dem onstration is to draw oat ghe point that poison bottles should be strongly indicated m some way so that in cmeigmcy, the wrung bottle of nekwr will not be taken. ` FLAT IRON STAND: Pie peo turned right side np with a uafl run through either side to steady it This it a jufei#*K for the metal type of holder which has been off the market As asbestos doth is advisable also to demonstrate if.yon on get one. Both of ttetf suggestions will prevent fires if the iron is left on the board too Song. (It is always advisable to loggut disconnecting iron when not in MC.) SAFETY PrN HOLDER: A pin cush ion made of a powder puff with a loop to be hung near the balhinette. This cmks safe practice on part of tbe mother and keeps pins oat of reach of the baby. Cake of hoy soup is another sug gestion too. THIN BREAD SLICE: Two cigar box tops with Ji' 5ti<k between the pieces at the bottom. Purpose: To protect fingers from bring cut in trying to slice a thick Home Safety Sessions 55 "Store on" piece of tumid. (In some areas bread n so* bong sold already cut in both thin and shade sires, however. Sug gest jwQuiring first at the store, and if only the thick dice is available, use above method of slicing.) CORN COB HOLDER: A board apiroiinudy ft inches by 12 inches with a nul na thrungh the center, point: extend ing upward, on which the corn cob may be placed for safe and easy cutting for suc cotash. etc A bead of cabbage can be cut easily this way also. (A cardboard holder has been devised for demonstration pur poses instead of a wooden one in order to facilitate packing and shipping.) OIL CLOTH: If underpads for scatter nigs are unattainable, place a piece of oU doth under your rag WITH THE SHINY SIDE DOWN to keep the rag from slip ping. In some cases fruit far rings attached all over the hawk will bold the rug in place. If scatter rugs must be used, they should be held m place in some such way, in order to prevent falls. (Palls cause nearly one ball of all the accidents occurring in the home each year.) POTASSIUM CHLORATE--and other pills of tins type: Strike one of these pills on the saad paper on your match holder sad. watch the sparks fly. We are often temqptcd to put a few pQIs of this type (and there undoubtedly are many other examples) a a compartment in our pocketbooks or pwieh. Next to (hem ought be a match case. Friction occurs with a re sulting fircL Caution the audience not to remove pills from bottle until they are to be used. TWO TYPES OF ELECTRICAL PLUGS: I. The type without a handle for removing from the walk 2. The one with a handle for removing from the wail. A frayed and broken electrical wire is useful to demonstrate the possibility of causing a fire horause It is frequently P*wl under s rag over which the members of the household traverse daily. The cover ing of the wire wears away, the wires are exposed, rub together, and ignite. Caution: See that ample outlets are provided in >*>ur home and that 'there are no trailing cords. Use coiled plastic cover for- cords to keep them in good condition. Buy elec tric cords with the Underwriter Labora tories* seal when possible. GIMLET: For malting a hole in the wood before driving nail saves strain and conserves eacrgy. A carpenter's tool chest containing new tools, not old, bent tools, should be in every kitchen. CANVAS LOG CARRIER: Conven ient and safe way for carrying loads a^ well as logs. Carry the load at the `side, never in front. In this way the steps ahead are clear to view. If yon have several fruit jars to carry down cellar, for instance, or something else that could not be conveyed in one of these log carriers, place them in fruit bas kets, one for each hand and carry them at either ride. ICE PICKS; Nearly every home has one with the points broken off. Be sure to use a cork or leather case to protect the point when not in use. ASBESTOS MITT: To protect hands and arms from bums. (Safer than a bolder.) FINGERS FROM OLD GLOVES: Save cuts sod infectioas. SEWING EQUIPMENT: Shears are to be put in cover whoa not in use. Keep spools of thread off the floor as they might cause a fall Sec that needles are in their .proper places to avoid pricks. DUST CLOTH: Place in a covered fruit jar when not m use, especially if it has oUy furniture polish on iL INSECTICIDES, ETC: Should be out of reach of children, never stored under the sink, where they can easily reach them. TIN MATCH CONTAINERS: For safe storage of matches. FIRE EXTINGUISHERS: Be sure every member of the family knows how to use. PREVENTION OF BURNS: (Burns account for about one-fourth of the fa talities in the home.) Show a pan with loose handles; show one with handle turned out where it could be knocked off or pulled off of the stove bya child; show how a length of garden bene can be used to fill tubs instead of carrying hot water in pails ; discuss trams by steam, wet dish cloth or sloppy towel; burns from irons; danger of removing canned goods from cooker. 56 34th National Softly Congress, 1946 The FkmmftcdnHty of ToxtU* Fabrics By DR. F. BONHBT American Visooac Corporation The fact that cotton and other crilnlosic materials like linen, ramie, regenerated cel lulose types of rayon wifi bum is too well understood and accepted to need comment, but the rate at which various kinds of fabric will burn is perhaps not so well understood If, for example, the fabric is tightly woven with a rather smooth surface like broadcloth or canvas, it does not readily ignite when it comes in contact with the flame or match. If, on the other land, the material has a napped, brushed, or pile sur face then the burning may be very rapid. If the fabric has been treated with seme finishing material like pyroxylin to make it water repellent and easy to clean, the glazed surface when ignited bums with an intense hot flame. At various times attention has been called to the fire hazard in >-871001 kinds of mer chandise. To protect the public from baying garments and materials intended for gar ments which ignite easily and bum rapidly and are; therefore, a personal fire hazard has been the aim of legislators. Thu, some thirty years ago; England passed tbs "Fab ric Misdescription Act" following the death of some Pwgtivb children and serious in juries to others when thdr long napped cotton flannel sleeping garments became ignited while pbyin* before an open grate fire. Mpre recently, and quite suddmly, the California legislature passed a bQl govern ing the sale of fabrics in Cali fornia which created a good deal of dis cussion as to what hand of fabrics under this law amid be sold in California, for die bill read: "It is unlawful to manufacture. sell . - . any article of wearing apparel, doth, drapery . _ . node from or con taining any synthetic fiber, or any thnrdoe explosive or other uflnuncr laBeinf quantity so as to make tnch fabric or winner erial more highly flammable dan codon its natural state." The law went father So include *hny toy, tool or other articles in tended for use hi any household . . . con taining turfi hamJons or highly fanalk subsana." Malang die flauuuahifity depend upon a anpomoo with "axtou ia its natural state** left the in crpnecataon at to what fabrics should W considered flam- mabte too vague and uncertain and the law uncnforcable. Subsequently certain parts of the law were repealed and amended so that in the revised bit) n "inflammable article" ... is any article made from natural or synthetic fiber and determined by the Fire Marsha, cn be so highly flammable as to constitute a dangmous ride of fire, etc.** Wh.' obviously was weeded for the en forcement of laws relating to the flam mability of fabrics was an accurate method of testing how flammable various types of fabrics are, that is to say, how fast do various types of fabrics born and which shook! be condemned as too dangerous. After the original bin bad passed the California State Legislature. Congressman Leroy .Johnson of California immediatefy introdnoed a similar biB m the House of Representatives which then was referred to the Committee on Interstate and Foreign Commerce. This gave a federal aspect to flammable fabrics. The American Association of Textile Chemists and Colorists had a committee under Dr. Redr -and working on ftamr- proofing fabrics, which in dne course would have up test mcflmf* for determining the effectiveness of fautproofag tveatmaits, but due to the prepari rational legislation there was great urgency in hav ing a definite and reliable means for de termining. flammability. Dr. U A. Otncy, Chairman of the AA.T.CC Research Gwc-mee, appointed a subcommittee tmder the Chairmanship of Dr. H. E. Hager to specifically study flam mability of aainmta fabrics. The matter of dctcimining fhnraiWitj is not as simple as it may seen. Air example, the com mittee soon fend oat that a fabric when tested under dry rnafilkurvadf tttiRf ifw-- sod bora laptflj, whereas under tmmsd asnqlieifc oafiifaa the tamr fabric was diffiadt to egaateand that burned slowly, if the flame <Sd not go oOL The iptrial committee first met March 27, 1945 and 00 April 16th ia Hew York, and l a> its merlings invited apodal ialtwarf Wa*. ef. G. W. Raton of the IWeruriters Laboratories; Cape. 8. W. Link; p)r. C Copfvi; Dr. A. L. Peilrar. aB Home Safety Sessions 57 vVorkiu. Johanba University under the National Research Gooncfl on & ^proofing and testmg fabrics for the armed services; aiw men from the New York Fire Mar shal's office. At the first the con struction of a simple apparatus was decided upon. At t*-4 second meeting Corrections and improvements were aggoted (Lc. standard gas; length of flame; inclination of sample so as to get a measurable time factor; automatic control a> to time-of application of the standard flavae and rate of horning). But the whole matter of the flammability of fabrics was raldmlj and tragically brought to die antteam of Congress and the nation early in April. 1945, in Wash ington, D. C, when three small boys were burnt to death and some seven others seri ously injured became thdr cowboy sou caught fire whale pHying around an un attended brush fixe- TMs brought restrictive legislation about the flammability of fabrics very modi to the fore. Under these dmmtaigs. Ies4 unwise legislation be forced through Congress, the Washington office of the National Rebut Dry* Goods Association arranged for an informal conference with Congressman Johnson and members of the special AAT.CC subcommittee in order to make dear dot there was no standard test for determamg the flammability of fabrics and that, in any case, no law could be enforced if based, as suggested m the original Cali fornia law, on a comparison with "cotton in its natural state." At this mewling;. Congressman Percy Priest of Tcmessee, a member of the Inter state and Foreign Commerce. Commission was also .present. During the testimony griao in response to questions asked by both mgfdinuw, it was made dear that fwmtiTifj of a fabric was not necessarily due u the kind of odbkMk fibers, whether rartnu. fan, ramie, regenerated cellulose type of rtjm from which the fabric was mode, hue depended upon the construction at the fabric mad particularly whether the fine fibers were traded out or in the form of a long p9c fa od*r wards, if such ceflulotic fibers am h a fady divided state for the ready anrraw at air. they era quite flammable. If, to dr udwr tori, the same fibers ace twasi' Opdcr into a hard thread and .are then woven into a compact piece of doth with few or no fine protruding filaments, they are not flammable. Various materials are flammable and some are even explosively flammable when the speed of burning is very rapid, e.g., con) is combustible, but under ordinary' condi tions would not be considered * flammable. If, however, the coal is in a finely divided state as a dust, then it becomes not only flammable but explosively flammable in its speed of combustion. Similarly, when cotton or the regenerated cellfllose type of rayon, or other cellulosic fibers are in a finely divided state as on the surface of a tapped, brushed, or pile fabric, the speed of coabustiou may be very rapid, particularly if the fibers are dry. Used in garments, such fabrics, when accidentally ignited, bum so rapidly that the wearer often cannot extinguish the flame nor divest himself of the burning garment before serious injury has been done. Thus the long rayoo pfle used on Ibe front of the chap4 of the cowboy suits burned so rapidly as to cause panic with the resultant serious or fatal injuries. Bui the ready flammability of a fabric may not he doe to rapped, brushed, or pile fibers on the surface of a fabric Flam mability may also be due to the use of a flammable finish, like pyroxylin, to glaze the surface of an otherwise non-flammable cotton or rayon fabric to make it more easily deaoabk. Or take the case of netting, marquisette, gauze, etc which because of the nature of their construction bum quite readily but are rendered still more flam mable when treated with pyroxylin a< a stiffening ago., `which does not wash out.** All our garments will bum, especially those made of ccHuldsie materials, but the rate of burning of some will be much greater than other, and this will depend upon conditions of fabric construction, dryness, and various factors. Those that bum rapidly are termed flammable and offer a distinct personal fire hazard because there isn't time to remove a burning garment from the body, and such fabrics should not be used for garment purposes unless and tmtil they can be made practically and permanently non-flammable. In this term "non-flammable.** how ever, it is not intended to convey (he iden 58 34th National Safety Congress, 1946 of being "fireproof." A non-flammable fabric may char and may foe rendered use less under heat or the application of a flame, box of itself it should not, under ordinary conditions, readily support combustion when it comes in contact with the flame of a burning match or die ghnr of a cigarette. After painstaking testing and checking an apparatus and a method of testing was developed by the committee by means of winch the rate of fourmag or "flammability'' of consumer fabrics can now be determined with reasonable accuracy when samples are first carefully prepared and are then sub jected to identical conditions of test! Just as in the care of determining the flash point of kerosene or coal oil, and de ciding which oil is to be considered a safe oil for use in lamps, ao too m the case of fabric flammability it w3l foe necessary to decide wtaat the minimum rate of lumiug should be above which fabrics would be considered safe and below which unsafe for use in garments or other purposes. THURSDAY AFTERNOON SESSION October 10, 1946 Joint Session--Home Safety and Women's Programs Presiding; DteWnr Smith, Vice Chm, American Red Cross. Cooperation of Community Organisations By RAT RRIDEL Dir, Dept of Safety ft Hcakk Rochester Cfciwihm of Cwiwm The Rochester Safety Council has bad splmdid cooperation from our community organisations. Monroe County has a popu lation of nearly 450,000, but we're always getting requests for speakers and material from five or six other nearby counties. There are only two of us, myself and an assistant, in a full time capacity, so you can see how much we depend upon our volunteer committee members, and espe cially upon the organizations to carry on their own programs. We are by no means completely satis fied with our program. We still do not have 100 per cent participation--there arc still some who think they have carried on a safety program if they have a speaker, once a year, or just once, period. What success we have had is due in large part to the correction of a major made when we first started our home safety pro gram m September 1943. If you will bear with me. I'd like to review our activity at that time, to tell of the mistake we made and how we came oat of it As 1 said, we started off on the wrong track. Women members of the Chamber belonged to what was called the Womens' Group.. They were ksAsg for projects, so we were able to couriuce them that there was a definite need for a home safety project. They started enthusiastically enough, but the program fust bogged down in spite of all we could do. I realised -that what was wrung with our program m Rochester--we were asking business women to promote a home safety program. We let our project <fie out, but in the meantime we struggled with the task of getting the Safety Cormril to take down the "men only'* sign which had been hang ing since 1914. We mumdud finally, but the executive committee Hunted the origi nal membership to IS women. They were carefully selected--the top representatives of organizations each as the Parent Teach ers Association, Home and Farm Bureaus. Each was invited to job dm Council--the first women in the history of the Safety Council! They were invited to attend meet ings, but not asked to do anything else. This delayed-action bcgmniug proved to be corrective modlriue. It worked beau tifully. We had given them actual icprcseniathju on the council. We hadn't asked them to do a thing- BUT, when they asked Home Safety Sessions 59 us what they could da we were ready for them. We asked them to go back to their own organizations and set up programs with the assistance of the Safety Council. We wanted them to stress all kinds of safety, but at dot time rationing was keep ing traffic aoridccds minimized, so we em phasized home safety. There was so much to do all of a sudden that we had to enlarge from one original committee to a division, with scran committees and a farm safely section! Believe me, we were kept busy supplying outlines and suggestions. Tbc heads of the PTA and Home Bureaus (now enthusias tic Safety C*--members) had brought together all unit presidoits and chairmen and told them to appoint safety chairmen and see to it tint they got busy and worked. We've covered practically every unit of both organizations with speakers and films and most of them devote time at every meeting to a discussion of safety. - Dr. Duketow wbo follows me on tins program wiD tell you about' the work of the public health departments. I shouldn't cut into that, foot I must say that with out their bdp ha Rochester our program wouldn't be worth anything. The nurses from the rity Health Bureau, wbo spend most of the year in the schools, made a "survey and Irft literature In the home o! every pre-school child in Rochester during the summer of 1444. They had a fourhour adkg program before starting out The diatrirt nurses who have marvelous hwhaig from the State Department of Health, received 12 hoars of home safety instruction and they do so much that it's almost impossible for m to keep up with thrir requests. One major activity was to. get each town Health Committee to pro mote borne safety. The chairman of our Home Visitation Committee is the Execu tive Director of die Visiting Nurse Asso ciation. Through die efforts of this ambitious chairman, t lined up the sods1 workers ihrwgb the top management of the Coun cil of Social Agencies (also a new Safety Crw--il member). She selected a commit tee nhith now readies in its function all cUfira's and old people's homes and milhnlumi as vtO as all foster parents and ms the "mothers" who go out by the day. Another group which we have been working on strenuously is the doctors. The Monroe County Medical Association ap pealed to all physicians to do all they could to prevent home accidents. We have sup plied literature featuring "What's Wrong with This Picture" puzzles to be read in and taken home from doctor's waiting roams. The hospitals are cooperating splendidly. The leaflet "Congratulations" is brought to all new mothers by the librarian with her traveling library or by hospital aides. The superintendents have allowed Red Cross Staff Assistants to get at the records for statistical surveys. The Rochester Hospital Council in its broadcasts urges conserva tion of space by prevention of borne acci dents. The Hospital Service Corporation distributes original posters to its many member organizations and seldom misses some reference to accident prevention in its bulletin. Not long ago tbc Monroe County Tubercnlosts and Health Association set op a neighborhood project--on the west side o( Rochester which includes a large district of colored people. Naturally we went after the Association to include home safety with their health program, and they agreed willingly. We have splendid cooperation with the Rochester Chapter of the American Red Cross. Even though we worked together to have an accident prevention instructors' training program and a large group was certified, we are still reluctant to organize classes for the adult course. We feel that they just won't "take". However, all 7th and 8th grade parochial school teachers were certified and the junior course will soon start its third 'Very successful year. The executive director of the Rochester Chapter (another of our pioneer women) wasn't satisfied with just that much--she saw to it that erayr home pursing, nutrition and dieticians' aides course had one lesson added to it. Yes, in home accident prevent ion. First aid instructors never lose sight of the fact that the primary purpose of first aid is to prevent accidents. t We're pretty proud of the home hazard elimination program carried on by our city school children. More recently we've stepped up activity in the county schools. At every meeting of home economics teachers in city and county, home safety is stressed. To them we supply material and they really do instill safe habit forma- 60 34th JVenonal Safety Confess, 1946 tion in tbbr pupil*. Yes, tlior inspiration al*o anon from <* ot iut new women member*. 1 doobt if the Girl Scouts of any other city in the country do as much toward home accident prevention than do ours. One of our committee has been industri ously working on the architects and home builders and while there aren't too many luxurious safety features being built in, we are reasonably sure that safety in housing is not forgotten. We were instrumental in getting neighboring towns to adopt building codes and were proud that our efforts to prevent relaxation of their codes and the city's have so far been successful. We do have splendid cooperation with the Buildmg Koreans, and also with the Bureau of Fire and county Volunteer Firemen's Asso ciation. We urge all our cooperating organiza tions to foQow seasonal activity. I don't think we left a stone untnrned in our ef forts to have all of them participating in fire prevention week which as you know is current House cleaning and home re pairs spring and fall, winter hazards, can ning--we try to supply special suggestions for all these. On the subject of raining, every organi zation interested has stressed safety so much that we have yet to have a real seri ous accident and there have been very few of minor nature. I knew that our women members were industriously working, bat 1 had to read an a/tade written by one of tbem to know just bow much this partieas ier one was doing. Apparently the National Safety Coooril knew better, than I, be cause they asked her to write for HOME SAFETY REVlEVy^ The Monroe County War Council Con sumer Division did splendid accident pre vention work during the war. Every town had a committee and the division was headed by the woman- who first gave us the idea to call her fellow members "pioneers'*. The others represented in the Safety Council and not previously men tioned comprise the Federation of Womens' Clubs (each club has a safety committee}, the YWCA (and they have any number of women's committees) the American Legion Women's Auxiliary, industrial public re lations and radio. It adds a great deal tc our publicity to have the women's editor of our biggest station, and the Red Cross Public Information radio representatives as members of the Council. Forlhe benefit of the men in the audi ence, oar male members do a great deal ton, especially to promote safety hi con struction and tnatntmance. However, with out the women members and without bar ing learned our lesson, I know we wouldn't have been awarded the National Safety Council pbque for Outstanding Service in the Field of Home Safety. Our hardest task right now is to keep tip with Ibc de mand and fulfill all the requests winch our cooperating community organisations make. We thmk they tike ns and we know they ' like working for home safety. What a Health Departmmt Can Contribute to {he Home Safety Program By D. A. DUKKLOW, MJ,, M.S. . Director, Health and Medical Care Division, Minneapolis Council of Social Agencies During most of the past six years the chairman of the Home Safety Section of the Minnesota Safety Council has been a physician member of the staff of the State Health Department This has identified home accident prevention with tbe other preventive aspects of tbe public health pro gram. Since tbe director of public health education directed the home safety program during the greater part of this time, the same channels were available for home safety education as for health education. In spite of this close relationship there has been little demonstrable evidence that safety education has inftuncrj behavior. It seems that even with a sound organizational pat tern no method has been found that will motivate people to act in accord with the facts they have learned. To give you an example of one organiza tional pattern, ,1 will outline the Minnesota Home Safety program. In 85 of Mime- Home Safety Sessions 61 . suta's M coantics, there is a County Safety Ceowrii, 55 of which have Home Safety Gatins In most of these the included ii ipilifW i are part of the County Safety Gbnaril though 15 municipalities hove a separate cugAuizatkm. Twelve of these have a Home Safety Section. Not all of the Home Safety Comols are as active as they might be, and it is frequently difficult to get a significant attendance of members from Safety Councils other than those near the city fia which the meeting is held. How ever, on the whole considerable home safety work is being performed. A committee was formed known as the Home Safety Ptatmug Board, which con sisted of sevm individuals selected from the most active county and municipal home safety uttinat After considerable correqnodntt and deliberation a Minnesota home safety program was recommended to the executive committee of the state Safety Cocmdl and was accepted in March, 1945. In essence this plan consisted of six points: 1. Safety councils in die counties and die larger nmmripsfities are encouraged to anintam home safety committees for a study of and the demonstration of information concerning the cause and prevention of home aeddmta. These committees should have in their membership representatives of the civic agencies in the conuntutcty,' public services and municipal facili ties, architectural and contracting in terests concerned with the construction of residences, the school, official and non-official public health agencies and tbe agricultural Interests. 2. This committee, through an executive group of its own members, shall 'he responsible to tbe Inca) safety council for the cmdnct of the home safety educational program in the area of its jurisdiction. X Tbe program conducted by this com mittee shall be rwo-fo)d: a The primary responsibility is to interpret to tbe community, the individual and collective responsi bility of the members of the comnusiity for safe living, and illus trate the prevention of disability from home accidents by the use of local information, gathered through surveys of accidents occurring within the knowledge of the com munity, and shall use all local agencies interested in home safety in promoting this education pro gram. b. The secondary interest is to in terpret to the community, using local information wherever possi ble; the state wide programs of the State Safety Council. 4. In conducting a home safety program it is recommended that, meetings be held at hast quarterly and monthly wherever possible; that some of these meetings be open to the public; that tbe program of meeting be so planned that it lends itself to publicity in the local press; and that each committee limit itself to one or two important projects that can be completed in three to six month* unless the committee has sufficient experience to success fully carry ou several projects simul taneously. 5. To provide coordination of the borne safety tfiniHttccj of tbe state, the chairman of each home safety com mittee automatically betrapes a mem ber of the house safety section of the state Safety Council 6. It is recommended that the committee make ose of all available sources of information in developing; a commu nity understanding of home safety, among which should-be ifldodn) the * facilities of the State Safety council and its member agencies, the Ameri can Red Cross, the State and Local Health Departments, and the educa tional material provided by numerous commercial agencies. Inauguration of this program stimulated considerable interest in certain safety groups that were already active, but many groups have yet to be reborn. Now is an ideal tune for stimulating and developing a program of this character, because many of the community leaders, fatigued by the activities incident to the war have had an opportunity to relax and revaluate their time and are looking for worthy projects to which they can (end their ability and tune. According to the best concepts of health education, this Minnesota program is back wards in that ordinarily the organization 62 34th National Safety Congress, 1946 should be fitted to the problem; while' in Minnesota we have more or less fitted the problem to an organization already existent. This seems justifiable, however, because oC the strong safety program existing in other areas and the borne safety program merely being an addition to an .existing program. The Minnesota program just outlined was quite different in its beginnings from the program started by the' New York State Health Department. Minnesota had some kind of an organizational structure in the borne safety 6cld and had a strong State Safety Council very active io the industrial and highway fields at the time this program was started. When the New York program for home and farm safety started in 1941 there was comparatively little organization on which they could lean. The Health Edu cation Bureau of the State Health Depart ment outlined,a direct educational program which would be carried oat through a group of committees working under the state home and farm safety advisory com mittee and a host of agencies interested in either the home or the farm. The program in New York started by the development of community conferences and projects in tended primarily to educate the people who were members of certain organizations about which tbeir pattern developed. At the same time other fairly strong programs involving health departments were operating m New Jersey, Illinois, Kansas, Wisconsin, Tennessee, Iowa, Ohio, Utah, Kentucky, and Georgia. largely because these* programs demonstrated that health departments have an interest in home jaiety, the Committee oo Administrative Practice of the American Public Health Association designated a Subcommittee on Accident Prrvcnikm which concerned itself primarily with the home safety field. This committee sent a questionnaire to most of the state health departaats and many county and city health departments, asking tbcsn about wriffi and studies now being conducted or contemplated. It is in teresting to note that only 29 of the 43 state departments sent the questionnaire answered, and of those 23 had made no home accident studies. It is at least as in teresting that only 32 of the 100 county health departments questioned bothered to answer and none of these 32 reported home accident studies. Of the 86 cities of more than 100,000 population only 33 replied, 31 of which had done no home accident work And only sine replies were received from 78 cities under 100,000 population and none of these had performed studies, though six stated that studies were contemplated. This shows the stage at which home safely programs, studies, education, and adminis tration were in relation to public health administration as of 1944. The subcommittee on accident preven tion reported this inactivity, but recognized a considerable awareness of the Importance ol this field and the logic of health depart ment participation m it, ns well as of public health administrators desire for sugges tions and information which health depart ments can utilize m Integrating home safety with other health education interests. In fact, the committee points out that borne safety activities can be integrated into oearly every phase of public health prograirb where persons representing the de partment actually enter the home in a teaching capacity. Since I think of these integrathms as practiced m Minnesota, Minnesota can well be used as an example. The state health officer for years has been a member of the executive committee of the state Safety Council and can advise the safety interests of the state on any phase of Its program that might touch health department inter ests. The health department also contributes its representative to the committee of state department representatives, which coordi nates the several interests of state govern ment in a total safety program. In the vital statistics field, accident mor tality data is second only to communicable disease information. A dose liaison has been developed between the health depart ment and the highway department in this regard. The Drvirian of Birth and Death Records undertook a moat interesting study of deaths from home and farm accidents a few years ago In which a special question naire was sent to the inroun or pbysioan signing the death certificate for every death m which a home accident might have been a contributing factor. This information gives a very dear picture of the charac teristics of home accidents mm! farm acci dents in a way that was not obtainable from the data customarily entered on the death certificate. In vital statistics activities it Home Safety Sessions 63 helps to have some safety-minded person work closely with the registrar and statisti cian because- so much of the data needs interpretation before it is of any value in educational preventive programs. Too fre quently the vital statistician responsible for studies of accident mortality is a registrar with no interest in the solving of specific problems and with little understanding of such factors as age, season, time of day, and location, that are so important for the interpolation of mortality data into useful educational materia). The public health nursing program of a Health Department is a natural place for centering a good part of the safety educa tion program. Public Health Nurses are teachers and have access to the homes of the community. In those homes they advise on a host of problems intimately related to living, and it is a very short step from teaching healthful living to teaching safe living. A nurse who Is Informed on home hazards and unsafe practices can teach home safety in conjunction with the indi vidual and group teaching which is a nor mal part of her service. Frequently a passing word from the nurse who detects some danger point in the household is all that is needed to initiate a physical change or a owatiotunm of a dangerous habit It is not suggested that public health nurses devote so much time to home safety that they are arable to accomplish their other duties in a generalized nursing service. It is suggested, however, that a conscious atifization of the "teachable moment* will produce surprising results. In the area of maternal and child health, not only the public health nurse bat also the physician, the nutritionist, and the others associated with the broader aspects of this program can give information and motivate action m the safe handling of children, particularly those of younger part Most of the accidents occurring to . children under one year of age are due directly to the negligence or faulty habits of the adnfc. In teaching adults child care the safety aspects are important. It would be a simple matter for the nurse and physi cian to give advice on the selection of cribs and play pens, .and restraint of children who refuse to stay under the rovers, and the selection of toys along with the aidvice on feeding and bathing and other necessi ties to the process of growing up. With the development of staff other than the health officer in local public health jurisdictions, the public health engineer and the sanitary inspector have an increased opportunity for personal contact with the ultimate consumer of their services. An engineer, calling on a lamer to advise him about his water supply or an inspector re viewing the sanitary care given a dairy herd, would certainly be in order to drop a remark here and there regarding the haz ards he finds in the home or on the farm. It is recognized that farming is a very dangerous occupation and is one in which there is an intimate relationship between the residence and the place of business. Actually the hazards of one become tlie hazards of the other and the same princi ples of control apply to each. A Health Department function m which a sound home safety program will produce results is the Division of Industrial Health. Industries are learning that an employee has Just as much time loss disability frotn a home accident as from an industrial acci dent. and that an active home safety pro gram within industry protects the industry from time loss accidents over which they normally have little or no control. Indus trial nurses have an excellent opportunity to do home safety instruction because of tbeir intimate relationship with the rank and file of employees and because they are so often looked upon by the employees as counsellors to whom they may. take their family troubles.. We frequently find a situ ation where an employee is too ill to man fans machine and spends a day or two at home. He is, however, not sick enough to stay in bed.-so he putters around the house, dimbiog ladders, working in his yard, and doing-minor repair jobs under conditions that are extremely hazardous because of the instability produced by his illness. Much time loss by wage earners could be avoided if industrial nurses could convince workers that when they are too ill to be present on the job the)* are too ill to assume jobs at home. Health departments, whether at the state level or in the larger mtantipalilics, fre quently carry out administrative responsi bility in other fields. Some are concerned with food and drug control. It would cer tainly be within their province to inform the public on (he dangers of certain com mercial poisons and the proper handling of 64 S4tk National Safely Contra**,-1946 the rnmm^ drags, most ol which are dan gerous if taken in doafs beyond those nor mally prescribed. Some health departments are concerned with homing, and have an excellent opportunity to study the structural details of residences and advise against those that are inherently hazardous. This may require cooperation with architects and builders and those who supply the funnshbgs for fc**TM** Some departments are mictmed with licensing functions mdtsdmg such varied activities as hospitals, rest homes, homes for the aged, boarding facili ties for children, hotels, restaurants, and a host of other places designed for public use or for the care of certain components of the population. Such licensing usually is done in cooperation with the fire but attention should be given to the multiple minor accidents that might occur as well as the occasional major catastrophes. Last but not least we have epidemiology, the primary function of all public health personnel. Accidents occur in patterns re lated to time, place and person that are as characteristic as the patterns of disease incidence so well known to every epidemi ologist The application of the principals of disease control to the equally important accident control would permit studies of the cause of accidents that can be. done in no other way. The epidemiologist baa a place in the safety picture that can be filled by no other person regardless of his training. In looking back over the survey of cur rent activities of health departments in the safety field, made by the Committee on Accident Prevention of the Committee on Administrative Practices in 1944, it is most interesting to note that of the 307 Question naires sent to health departments, of states, counties, and cities, only 103 were suf ficiently interested to answer the question naire. and only eight, plus the five state health departments operating programs previously, reported any load of a home' safety program or study during the near past Only seven of these health depart ments had plans leading toward future safety programs. Yet it is quite obvious that there is a very close relationship be tween the life saving activities of an official public health agency and the interests of the safety movcmajL It is also reasonable to assume that the administrative organiza tion within the health department for the direct control of disease and disability, as well as the educational farillttos and per sonnel normally in their employ, could be directly applied to the safety program with a minimum of difficulty, and with no lose to the programs normally a part of the health department The inactivity of both state and local health departments in the borne safety pro gram may come from any of several fac tors. In the first phe^ the health depart ment operates a broad inclusive program with too little money to perform those responsibilities required of it by law, even when the local tax contribution is aug mented by federal snbaidiei. The hhcrmt tendency of both hsdmduals and agencies to care for their owa child before sup porting their neighbors may be one reason the health department has failed to indude home safety in its program. I have re peatedly Jieard health administrators state that they have msuffirioit nurses to carry, on the services they are obligated to per form, let alone add a new interest In most health departments the vital statistics pro gram is purely registration and the issuance of crude rates, because they have no statis tician interested in looking behind the crude rates to find the detailed factors that are responsible for their oocnrencc. The lack of the necessary money for conducting sound Home Safety programs in. health departments* both state and local, is due in part to the lade of adequate ap propriations from legislative bodies who represent an uninformed pabUc, and to the hesitancy iu the past of the United States Public Health Service and the Children's Bureau to indude borne aeddem prevention as one f the areas for which they will provide financial subsidy. Recent changes in the administration of the Children's Bureau indude the provision of grants In aid to states for some Home Safety ac tivities. Health departments, therefore, must do their epidemiological studies, their statisti cal analyses of accident mortality and their eduaatiooal programs in borne safety as a side issue, almost secretly, because, the money they spend for these activities have iu most coses been earmarked for some thing else. The education program conducted by safety councils, 'agricultural interests, in dustry, and to a lesser extent by health aomc oajery ocjjwmj departments, has failed to reduce home accident mortality, because it has failed to motivate enough people to act according to the information they have learned. This suggests that the information distributed may not be the right information for leach ing a behavior pattern to the general public. There U need for extensive research in what is behind accidents. To be sure, we know that so many accidents result from falls, and so many from bores, and that falls are produced by loose rugs and open stairwells, but we do not know why people create the hazards that cause accidents or what psychological twists cause people to perform unnecessary acts which they know to be dangerous. 1 have the feeling that an extensive and fundamental research oa the way people dunk hazardous situations might change our whole approach to home safety education. We have little informa tion on the relation of accidents to the economic status of the person suffering these accidents; to the kinds of homes in which they live, to the unhappy social ad justments to which they are exposed and to the aftercurrent illnesses that an indi vidual may have at the time he suffers an accident. I am quite convinced that the promiscuous 'use of sedatives and headache remedies reduce the reaction time of those who take them to a point that makes these' individuals accident prone. This type of basic research could well be part of gradu ate study projects under any number of foundations or by rational agencies inter ested in problems of health and safety. There appears to be a limited association between health departments and safety councils and other safety-minded civic groups at the local leveL At the state level, the mutual interests of these agencies is rapidly developing, but at the local level tip service is the rule. In any city of more than lOOlOOO population safety councils and health departments could join in obtaining the proper personnel to carry out the fun damental research that might the life saving piogiam of both agencies. By spending money together, the public can see the relationship between agencies and the need for supporting the interests repre sented by these agencies. Many titles and counties operate Health Councils or Coun cils of Social Agencies in which health interests are a component part. They fre quently have research facilities which could be used to determme the multiple factors behind home accidents. If the public were convinced that this was a desirable ex penditure of their voluntarily contributed dollar. One of the great problems is to convince the public that money for home safety is a justifiable expenditure. To get money one must spend money. The National Safety Council has prepared some excellent mate rials to stimulate an interest in home safety, but most of them are too expensive for general distribution. Local health depart ments and Safety Councils cannot afford to spend $60 to $7$ per thousand for several thousand pamphlets and many might be financially embarrassed in spending from $7 to $10 per thousand for several thousand of the smaller items. Much could be ac complished by developing pamphlets that could be sold at a smaller figure, pamphlets that might contain not more than one idea and could be used tn large numbers for wide distribution with other materials that health departments constantly send to stand ard mailing lists. In reviewing the home safety interest of public health administration, it appears 'logical since so many health department activities are concerned with the home and so many of the personnel are in constant contact with people m the -home on an in formal teaching basis. Whh a minimum of effort health departments could do a con siderable amount of teaching for home safety at the point where the desired prac tices should be* put into effect. The greatest difficulty encountered in any educational program, whether it be safe living, disease prevention, environmental sanitation, or the proper care of children, is the problem of motivating people to behave in accordance with the facts that they have learned. 1 remember with some dismay the criticism I received when my wife fell down an unprotected basement stairs and broke her arm, on the publication date of an article 1 had pre pared stressing hand rails on stairways as an important safety measure in the home. 6f> 34th National Safety Congress, 1946 What a State Safety Council Can Do to Prevent Home Accidents By URS. GEORGE P. PARKER Director, Home Division, Utah Safety Council One oi the greatest destructive forces of our time--accidents--stalks the land as a modem `'Grendel/' snatching unsuspecting victims, breaking bones and crushing out lives much as the monster did m the Brorvtilf epic. The various inodes of travel are increas ing ihcir speeds, and household and farm labor saving devices are becoming more extensively mechanized. Safety must be come a way of living, if man is to survive. As we stand on the threshold of the atomic era and peer apprehensively into the future, we become more and more aware of the preciousness of life and of the joy that comes with living in safe, unimpaired conditions. We can see that it is the sacred obligation of every one to do everything within his power to protect, not only his own life, but also those of others. Safety must be a state of tmnd super induced by correct attitudes. Some of these arc: bring watchfully alert at all times; being cautions (the MC" in "courage" stands for "caution"--it is intelligent to be care ful) ; doing things the right way (It is not only the safe way but the efficient way); being courteous (thoughtful of others' wel fare) ; using common sense and foresight (anticipate dangers that might result.) Accidents in and around the home re sulted in 33,500 casualties in 1945, a 3 per cent increase over 1944. There were 5,000,000 non-fatal injuries, odnding 130. 000 permanently impaired. The death toll of little children and elderly people runs rampantly along Its tragic way. It it evident that there must be a greater effort put forth and a marshalling of all our forces in the interest of safety. There must be a closer, fuller cooperation and more definite co-ordination of activities. It is imperative that there be a leadership group to direct, unify and extend the safety programs. It seems logical that the State Safety Council should assume this responsibility- of co-ordinating the many community projects which will be undertaken through its stimu lus and sponsorship. The State Safety Council should be the headquarters for safety educa tion, and should send forth streams of information and suggestions to every part of its commonwealth .by every means, avail able--by the newspapers, metropolitan and suburban; by the radio, through its public service facilities as well as in time donated by private sponsors; by talks and demon strations for group programs and exhibi tions for public display. The State Safety' Council is, to its communities, what the Natrona! Council is to the states of our nation.-* In the field of borne safety, greatest emphasis most be given to educating people to become safety conscious, bringing to the attention of every member of the house hold the many serious hazards which are encountered in the home and the best methods of over-coming them Persuasion most be substituted for en forcement, especially where it concerns a person's living habits, as home is con sidered the place where one can do as be 'pleases. Engineering and enforcement may enter into uniform betiding codes which require good design, safe construction of bouses and the careful atspectiou of utility instaHatsons end equipment Manufacturing companies can be arioual to improve the safety aspects of their products. One of the problems confronting safety leaders Is how to rake sidy cdootion persuasive and appealing cwnugh to stir people to action--to make them want to do something about H. Every known method of appeal needs to be used, if all levels are to be reached and (be widest dissemination attained. Radio winch de pict familiar home sit--lions committing hazards, pictorial write-ups m newspapers and magazines, posters, films, window dis plays, which catch the imagination, con tests and check-lists to go into the home are some ways of getting die message over. Much depends on the foundation organi zation of the State Safety Council. If all Home Safety Sessions 67 the Civic, industrial, cultural and religious groups and agencies which are interested in human welfare, especially those con cerned in some phase of safety, are invited to become a.-part of the Council and are made active participants, closer and fuller collaboration can be obtained. The Utah Safety Council following, the suggestion of the National representative, was organized on this basis. The executive officers and directors of divisions were chosen from the participating units. The wisdom of this plan is evident in the wide spread interest and cooperation in safety which exists throughout the state. Following the same plan the Home Divi sion Committee members were chosen from organizations vitally interested in the home and which could give valuable assistance and provide channel* through which safety education could be charted. The cooperat ing groups include: American Red Cross, Girl Scouts of America, Public Health Nurses, Home Economics Associations of the Department of Public Instruction, Par ent Teachers Association, Utah Federation of Women's Qubs, Salt Lake Council of Women, Church Organizations which in clude The Ministerial Association, Catholic Diocese, Jewish Welfare Board, Relief So ciety, Mutual Improvement Association (which includes Boy Scouts) and PrimaryAssociation of the Latter Day Saints Women's Safety Councils of the state. Architects and Home Builders. Having no precedent to follow, the Home Safety' Committee of the Utah Safety Council began to pioneer its way. its inex perience bolstered by enthusiasm. One very helpful gesture--an excellent example of effective cooperation--was made by the chairman of the Public Information Division of the State Council. He called together all the beads of the advertising agencies, press and radio giving the Home Committee the opportunity to tell its rims and prospective plan* and in return, getting instruction and advice for obtaining the use of their advertising facilities. When appeals were made for the first Home Safety Compaign, April 8-14, 1945, these agencies knew abool it and gave their cooperation. All people saw the need for greater activity m the fight against traffic accidents but many had to be convened to a belief m the need for home accident pre vention. The first project of a Home Safety Divi sion is the formulation of general over-all plans that will answer the u'/itff, how and Tvhen of their activities. WHAT is the objective? WHAT are they trying to do? A simple statement of objectives will clarify and direct the group's thinking. As accidents arc caused by unsafe ac tions or unsafe conditions, efforts must be directed toward elimination of both ot these causes. There should be a program of education which will reach into every home, to pro mote a safety consciousness in every indi vidual, to create proper attitudes and develop habits and skills and a feeling ot responsibility for safeguarding himself and others from potential hazards. Homes must be made safer by eliminat ing unsafe conditions in and' around the house. Insure the building of safety into new homes by securing uniform minimilm stand ard building oodes for statewide use and more careful inspection of installations and utility equipment. Then the question of How, When snd Where to accomplish these objectives arises. An outline qL proposed activities is very helpful. Plan each year. 1. A Home Safety Week, or period of intense activity in connection with a national week if one is established. (One week was found to be a better attention catcher than a month o( more moderate activity.) 2. Carry on a continuous program ol safety educatieh by a variety of means, e.g., a bulletin or news sheet to be sent to lead* ers of participating groups, giving local accident facts and program suggestions. By magazine articles, pictorial write-ups, radio dramatizations, window displays, etc. 3. Give emphasis to seasonal hazards, e.g., spring house cleaning, gardening, home dryclcaning, etc., summer outdoor activities, mountain climbing, swimming, picnics. Fourth of July, fruit canning, foil fires, back to school problems, Halloween, winter ice, snow, Christinas Holidays. 4. Cooperate with other groups work ing for the same safety goals, directing efforts to specific needs of the home. Co operate with, rather than duplicate, Baby 6S 34th National Safety Congress, 1946 week. Farm week. Fire prevention week, the civic and nstmidpaJ league safety activ ities. 5. Encourage accident prevention courses given by Red Cross Safety Service or other qualified instructors. 6. Provide a Home Service Bureau where speakers, literature, posters, check lists, films and exhibits may be obtained when requested. The general committee may be divided into groups or subcommittees which can be delegated to carry on various phases of the safety activities. The main committee makes the overall plans for the general activities and coordi nates the work of the subcommitees. The subcommittees bring their proposed proj ects to the general committee meeting to be approved before being put into opera tion. This procedure insures greater unity of action and avoids duplication of effort, or any inadvisable project which the en thusiasm of inexperience might launch. The number of subcommittees will de pend upon the needs and conditions of the *Utc and its communities. The Utah Home Division has developed the following sub committees. In the field of education and publicity'.' 1. PRESS AND PUBLICATIONS committee--to get safety information into metropolitan and country newspapers, magazines, and news sheets of participating groups throughout the state. 2. RADIO committee -- provide inter views, spots, shorts, dramatizations, talks bv specialists. J. PROGRAM * BULLETIN commit tee--to get out a quarterly bulletin issued with information for dub. diurch and >nhcr group programs on seasonal hazards, timely suggestions and the local accident .statistics. These are sent to presidents of State Relief Societies, Catholic Women's Dio cese, Jewish Welfare Board, Ministerial Associations, District Federation of Wom en's Cubs, Parent Teachers Associations, home economics and extension service groups, etc, with an accompanying letter asking them to distribute the bolletin to the leaders of their local units, encouraging them to use the material in some available space in their programs. We are encourag ing Women's Clubs to schedule a safety program in their year's calendar of activities. In the engineering and oiforcement field: 4. HOME BUILDING committee--(a) To promote the planning and construction of safe houses, and (b) to secure the adoption of uniform codes and a more careful inspection of installations and equipment. 5. PROMOTION & HOME SERVICE committee--To develop and procure ma teria! for programs, evhihifs, films, and demonstrations for specific programs, acci dent prevention efasse*. contests and other projects, gathering accident facts. Other committees may be formed as the need arises. "Home Safety Week** beginning with the governor's proclamation was very success ful in our state. A full, front page, carry ing pictures of little children in hazardous positions came out Sunday in one of the leading state newspapers, AH state papers, including country weeklies, ran stories of the safety campaign. This required ground work preparation many weeks in advance. Radio stations gave spot announcements, interview's and dramatizations. Public service periods were taken ad vantage of. Visiting repraeatmtive* of the National Safety Gooncil gave talks over many of the stations. The Home Euwnmkz Association, the Extension Division of the United Stales Department of Agriculture and Utah State Agricultural College, and the Utah Stale Federation of Farm Women have given radio periods to home safety. Id the Slate Department of Education-- the adult phase of Home Economics Edu cation which puts over Family Life InstK. totes, about seven each year, is planning (in cooperation with the Safety Council) to pot over an Institute on Safety which will cover aO phases that Affect family living, early next year. Public safety mrrtingj have been held, one of which was sponsored by the public service department of a daily newspaper. While they were only fairly successful in reaching the rank and file of the commu nity, it brought out the lenders and those most interested in the safety problem. Through these' leaders, it is hoped the message will gradually reach all homes. Home Safety Sessions 69 In Utah, all the churches are very co operative, especially the Relief Society, Mutual Improvement Association, and Pri mary Association of the Latter Day Saints which have organizations that reach a)) age levels in every town and city in the state. The ReBef Society magazine, which serves more than 100,000 members gave space for articles on Home Safety very frequently and the Society permits the bul letins to be sent to their state and ward leaders with recommendations that the safety information be toed in some avail able time m their ward programs. The Mutual Improvement Association, the young peoples* organization put a course of accident prevention in their spe cial activity field. The Primary Association, which consists of 110,000 children from four to 12 years of age, publishes a fine children's magazine 'The Children's Friend." It has established part of a page each Issue for safety' educa tion in the form of stories, rebuses or drawings. The Parent Teachers Association is probably the next largest group, covering most of the state. It has a well-defined safety program and is very cooperative. The home and the school can help each other by working hand io band. Through the school children, mam* homes can be reached that would not be touched by other groups. Permission may be obtained for children to carry home safety bulletins, leaflets and check lists. School teachers should be safety conscious in order to In still attitudes of safety into the minds of their students. These students will be the parents of tomorrow. The home should be the fountain source of safety education. It is the laboratory where the first habits are formed. It is the parents responsibility to teach and train for safe living. If the three ``Cs" of safety, `'Caution," "Courtesy*' and "Commonsense" dominate the actions of the houseliold the problems of traffic and industrial safety will be greatly decreased. The Public Health and visiting nurses are valuable mediums for getting safety education into homes that need it In the province of securing safer homes, the home planning and construction sub committee sent out letters of inquiry to the larger cities of the state regarding type of building codes in use. It was learned that there was no mufonn state building code although most cities were using the Pacific Coast Building Code. Rural districts were not covered by any regulations. The com mittee found a need for a more careful examination of plans accompanying appli cations for permits to build. These would require the services of at least three more qualified inspectors in Salt Lake Gty. An appointment was made with the Mayor to discuss the problem. The Mayor saw the merit of tbe committee's requests. He ad mitted the oeed foe more inspectors and promised to do alt in his power to secure the accessary budget appropriations to make this possible. As we improve the safety of the home, we will improve the integrity of the home. The thoughtful, careful attitudes which produce order, efficiency; and responsibility are basic qualities of true character. By our efforts we will build not only better homes but a stronger, finer citizenry. Security can not be attained by the work of one individual or one group, it can only be accomplished by the marshalling of all our forces in a great united effort for the safety* of our homes and our nation. School and College Session MONDAY AFTERNOON SESSION October 7, 1946 Presiding: W. W. Chaktebs, Dir. of Research Service, Stephens College. Mobilizing tor Safety Education (A report of the National Conference on Safety Education) By DR. PAUL V. 8ANQRSN V Free- Western Michigan College of Education and CbniL, Nat Coot on Safety Education ,. There is mowing today a pattern of co operation among agencies worirag for pub lic welfare. Cooperative efforts; it has been founds bring better results. Various agtmks working m a specialized field can supplement and complement each other's programs. An excellent example of the efficacy of this cooperative trend is the National Com mittee for Traffic Safety. This coumrittee acts as a coordinating agency for organi zation interested in promoting traffic safety. A voluntary association of national civic, service; business, professional and other groups* the committee was organized m 1943 to serve as a clearinghouse for parriciporing organizations in planning and securing public support for their traffic safety programs. The committee fas do action program of its own. nor does it direct the program of its member organi zations. Rather, it stimulates their work by providing a medium for exchange of ideas, discussions and forums on traffic safety. Results of the committee's work are already noticeable, with a gradual dim inution of overlapping efforts and increas ing efforts in previously overlooked areas. Committees of similar nature have been set up in the fields of borne safety and farm safety. Equally encouraging progress has been madc- To discuss the feasibility of setting up such a committee in the field of safety education, 13 government and - private agencies sent representatives to a one-day conference held in New York last January. The purpose of that meeting was to decide whether such a joint committee was needed or would be helpful, and if so, how to go about organizing it and setting op its func tions. The first step in conaidering such a proj ect was to make a survey of the field. To get a quick, over-all picture of existing programs, representatives of each organi zation ontimed briefly their individual in terests and activities. For the benefit of those who may not be familiar with the work of these 13 organizations, 1 shall summarize the re ports made at that meeting. The American Automobile Association carries on a vigorous program of traffic safety. In planning th t program, two ma jor needs of the indi'- * "il are considered: The individual needs to adjust himself to traffic conditions; in other words, he needs a better understanding of traffic, its haz ards, his rights and responsibilities. And, as a unit of society, the individual needs to understand what organized sodety is doing to provide safe and efficient highway trans portation. .Public opinion must support strong, progressive programs. To theseends, the AAA's activities in the school field are concentrated in four areas: 71 72 34th National Safety Congress, 1946 % 1. Elementary school safety education many schools these courses arc integrated into regular school work. Several teachers 2. School safety patrols 3. Driver education and training 4. Driver research The American Association of Health* Physical Education and Recreation has a safety education section made op of per sons interested m the health and physical education programs throughout die United States, represeating variooi areas of the school program -- elemwitary, secondary, administrative, etc. This group assists in preparing the safety education section m the health education bulletin, retsting directly to those phases of safety involved in the health and physical education program. The group also provides a consulting service for. other secthms in the Association, relaying information on various aspects*of safety in their programs* and developing new ways to promote safety. The Americas Association of Teachers Colleges has a standing committee on safety education, which studies and promotes the status of safety education in the 300 or so teacher training schools represented in the Association. A few years ago sba the Association undertook the study of safety education in its member schools, it foood that too little work was being done in the preparation of teachers but that a good share of the work in safety education was taking place in the public schools and originated from independent sources. This survey called attention to the fact that re sponsibility' rests upon teacher training institutions to make some definite contribu tion in the way of preparing teachers and making them safety-minded. There is a need for some experimental studies in this field and the Association probably will maintain a standing committee for some time to come. Individual responsibility is the keynote of the American Red Cross accident preven tion program. Its courses of instruction are based upon the daily life experiences of the individual, with a two-fold aim--to enable each person to recognise the acci dent hazards that confront him* and to help him formulate a plan of action for safe living. The accident prevention service of the Red Cross offers three courses through local chapters and community groups-- one in home accident prevention, a farm and home course, and a junior course. In colleges offer Red Cross instructor courses. The Red Cross also works through volun teer instructors trained by chapters in co operation with schools and community groups. In addition to the accident pre vention courses, the Red Cross has for years had first-aid and water safety pro grams in Use schools and colleges. The Automotive Safety Foundation is interested especially in street and highway safety. It is not an action organization in itself but limits its work to practical aid. such as financial grants to certain national organizations for specific projects. New York University's Center for Safety Education has been active for several years la leadership, training, research and field services. Besides the courses offered on the campus and in off-camps centers, the Center staff members instruct and partici pate in various institutes and workshops held throughout the country. Research is aided by fellowships and scholarships, and usually, although not always, is done an connection with study for advanced degrees. Research is dooe in all areas of safety-- industrial, traffic, driver education, school, etc Fidd services, in addition to those mentioned, indode assistance to graduates in organizing safety- programs, talks by staff members at teachers' conferences, co operating with state education and motor vehicle departments in providing staff as sistance to teacher institutes and consolta ttoo service for publications, motion pictures and sound slide-films, etc. The National Board of Fire Under writers has been active for more than a quarter of a century in stimulating interest in fire prevention education and fire pro tection in the schools, its primary objective being to encourage wider interest and broader activity on the part of educators. The Board produced the first textbook in this field in 1918 and has since brought out several texts and other teaching aids. Along with the development of fire prevention education in the schools, the National Board of Fire Underwriters has been a pioneer is improving school building con struction standards and getting adequate fire protection. The National Conservation Bureau is the accident prevention agency of the large capital Mode casualty insurance companies. School and College Session 73 "The Bureau has a vital interest in public safety. It has promoted safety education for many years, principally in the field of high school driver' education. Its program is oo both a state and a local level and functions through state departments of education, state motor vehicle departments, and state police organizations. Safety has always been a basic part of the program Of the National Congress of Parents and Teachers. That organization has SO state branches, each with its own pfetjr chairman, and all of these have sub divisions and local associations, most of which also have safety committees. In this way there is established a direct channel to the local community and school district The Congress cooperates closely with many other groups, such as the National Safety Council, the Red Cross, the Automotive Safety Foundation, etc, and is interested in all phases of safety, especially those fields most closely allied to schools -- building safety, safety patrols, transportation and the like. The National ConunisMoa on SafetyEducation, of the National Education As sociation, acts as an advisory body* corre lating the best and most recent develop ments in the fields of safety*'with the latest methods and procedures In education. To schools, it brings specialized knowledge of safety expects and safety organizations in forms available for teaching purposes. To safety specialists it offers aid in planning school safety*' programs and methods for carrying them out The Commission has three specific objectives: t. To interest educators in safety edu cation 2. To offer them guides in conducting their activities X To assure cooperative efforts between schools and recognized agencies in terested in safety education and train ing. All educational levels come within the scope of the program and, to facilitate the functions of the Commission, members have been divided into four standing sub committees --- Elementary Education, Sec ondary Education, Teacher Education, and College and University Education. The work of the National Safety Coun cil is largely stimulating, coordinating and cooperative in safety projects. The School and College division works chiefly ;n three areas---research, exchange of information and curriculum. Research includes a num ber of major projects, many of them con ducted in cooperation with other organi zatkms and educational institutions. The purpose is to learn more about safety edu cation needs and to develop new materials and approaches for the various subject matter areas. In the field of exchange, there are die division's monthly mazarine SAFETY EDUCATION, and several newsletters. Consultation and field service are other important aspects uf the Council's work, and indude participation in work shops and institutes as well as consulta tion with local groups on their program *. In the oirriculum fidd, the Council prepares a good many teaching aids and materials, such as lesson units and poster*, teachers' manuals, handbooks, etc. The School and College division works in sev eral field* of safety education--elementary', secondary and higher education, school shop, home economics, driver training, school plant standards, pupil transportation, and student safety organizations. The United States Office of Education has stressed industrial safety through a safety program in school shops and voca tional schools. A reorganization of the 'office rccoitly provided a division of ele mentary and secondary education having a safety specialist; a division of physical education and athletics having health in struction specialists in both the elementary and secondary fields; and a division of school administration having school trans portation specialists and a school bousing section. The Office of Education has also a home economics service which stresses home safety. The Children** Bureau of the United States Department of Labor, although it has done little in the field of safety educa tion. is interested in furthering such a pro gram. It is chiefly concerned, of course; with vocational training and industrial safety, and has done considerable research in occupational hazards. This discussion of the activities of the participating organizations* the leading ones in the field, showed us that a great deal of fine work is being done, but it also indi cated that there were some areas in which work overlapped, while there were others 74 34th National Safety Congress, 1946 which had been tuorc or less neglected. U seemed there were great possibilities for united action. Oor thought was that if we could become more familiar with each other's work and thus cooperated in pre senting a united front in safety education, schools and colleges would be aided^ and each of use would. be stimulated to do better work. Public opinion and public sup port for safety education would naturally result No thought or intent to dictate any pro gram exists. Rather, our goal is to de velop a greater understanding each of the other, in order to supplement the work of each agotcy and present a correlated pro gram of safety education for schools and colleges. It was brought out that a great deal of research and analysis is necessary before a really comprehensive program can be worked out A much more detailed survey of the various activities would be required in order to know what areas of safety education need more concentrated effort, in which areas there is needless duplication, and which areas arc already receiving at* tration which, while suflhirnt, would be more effective if coordinated more in tensely. The levels of safety education activity which it was suggested should he included is the program developed by this confer ence were many. They hdodtd. mtouifiwl emphasis opoo safety in the trailing of teachers, school administrators; and indus trial safety engineers. Driver education and driver training are important, as is the integration of safety into courses id social studies, science, home economies, school shop and physical education. Kindergarten and elementary school safety programs, pareni-ieadber piograms, student safety organization programs and school safety patrols are all fields inrinded in oor plan of action. School plam pianopig, pupil trans portation. accident reporting systems and iltc training of school employees in safety axe also major fields of endeavor. Adult education for iodtkrtry was also discussed at the conference and it was decided that it, too, should probably be included in the future program. Another major need m the safety educa tion field as a whole is more research into the causes of accidents, bow to prevent accidents, methods of teaching safety, etc. Quite a lot of research has been done in the past, both by teachers working for advanced degrees and by those working independently, but not as much use has been made of such research as should have been. .One of the objectives of a joint pro gram should be, we agreed, the encourage ment of more research and practical application of the results of such Studies. One question raised during the discus sion of whether or not we should continue this committee on a permanent basis was bow much duplication there would be be tween this group and other national com mittees, such as those on traffic safety, borne safety', farm safety, etc. The answer was th?t this would be the first time a group of this kind had attempted to draw up an over-all program for child safety, concentrating on protecting the life of a child. Furthermore, the continuance of this committee would not commit the various organizations to any new program but would explore w hat each was already doing, would cement their relationships, and would enable each to expand. Then there was the question of endorsing each other's programs. Endorsement would not necessarily ..mean specific obligation to act hot would mean approval and support of the over-all program. It was suggested that there might be as many as 70 or 80 organizations which would be interested in whatever we might develop, and ljut many of them might become active endorsers and supporters of the program. It was also agreed that before any pro gram was finally accepted or put into action, the classroom teachers would he called upon to share in making final de cisions. Inasmuch as the tmehers are the persons who, in the long, run, will be put ting the program into practical use, they should have a voice in formulating it.' This discussioa led to the decision that a definite need existed for continuing such a conference. Conferences were agreed upon rather than a permanent committee. It was also agreed that more thorough study be made before establishing a permanent organization and, in the tight of the find* mgs, a recommendation of needs be drawn up and be submitted to the formal edueationr' croup for final action. It i -i then decided that the most effec tive organization would be one large advi- School and College Session 75 R>ry committee divided into two smaller working groups, one subcommittee to make a comprehensive analysts of existing ac tivities of represented organizations, the other to develop a tentative program of activities based on findings of the first group. I was asked to serve as chairman of this advisory committee. The secretary is Wayne P. Hughes, director of the School and College division of the National Safety Council. Committee members are: W. P. Loomis of the United States Office of Education; Dr. Herbert J. Stack, director of New York University's Center for Safety Education; Burton W. Marsh, di rector of the Traffic Engineering and Safety Department of the American Auto mobile Association; Dr. Irma Gene Kevins, National Director of Accident Prevention for the American Red Cross; and Dr. Robert W. Eaves, secretary of the National Commission on Safety Education of the National Education Association. Your Division Reports A Report of the iVork of the Headquarters Staff of the School and College Division, National Safety Council By DR. H. T. HEALD Pne, tlHnoia Institute of Technology and Vice*Pm for Schools and Colleges, N. S. C. Preventable acadoits daim the lives of more children titan do poeomocua, diarrhea, enteritis; whooping cough, diphtheria, measles, cerehro-spsud meningitis, scarlet fever and infantile paralysis all combined. Twenty thousand boys and girls between the ages of i and 19 died in needless acci dents every year. These facts bring into sharp focus the need for a strong and active program of safety education. The School and College Division of the National Safety Council has ms its primary* purpose the prevention of accidents through education. There are several channels through which this goal is approached. They are: (1) giving advisory assistance to 'school systems in the improvement of their safety education programs; (2) developing safety education material* for teachers and pupils; (3) encouraging safety education activities in institutions of higher learn ing ; (4) promoting safety activities among * young persons; (5) establishing strong safety committee organizations; (6) en couraging other educational organizations to improve their safety education programs; (7) co-operating with other agencies inter ested m safety education. The activities of the Division and thes extent of its work are; of course, depodent upon available resources--the coopera tion of pupils, teachers, administrators, parents, sponsors of youth groups and other co-operating groups and individuals. Most immediate resources are the staff of the School and College Division and the staffs of the other program divisions of the Council: Farm, Home, Traffic and Transportation, Industrial, Statistical, Pub lic Information and Film Service Bureau. The staff of the School and College Divi sion includes an elementary consultant, a secondary consultant, a home economics consultant, an industrial education consult ant, a specialist in school plants, school transportation and accident reporting, and a school publications consultant. Also to be coanted as resources are the committee organizations we have set op-- the National Elementary School Safety committee, the National Secondary School Safety committee, the National Higher Education Safety committee, -the National Driver Education and Training committee, the Safety Education Supervisors' section, tiie committees on School Plant Planning, Pupil Transportation and Accident Report Revisions, and the Vice-President's Advi sory committee. In line with its objectives, the School and College Division .has quite a broad and varied program. It works with schools and professional education groups in three areas: research; consultation and exchange of information; and curriculum and prep aration of materials. If safety education is to be most effec tive, much research is needed to determine 76 J4th National Safety Congress, 1946 the "what, wby, when, where and how" ol accidents, the beat means eliminating accident cause*, and tbe most effective ways of disseminalmg information concerning accident prevention. To this end, research now being carried on by the Division in cludes several projects of major propor tions. One such project is that being conducted with the American Associatioa of Tochers Colleges on the problems of teaching safety in teacher training kutitieioBt Tbe first step was to find out what was being done in the field, and that step has been completed and reported it) tbe Association's year book. The next phase of the project is a series of spot studies in which different techniqnrs of teadnag safety can he tried out and the results on to other untiliitious. Another intentting md valuable project is earned on with the foot state teachers colWgti of ITrtifw a, study so tion for safety as mg tbe unfit)- rod with the Home Economics Educational Service in providing home economics super visors and teacher* with new matr-- -\ls and programs on home safety for tuaccmaktiig courses. Likewise, the Division works in a similar manner with the Division of Trade and Industrial Services. Another cooperative project, now in its third year, is tbe joint safety committee of tbe National Safety Council and the American Vocational Association. This committee is divided into a number of sub committees working on such problems as farm shop safety, teaching borne safety, accident reporting, safety for the pbyscaUy handicapped, safety in industrial arts shops, etc. The Division cooperates, toa with the safety committee of tbe American Home Economics Assodatfen in eslafifisbuic safety committees m the stale home <co- ffiptyiatirw and dewfiOpmg ***g" psted safety programs for their use. II* also work with their junior group, the Froure Homemakers of America dabs. Another mxfartaksag, new this year, is th* Conference of OffuintiTO for Safety in which the School and 04Vp> Division is jattidpmg and which was reported on by Dr. Srogttn this aftermu. This conference, it is hoped, w come iuuh* ami tspriaeMd work la developing safety education auaeridf and mtfftmdt far the inJ arts coffepe k*H a field preriomly rather roglocend, Tiro project udades a study of pfaot safety, stndeu behavior, and safety information in the content of certain courses. Foot leading ingawering colleges Georgia Scbool of Technology, the Engi neering College of the University of CaEfornta, the College of Engineering of New York university, and Hlinots Institute of Technology--were selected this year by the National Safety Council to develop a pro gram for the training of industrial safety engineers. These colleges are cooperating with the School and College and Indus trial Divisions of the Council io carrying out the project. The School and College Division co-op erates with the United States Office of Education oo many projects from time to time. A recent one, for example; was a study conducted in several states on pupa transportation. Tbe Division works, too, Participation in die Preuktt't Highway Safety Conference was an hpratt part of the Division's program this year. To morrow afternoon's general session efll he devoted to discusnon of that orofcrroce and its significance. _____ The work of tbe Dieisnm's committees falls into all three, of the areas f tnen- timed mcard). uuhengr of information, yyl curriculum. The lomsuittees work with the Division't staff on experiments gnj research, they test new attriaH and evaluate pnbhcataoaa, and make many valu able t*-~***-**--******ff to the program. The National Elementary School Safety mittee is typical of the others. Member ship ou the elementary committee is open to any elementary teacher in the United States who has anything to do with teach ing safety. There are at present more than 300 members of the group. A five-yeaT plan for its Executive committee has been School end College Session 77 drawn up with the objective of developing College group to be admitted to section a group of persons skilled in safety educa status by tbe Executive Committee of the tion at tbe elementary level. This group National Safety Council. It is made up of will serve-- a matter of fact, already is persons who, by virtue of their employ serving--to extend the scope and influence ment, are immediately responsible for di of tbe staff consultants. recting or supervising the safety education Some of tbe projects of this committee programs of city or state departments of arc a publication dealing with student safety education. At the time that this rapidly- organirations which was completed in tbe growing section was admitted in December, fall of 1945, and an experimental marmsl 1945, the safety education program planned for elementary teachers which is being tried by the group affected 30 to 40 per.cent of ont daring this school year and will be pub all school children in the United States. lished m the fall of 1947. Another very On the Vice-President's Advisoiy com interesting project Is die intergroup series mittee arc persons well known in the fields being featured in one of die elementary of education and safety. This committee newsletters. In this scries an attempt is arts as an advisory and consulting body for made to interest children in thdr own safety the Division. It evaluates die Division pro by contrasting, as well as pointing out simi gram, when called upon to do so, and makes larities of, accident problems of children suggestions for changes or improvements in m other communities. This helps promote the work of the Division. an wMkfpMA'm between peoples by dem Consultation, an important part of the onstrating that the same problems exist Division's work, is supplied without charge tferoughoot the world. ' to state departments of education, local The COwanittee also serves as a consulting school systems, colleges, teachers, pupils to the staff in the matter of publi- and local safety councils. Counseling is For example; one subcommittee conducted both by correspondence and by SAFETY EDUCATION maga- visitation with staff members, and many Two other subcommittees joined to- more requests for such services are re gtther to recommend subjects for and sup ceived than can be filled. ply materia! for lessen wits and posters. Consultation concerning a general safety The Higher Education Safety committee education program includes work in the is ms ontgrnwth of the former Committee | safety education curriculum, student safety on Tmkn Edueituxi for Safety. Although activities and administrative aspects. it in pahaty extending its scope of in- Staff members also do considerable work areas; such as liberal arts of an advisory nature in the several spe , its main interest is still cialised areas. School shop safety consul Tbe committee's chief tation has been made available to all 48 ns the annual compDa- states in tbe last few years, and several mt irity adoration courses offered states now have committees working on ac showed that 35 colleges cident reporting, ` inspection and shop safety 1 summer session courses curriculum. Most of the states have been provided with consultation in home eco The Drito Education and Training com- nomics, They are aff being encouraged to riate was formed two years ago for die indude more home safety in home eco purpoac of affording opportunity through nomics courses tad to develop home safety research and other means to procure; dis education programs. Staff members also ease and exchange information oo the prob take part in institutes to train driver train lems of drivei education and training in ing instructors and school bus driver super the schools. Subcommittees have been visors, and in in-service curriculum work studying specific problems which will be shops in which safety courses are developed reported at die committee's session. and integrated with regular courses. There are also committees working in the Consultation also indudes the grading of fields of secondary education, school plant the school section of entries in the National planning. pupil transportation and accident Safety Council's Traffic Safety contest and reporting. the making of recommendations based on The Safety Education Supervisors' sec these gradings to any city or state request tion of dm Division is the first School and ing such advice. 78 34th Notional, Safety. Congress, 1946 Another type: of consultation is the advice recently requested by film producers regard ing the kinds of films needed for school safety programs. Guidance and assistance in developing safety programs is- also given such or ganizations as college chapters of ih$ American Society of Safety Engineers, Boys' Gubs of America, Girl Scouts, Camp Fire Girls and junior home economics clubs. The manual, "Safety in the Boys' Gubs Shops," published last spring, was the result of the Division's cooperation and consultation with the Boys' Gubs. Materials published by the school and college division are developed with the help of the various committees in the field, and prior to publication are tested in member schools or submitted to the committees for evaluation. These materials are provided to schools free or at cost. Safcty Education, the only education periodical devoted entirely to safety, con tains articles of general interest. lesson units, posters and various special features. It is published monthly during the school year for school teachers and administrators, and has a circulation of about 10,000. Lesson units for four grade levels (lower elementary, 1st to 3rd, upper elementary, 4th to 6th, junior high, 7th to 9th, and senior high, 9th to 12th) are published each month during the school year and present various phases of the safety education pro gram. Tbc activities outlined in them arc designed to be integrated in the regular subject matter courses of the curriculum. Posters prepared to accompany the lesson units are also issued each month for both elementary and secondary schools. Circula tion of the lesson units averages 107,000 a month, and of the posters, 64,000r The Division also has prepared a ntanber of teachers' manuals which deal with spe cial phases of safety education---the ele mentary school, the secondary school, school shops, physical education and recreation, home economics, the rural schools, student safety organizations, etc. Two of these pub lications. Much to Do About Safety and Student Safety Activities, were listed by the National Education association and the U. S. Office of Education among the best educa tional books of 1945. Muck to Do About Safety was prepared for elementary school teacberk and deals with elementary school student safety organizations,, while Studrut Safety Activities is a handbook for sec ondary school student safety organizations. Safety Education Monos covering many phases of the safety program are available, and are compilations of information de signed to answer the questions' most fre quently asked concerning safety education. Many other pamphlets and reprints on vari ous aspects of safety education arc also published. Seven newsletters are issued periodically for the schools. Intended to be medhanS of exchange for ideas on safety programs, these are: Safety Exchange, for higher edu cation teachers; Safety Beacon, for ele mentary teachers; Safety' Sentinel, for elementary Pupils; Safety Scope, for sec ondary teacher?; Student Safety Organiza tion News, for secondary students; School Shop Safety, for the school shops; and Safety Highlights, for home economics supervisors and teachers. Other publications include significant studies conducted by the School and College Division and by other groups in the 6eld, as well as research reports of other divisions in the Council, including information on traffic and industrial safety. Visual aids are also produced by the Council. These motion pictures and film strips cover many phases of safety -traffic, home, fire, etc. Right now the School and College Division has undertaken a new and unusual project. In cooperation with Coro net magazine, the Division is producing a series of eight slklefilms based on the lesson units which appear each month in Saiety Education magazine. The series will cover fire safety, community recreation problems, traffic safety, safe practices in laboratory work, small machine tool safety, home safety and bicycle and pedestrian safety. The school subscription pian is designed to give schools and colleges the benefits of alt features of the program at the lowest cost to the schools. Through the option plan, put into effect last year, subscribing schools can get the materials and advice best suited to their particular needs. Schools may get, in addition to the bask wait, as many special options as they wish at a small additional cost. Subscription service consists of the Basic Unit and one Optional Service, the cost of which is $10; additional Optional Services School and College Session 79 are $5 each. The Basic Unit give? a scltoo) the full advantages of participation in the National Safety Council, including voting rights within the sections selected, and participation in all sectional affairs. It also entities the school to purchase at subscrip tion prices any National Safety Council materials. The Basic Unit provides material of a general nature, and the various options pro vide more specialized materia). The op tional services are Elementary, Secondary, Home Economics, Industrial Arts, Driver Training and Administrative. There are also specialised subscriptions complete in themselves, for the school library, school shop, the engineering college and the teach ers college. One popular feature of the subscription service is the annual Honor Roll award to subscribing schools for exceptional effort in the field of safety education. This year 59 schools won recognition and were listed on the Honor Roll, 14 of litem for the second successive year. Subscriptions of the School and College Division increased 35 per cent this year over last year's total. This substantial in crease indicates a tremendous growth of interest in safety education and the accept ance of it in the curriculum of the nation's schools. Standard Student Accident Reporting System (Committee Report) By ZENAS R. CLARK Chairman, Administrative Assistant, Wilmington (DeL) Public Schools The committee is not present today to furnish a finished report. Tt does hot yet know* enough to do this and is in need of further reaction and advice. Copies of a proposed form, devised by the National Safety* Council staff after consultation with the members of the Committee, are avail able and will be distributed. The committee wants to present them in terms of a general statement and then get advice and comment. The problem of the committee is to re vise and develop an accident reporting sys tem which will be used and which will supply data for control groups. In develop ing any such type of program, one must remember that the program is based upon voluntary participation. Hence it is neces sary that the plan be one which nil) secure all essential data without becoming too much of a burden. Before going into the details. let's review aeddent reporting in terms of the whole safety instructional project As I see it, the major objective is to sensitize children and adults to potential accident hazards and to develop in them a pattern for recognizing inherent possibilities. A person cannot be alert unless he knows about what he. is to be alert In such a program, accident reporting and analysis has a proper place and re sponsibility. It provides the data for plan ning the comprehensive progiam of safety instruction and the data for checking some of the effects of the program. It further provides data for selection of specific em phases at designated time. If this thesis is acceptable, let us examine the needs of accident reports in terms of several potential uses: (A) Gassroom teachers need informa tion to help them meet these specific needs and problems of the children in their groups. They also need information for direction of special emphases and prob lems unique to the individual situation. It is granted that classroom teachers have many duties and that many of than will not study in detail the trends shown in the reports. However, if the right type of report is developed, it is expected that the percentage of teachers giving thought ful study will increase. (B) The safety specialist needs an ver-all picture of the types of accidents in the school system as a whole. By studying cumulative records and past performances, trends can be developed and tbc necessary corrective measures initialed. Again it is granted that many places do not have a safety specialist. Here summaries are of particular value to the school administrator who must assume what he can of the duties. (C) Local officials cooperate with the schools carrying out safety programs, 80 34th National Safety Congress, 1946 and need {actual data to help them in their activities. Police, fire, and local safety councils are demanding organised factual data as a basis of their cooperatioiL (D) Tbe National Safety Council needs data from all over the school sys tem. Without these data, which are tbe foundation and the basis of their work, they cannot do the effective job which they are capable of doing. This being the case, the problem of the accident report system heenmea one of spe cifics. The copies of the proposed form are in your hands. Tbe committee realise* that many want more time in which to More their judgment However, there are some of tbe special problems which should be thought about in tbe use of this and many other forms: 1. What are the etrisitiil data neces sary to a complete Yeport? 2. How can these data best be secured ? 3. What types of form wiB secure more voluntary participants? These are the problems on which tbe committee needs help. They urge you to speak freely and without reserve. TUESDAY MORNING SESSION October 8, 1946 Group Meeting on Higher Education Presiding: Paul V. SAKCior, Pres, Western Michigan College of Education; Ptuk, .American Assn, of Teachers' CoHeges; and CHm.. National Committee on Higher Educa tion, N.S.C. Improving Teacher Education lor Safety By PAWL V. SANGREN Prw, Western Michigan College of Education Tbe American Association of Teachers Colleges some years ago, began studying the status of teacher education so far as it relates to safety. This program was carried through in cooperation with tbe National Safety Council We have a fairly good record from the college* of the United States showing what is being done at the present time in training teachers in the field of safety. Our findings indicate that too little is being done On the whole, up until a few years ago, colleges engaged in the.prepara tion of teachers mac neglecting to train the people who were responsible for con ducting tbe safety program. Following this study, two things have taken place. In tbe first place, it is appar ent, at the present time, that that study stimulated the interest .of large numbers of teacher training institutions in the United States. Recent correspondence with many presidents of teachers colleges in the United States indicates clearly that many of them have initiated some types of teacher edu cation programs in safety since that study was made. We are not sure just bow far this has gone along, because we have only an in formal report. But on this point we are dear, as of today many more teacher train ing institutiohs are engaged in some type of program for preparing teachers in safety than was true when this study began a few years ago. We expect to continue this program in the following fashion. We are hoping, at an early time with proper financial support, to carry on some experimental studies-- spot studies--in a few teacher training in stitutions in the United Stales. We can then hare some model or demonstration of the possible and most effective ways of training teachers in safety in our colleges of education. Up to the present time; we have not been able to find the proper finances for carry ing the program through, because we be lieve it will cost us several thousand dollars and the sutvqt should run over a period of two, three or four years. But wfc are still working on the scheme and look forward, in the very near future, to having the proper financial support to en- School and College Session 81 'able to carry forward an experimental spot study program which will show us the mifti of carefully conducted studies in the field of safety education for teachers. The American Association of Teachers College* not only has had a standing com mittee which has been engaged in this joint co-operative project with tbe National Safety Council but it also has had a rep resentative; an fact a chairman, on the National Commission for Safety Education for teachers of the National Educational Association. The National Education Association, through tins National Commission, and as a result of its work in co-operation with tbe American Association of Teachers Col leges, has produced two outstanding vol umes relating to the field of safety educa tion. One is just recently off the press and is entitled "Safety Education for Teachers, Part One, a Guide for Administrators and Teachers in Colleges and Schools of Edu cation." This volume is intended as the initial effort to summarize the philosophy and background which would guide ad ministrators in colleges of education and teachers colleges so that they may initiate and properly orient programs for the prep aration of teachers in safety. A second volume is in preparation and will be in print soon. Part Two of Safety Education for Teachers U entitled "A Guide for College Instructors of Safety Education." This second volume is intended to be an illustrative guide for the applica tion of safety education in teacher training institutions in the instructional program and is particularly adapted to an integration program in connection with the various subjects and courses taught in teacher training institutions. Now let us devote a part of our atten tion to a project which has been going on in the State of Michigan for a little better than a year, which has to do with a definite effort to improve safety instruction in the Michigan training school Two or three years ago, the State Com mittee on Safety Education for the State of Midiigan made a recommendation to the Council of Teachers Colleges Presidents of the State of Michigan to this effect: "We wish the colleges of education in the State of Michigan would co-operate in a sincere effort to put m operation in all the teacher framing institutions a definite pro gram for the training of teachers in safety; we wish that they would co-operate to the extent of resolving upon some united action which would involve co-operative effort on the part of the staffs of these institutions/' At that point the matter came to the attention of the Council of Teachers Col leges President* and tbe Council of Teach ers College* President* of the State of Midti0u decided that the place of begin ning was in tbe demonstration or training schools. We felt that if we can have practical programs of safety education in the schools in which our teachers are trained, we can .expose those teachers to good practice in safety education. With this thought in mind, we invited representatives from the National Safety Council, who spent sev eral days with our people working with tbe teacher* colleges and particularly work ing with tbe training schools. The result was that either the existing programs in these teacher- training institutions and training schools were improved or they found new sumulathuf and development, and new programs were initiated where none existed before. Improving -ty Instruction in the Michigan -aining School and Piwnttaino) DiirmsUm Lender: Paw. V. Sancrkv, Pres., Western Michigan College of Education. Pmticifmmts: Mayve McCAima, Teacher, Campus School Northern Michigan College of Education.' Pt Roy C. Byaw, Principal, Campus High School Western Michigan Col lege of Education. Edna 11 Hi ii unify, Teacher, Elemen tary Campns School Central Michigan College of Education. 82 34th National Safely Congress, 1946 THE CHAIRMAN: For what specific hazards do you teach protective measures that are limited to your school or your region? MISS McCARTKR : Just two weeks ago this morning, when our college classes in the Campus School assembled for work, a little child irorn the kindergarten, who had not been oa our campus before, passed by the windows of the shop room. The little child wa$ so thrilled with seeing so mam' people in this room that she became very* excited. In iacr, she became so exdted she cried out in alarm. The faculty member went out and visited her. He was thinking oi three months hence when, at that par* ticular window, there probably would be one of our greatest hazards--icicles. If you can imagine the location of our city up on I-ake Superior, that would not seem at all improbable. The only casualty in oar dty or Marquette last year, among children, was tliat of a child killed by an icicle dropping from the roof. Within an hour after this tiad been re ferred to our office, this icicle problem was referred lu our student council organiza tions. We have one at both secondary and elementary level. Another of our winter hazards is skating. At about the seven-year-old level, in oar school, children usually ask for skates, and so we have to train them or help to train them to meet the difficulties and to help them see the dangers of ioe-skating. The man who handled tire driver educa tion coufse in our high school last year, told me the greatest hazard emphasized in teaching that course is in the preparation tor winter driving Right across front our Campus School, there is a parochial school. Our street is very narrow. Children dodge in and out from behind parked cars `and it creates a bad situation, because drivers are bringing their children to both schools. The bus. which brings a great many of our children, stops at the same comer. That is another one of our hazards! Our buildings have been arranged so that when a student enters our building in the morning, he has college classes and comes to the training school. He does not have to leave the building at all. Our build ings are connected with corridors, present ing an additional fire hazard. Now that our enrollment has increased, we arc having to do quote a tittle bit of co-operative thinking and acting together to see that children leave the school safely. Our steps are not built tor children- Our physical plant was built for adults. We happen to be located in an area where tourists are numerous in the sum mertime. One of the fifth graders dis covered last year that we had a profusion of ragweed getting started. It is supposed to be a place where people come to get away from hay fever. This group of chil dren watt before a group of tbc Chamber of Commerce people to try to get than to see the need of the coanranitv. CHAIRMAN SANGREN: Can the other panel members add a sentence, or two to illustrate further this matter of adjust ing the safety education program to the Situation which exists m a particular school? MISS HEILBRONN: My school is in a very* small town and our college is at the very edge of the town. We don't have city traffic but we do have the rash of traffic that often occurs at the edge of a dty, and we liave absolutely no police protection. That means our school is responsible for traffic problems. Many of our children are from rural areas, so we have problems of riding on buses, getting on buses, getting off buses, crossing the road, taking care of yourself inside the bus, etc We also have such problems as walk ing tn the right side of a rural road, use of farm equipment and protection from accidents when at work on the farm. Wc have no dty fire protection. Our fire force is a volunteer force and that means that we have to do a great deal of safety education m fire protection matters. DR. BRYAN : Our stodoit body uses the classrooms on the college campus. They go to the college science building for their science classes, the college art building for their art classes and so on. That 'takes them all over the campus. There is a highway running right through the center of the campus, so naturally we have a problem every hour of the day. These young people are crossing a busy highway every time they go on the campus. MR. HARDAN (Safety Director of Army Air Forces, Wright Field) : They have been talking about hazards. The ques- School and College Session 83 tion is, how do they teach tlte protective method? Eighty-eight per cent of accidents are caused by an unsafe act CHAIRMAN SANGREN: I think that will probably come a little later. This question, as I gather it, is simply to raise and open up what the hazards are. I think a little later we will attempt to answer this question, "what are you doing about it ?" Let's go oo to question number two: "What techniques did you use to discover the outof-school activities involving hazards in which your pupils engage?" DR. BRYAN: Our teachers have used AocUcxt Facts and other sources of in formation on the assumption that hazards children face out of school arc similar throughout the country. Of course, we combine this with the knowledge that we happen to have of our local situation. In a committee meeting at the end of the last school year, some of the teachers in sisted we weren't going far enough. We can't be sure that there are not other outof-school hazards that should be taken into consideration. The committee derided to use standard accident reports for the next several years to see what wc would un cover. The advisers will keep that record because all persons returning to school after being absent for any length of time must come through the adviser's office. MISS HEILBRONN: We tried to do one thing, but we haven't carried it oo year by year, and that was to make a study of some of the activities in which children partici pate regularly out of school. If they be long to Boy -Scout troops, when do those troops meet, where do they meet, how do they get there, docs the trip take boys out on the street at night on tbdr bikes, and so on. Then, of course, in our parents' council we have done a good deal of in vestigating particularly into what work boys do on the farms that require the use of hazardous fools. I think this has helped os keep track of the hazardous activities that children are carrying on, and this has helped us to work out some of our problems. MISS McCARTER: We have taught through surveys--the children make surveys of the hazards in the building and the com munity. 1 think that we need to pay atten tion to the children's self-expression. That is a grand technique for finding out what tbc hazards are and where they are. This can be done through field trips and ex cursions. MISS MARY MAY WYMAN (Louis ville) ; Will you explain what you meant by self-expression. MISS McCARTER: In one of our art classes one day, we had a little first grader who drew a picture of himself with hit sled tied to the snowplow. Our student teacher was alert, and used that as a bulletin board lesson. It seems to me that was a good technique for finding out what was going on in the minds of each. That child, un doubtedly, bad done just that at some time or other. The teacher took the children, following that, to find out the working of a snowplow in action. MR. JAMES MANN (Winnelka) : May 1 tell you a snow-plow story? The village was plowing sidewalks just across the street from the building. The kindergarten had just been dismissed and I looked out to see four or five children following the snowplow; they were right abreast of it, near the big blade. We got the driver to stop and we took the children back to the kindergarten. We sat down with them and talked it over very' iarcfully and got them calmed down and ready to go home. The teacher talked to them at considerable length before they went home and she thought she had them properly impressed. As they went home, she asked them one by one what they were going to remember. One little girl said very solemnly, "We are always going to remember not to get * front of a snow plow because we ought get in the wheels and stop it/' MISS HEILBRONN: We have discov ered, in this matter of ice and snow haz ards, that it is well to do some definite parental education, as well as child educa tion. Wc have found that parents take i!te children out for a Sunday afternoon joy ride, and allow* the children to hitch their sleds onto the back of the family car. Howarc you going to develop safe habits in children if parents do such things? CHAIRMAN SANGREN: The next question is; "How did you determine in which level specific items of safety should be taught?* 84 34tk National Safety Congress, 1946 MISS HEILBRONN: We doo't have any hard and fast rule as to where anything fhodd be taught becnnsc, in safety educa tion, we feel that the time to teach it is when the need arises. When we discover that certain projects are arising, we teach the safe wa, to do them. For example, during the war we had to teach at an earlier age the safe use of tools and equipment, because many children were helping in homes and on farms with hsivdons activi ties that they di<fa't engage in before. That was our dunce to teach safety at an earlier grade level. A lot of our teaching is inci dental. It has to be! DR. BRYAN : Most of the safety teach ing is done in conjunction with the activi ties of the classroom and the extracurricu lar activities. For example, in home economics, the matter of home safety and the proper use of sewing machines, irons, cleaning fluid*, and so forth--are brought in as they come up. However, our Committee oo Safety Education, in evaluating what is being done and what should be done, decided that there are certain elements of safety that are not being taught by integration and a certain period is set aside in which elements of safety, that are not taught elsewhere, are emphasized. Of course, that raises the problem of selecting the items that will be taught In the opinion of the committee, it was deemed wise to start with, to select certain accident facts and 'information, and than allow the class members to express their opinions on the particular problems they feel they are most interested in. The class often raises additional problems not already listed. MISS McCARTER : We have not yet reached that stage of development. We have tried to go through our orientation period of developing a safety program. 1 reel that this is one that must be worked out with a common philosophy. Thus far our* has been determined more by the in dividual teacher in conjunction with her other phases of worlc, as needs and ex periences arise. MR. CLARK (Wilmington, Delaware) : 1 would like to ask the group if, m their planning, they think of a comprehensive over-all safety program for children in the elementary school, or whether the plan is haphazard, taking form as the moment arises? DR. BRYAN: In our particular shna tion, we have a committee that include* representatives from the duumUry school program and they, of course; work out their own program. MR. HARDAN: In that program, b safety teaching combined with other classes? DR. BRYAN: It is a part of the regu lar class-room work. All our teaching is integrated with other work. CAPT. BRACKETT (Grand Rapids Police Department) : We have a particular problem in Grand Rapids, now, with scooter bikes and motor bikes. What would the panel suggest to solve the problem? A tot of the drivers of these vehicles aren't 14 year* old and, in Michigan, drivers have to be 14 to get a motor vehicle oper ator's lichtsc. What is the nhtMi to our problem? DR. BRYAN: A friend of mine recently was hit by one of those new sfooter motor cycles. He suffered a broken oose. He had to go around with it afl bandaged up. and the only sympathy be got from (us friends were remarks like this: "Watch oat for baby buggies m the future!!"* MEMBER : Arc not those Hustfad as motor veUdn? CAPT. BRACKETT: Sure they are. but a lot of kids are riding them. MISS WYMAN: Doesn't that become an enforcement problem? MISS WEEDON: ft is illegal to drive a motor scooter in practically every stole without a driver's license. So it is up to your police departments So enforce rim he. Of course, the po&oe are always I rriram about iit.ifiiig a minor and we gupuhie with the pofice on that sown, kg, speaking for myself and not for the Nstiti--1 Safety Council. T thmk the poBee shnadi get lotgk CHAIRMAN SAXGREX: Qaetfoo number four is "Wbot safety rcspaaaHtdes are delegated to the boys and girls in the school T" DR. BRYAN: In m school sifting. there are certain things ikt the staffs* council ha* been doing foe some time. Tbese activities were largely initiaaed by the stu dent coondL It 1ms jiaiwih/td safer** School and College Session 85 activities and has been carrying them on for a long time. For one thing, an assembly committee plans all assemblies in co-operadoo with the assembly director, a faculty member, and recently three safety assemblies a year have been scheduled. One assembly last year was an original play that had been written in one of the English classes. It was a satire. I forget the title but it was something like "Quick Way to Destruction." A group of toughies devised ways for quickly ridding the com munity of its entire population. Of course, in so doing, they got into many angles of safety in the negative sense. Another thing the student council has long had is a monitor system; in addition to managing all study halls, their duties have long consisted of planning traffic and keeping the building clean. The council appomted a citizenship committee, each homeroom being represented oo that com mittee. The gimp meets regularly twice a month, sometimes four times a month, and its respcostbiBty is largely checking and discussing citizenship problems. Of course, safety is a Mg past of dtuenship. Then the citizenship committee reports baric to the student council. The student council puts up safety post ers m the halls from time to time during the year. Every member is constantly on the outlook for hazards. For example, if the grounds then do not get the tee off the stairs as promptly as they should, we hear about h in the office. I recall the stndent cdhnril recommended that we put a roof over a stairway recently erected in the building, because water dripped down in the winter and froze on the step* making them slippery. The council asked us to reinforce a ban- . aimer which the students lean on, at the op of the stairway, and the council has token ipiitc mi interest in school fighting. Two or three years ago the council got a fids meter and checked all the rooms in ftiml after which it recommended that a new fighting system be installed in the tody haR Of course, with all the facts awd figures presented to us. we had to put m a new lighting system. Laze year, another check was made and we bad to increase the light in two of the classrooms. I think this illustrates foic of the things that can be done. MISS HEILBRONN : Our school is an elementary school, and we have a safety patrol. We also use bus patrols, because so many of our children travel by bus. In addition, our student council appoints a committee which has to do with safety within the building. These children Inspect, from time to time, and make recommenda tions for correcting hazards. We also have a committee that works on playground hazards. It is very alert to re porting not only physical hazards in equip ment but human hazards, such as children bringing the wrong type of playthings to school. MISS McCARTER: One of our prob lems Is our safety patrol which has to be planned with the safety patrol of the school across the street from ns This takes a great deal of co-operadoo and planning on the part of the children. We work together, and, I think, it is rather interesting that we caa do that. MR. CAHOON (Flint, Michigan) : I am in charge of the safety patrols in the city of Flint. We are quite an industrial town and we seem to be having a problem in attracting the proper sort of students to the safety patrol work. The students who seem to be the mart students in the school have after-school jobs and they believe, for some reason or other, that safety patrol work Is a little degrading. It appears that we completely stock our safety patrol workers from the elementary schools. The junior high schools and the high schools pay no attention at all to these safety efforts In addition, the older students make trouble for the elementary school patrols, kidding a lot of the hoys out of wanting to be oo the job. I would like to ask if anyone is running into the same problem. What might we do to encourage the proper sort of boys to be on the safety patrol? In many of our schools, the low scholastic record boys, who would like to be leaders but just aren't, take over the safety patrol work. The boys who are the natural leaders are not attracted to the' patrol. MISS McCARTER: How ara your patrols selected? MR. CAHOON: By the schools. Each 86 34tk National Safety Congress, 1946 school selects the patrol member* from the sixth grade, the homeroom teacher or the principal doing the selecting MISS McCARTER: Do the children have am part in the selection? MK. CAHOON: The children volunteer their efforts. Out of a room of about fifty, about 1-4 or 15 boys volunteer for service on the safety patrol. The patrol only re quires seven or eight members, so the teacher picks out the ones she feels are hr>t qualified. Usually teen-age boys don't volunteer because there is no remuneration fo: the work and our children are interested in getting paid for anything they do. MISS McCARTER: Our children have a part in choosing their patrol. MR. C'AHOOK: The whole classroom . hoose* ? MISS McCARTER: Yes. DR. BRYAN; The problem there is similar to the one I have experienced a number of times in connection with *>.r monitor plan. As I mentioned, our moni tors manage all of their study halls and do hall patiol work and so forth. 1 have seen situations where, when that plan was first initiated, none ol the students were particu larly interested and the job didn't have any prestige. We felt we had to build up pres tige. In co-operation with the students we look every opportunity possible to build up the prestige of that work. For one thing, we aimed to point out that an appointment of that kind was one of distinction. That t, the person appointed to the post had certain outstanding qualifi cations; he got hts job by virtue of those qualification*. Then, w< did a number of other things. We gave appointees a promi nent pari in our honor assemblies; we is-ued certificates to them and had a regular in-taliatiou ceremony. ( think one thing that helped, as much as any thing cl*< was the dinner we gave them once a year. At that dinner, the student council honored the monitors and reviewed (he services they rendered the school. We generally try to have at least one distin guished person m to meet with them at that dinner and give a brief talk. By this method of building up prestige, we have achieved good results. It has come to die point where, instead of 20 per cent being wilting to do the work, as was the case in the very beginning, about 95 per cent are glad to serve. The only refusals we get now are from individuals that jut can't do it because of schedule conflicts or some thing of that kind. It is one of the honors that the yoimger kids in school look forward to attaining when they are a little older. So. I think, your main job is building up prestige. CHAIRMAN SANGREN: Our fifth question is: "What activities have been undertaken to secure parental co-operation in safety instruction C MISS HEILBRONN: In oar school we have had this problem arise and we have handled it through committees that have worked with oar Parent-Teacher associa tion. We have a very active P-TA and whenever we have a problem aris^ we have a committee work with the parents through the association. MISS McCARTER : We have done that too with parents' groups, but our system is to report to parents through interviews and conference*. We feel this is one of the methods that has been most successful with us. Each teacher has at least two confer ences with the parents during the school year. CHAIRMAN SANGREN: Our sixth question is: "Wiat problems have involved community co-operation for safety?" DR. BRYAN: The representative of our college staff is on our city safety council and the work involves co-operative efforts in one way or another. For instance, we had a problem at Halloween, when much damage was done by mobs of kids running through the streets and so forth. It was a very bad situation. This degneratioa oc curred gradually over a period of time. Finally the entire community was worried about it A couple of the teachers on our staff, ha co-operation with members of the safety recreation committee, got the idea flat maybe we could turn Halloween night into a constructive program of activities. They talked it over, called in representa tives of all other p'oop* in town---school groups, and civic groups--and out of that developed a program. On Halloween night, there now is a program in every district in town. The junior high'schools all had programs planned, largely by the students with the School and College Session 87 * help of adults. At the city armory, the Junior Chamber of Commerce had a big psogiam to attract some of the older stu dents. It xnu surprising,- the result we got. There was a negligible amount of damage dune. The kid* were all so busy that night that they didn't have a chance to roam the streets. It was such a grand success that, of course, it will become an annual feature of our community. MISS HEILBRONN: In our commumty, we have a director of recreation that functions all the year round, after school. Satnrtbys, during vacation time, and so forth. That director is a parent, a mother, who is a trained person, incidentally. We also have a community council that was really started by a junior and senior high w^ool group of boys and girts who want*. -> <afe place to go evenings and Sttonh; >. The ministerial ass aatiou, the school system, the college, and parents and Che children themselves got together and organised a council and established a youth center. They put on a campaign and earned the money to ran the center and pay a director. Ti..s has done a lot toward taking our children out of hazardous places and giving them a safe place to go. CHAIRMAN SANGREN. Our next question is: "What contributions have pre. service teachers made to the improvement of safety education in the campus school?" MISS McCARTER: White we have had no (fired coarse in the college for training m safety tJacwkw, we do feel that our pre-servioe teachers in the training school have performed quite successfully. One of otrr best units on safety last year was car ried oo in the high school by the English department as a result of the course in driving offered. The unit developed mchfantafly and was handled by a student teacher. One of the finest activities I have seen was carried out by a student teacher at Oirianm The student teachers I had were the ones fat the borne economic depart ment. In plsauing decorations and food and all for the Christmas party, they took into connderation all their safety Work. We have no course planned for training in that line. It Is just as we function with the indtvRhxal teacher and the teacher, in turn, with the children. DR. BRYAN: 1 think we do pretty much the same in oar school. These stu dent teachers participate in all the activi ties of the school. Wherever safety activi ties are involved, tbqr have to help carry them out; when they practice teaching in home economics, for example, they have to help plan the safety aspects of the work. I might give one illustration in the extra curricular field. We have a hunters' club that is sponsored by a student teacher each semester under the sponsorship of a staff member. Last year, that student teacher and tiie youngsters on their program com mittee planned several programs that could be classified as safety programs. They had a film on safety and the safe use of fire arms. That is one of our local problems. The)* had the game officer in our district in to answer objections and questions, and he placed emphasis oo safety. One of the boys in the group happened to be the son of a man whose hobby was guns. He col lects guns, rifles and pistols. As he put on his program, of course, he emphasised the safety, angle. In addition, during the early hunting season, the club was given the op portunity daring an assembly, to give advice on the safe use of firearms. So, indirectly, the student teachers hare a chance to make their contributions. CHAIRMAN SANGREN: Our last panel question is: "What has been the most significant development as a molt of your year's work?" MISS McCARTER: I think that our outstanding development has been the sev eral needs we have met First, we have worked out a common, consistent co-opera tive philosophy of safety education. Then we have done something about the pre service and in-service training of teachers. And, lastly, we have delegated responsibil ity. That, of course; wiQ work itself out as we work out a common co-operative philosophy, but we hope that, with our training of pre-service teachers, we will be able to work out some type of training be fore they do their practice teaching. MISS HEILBRONN: I think probably our most significant development has been a change in attitude. We now feel that regulations devised by the children them selves, which have evolved out of a need, rather than disciplinary action, are much more satisfactory. Instead of doing things <8 34th National Safety Congress, 1946 certain wavs in the building, on the stairways and on the playground, because these are hard and fast rules and regulations set op by the administration, these activities are governed by rules devised by the chil dren because they sec such safe actions are necessary for safe living. The change in attitude >5 probably one of the most sig nificant things that has come out of the program. DR. BRYAN: Prior to last year, our saiety program was largely a matter of the individual teacher's judgment and the in dividual teacher's planning. As a result or committee work, everyone has become more safety conscious. We realize we haven't done any more than get a start in this field and, I think, course labeled safety education, our various subject matter areas were not covered. Actually it would be pretty hard to handle an economics, sodotogy, biology or other such course without dealing with safety*. 1 think I could illustrate my pome We are in a stage of development god wc are trying very hard to work out what we think best fits the particular need of our community. I think perhaps it is going to be much better to plan in smaller groups before planning in large groups. Then, perhaps, we can let our planned course come as a fault of that planting, rather than have safety education inflicted without the need first being felt. I might use Dr. Weedon as an illustration, if she docs not mind my being personal. we are on the right rood to developing a She was invited to come to our school better program. last year as a consultant. We were not MR. WINTERS (Stale Department of quite ready for a consultant, and it was Public Instruction, Utah): I wondered in not Dr.'-Wcedon's wish that die come in hearing this discussion, whether or not you and try to set up for us planned pro have within your program of teacher train gram.' We realized after her visit that the ing a definite place for each pre-service program must come first through small teacher to practice teaching safely educa group planning, later large group planning tion in the schools? It has seemed, from and then it would continually grow, just the discussion this morning, that the actual as a child grows in his reading ability. He teaching may he just a little haphazard, gains, and he naturally evolves, and goes king left to the teacher's judgment It all the way through the various stages of seems to me, at this time when emphasis on development and growth. Of course, our safety education should be so great, that plan of safety education is growing. We the teaching pattern should contain a spe hope it has evolved as with the child. We cific unit on safety. In connection with the question that was are trying to trace the Stages of develop ment and we feel that, in all areas of sub asked awhile ag about what we can dp to ject matter, wc are covering safety educa add prestige to the junior safety patrol, m tion. but wc are just not labelling it safety one community in Utah, the Lions Club was education as yet. Does that answer your contacted hv the schools and the Lions question in any maimer? took over the junior safety patrol organiza tion It has added prestige to the organiza MR. WINTERS: Yes, I wasn't con cerned about it being safety education, and tion. furnishing the boys with their slickers for stormy weather and other equipment. The fact that prominent citizens in town sponsor the patrol has added prestige to die point where when one boy was nominated lo two positions--chief of the safety patrol and student body president--he chose to resign as the nominee for student body president and ran instead for chief of the junior safety patroL MISS HETLBRONN: In our school there is a definite place for safety educa tion and the teaching of safety. They get it at the same time they practice leaching. MISS McCARTF.R: I didn't mean to insinuate that, because we did not have a entitled as such, but 1 am concerned about having safety education as m part of each unit of instruction. MISS EMMA SCAD (Public Schools); I would like to ask Miss Weedon what the National Safety Oamcil can do to get the state colleges mid normal schools to incor porate safety education ta tbeir curricula, and what can be done to make them con scious of the feet tint safety must he in cluded? I think Miss McCarter is right .when she say's safety is caught in all areas, but shouldn't the new teacher have safety emphasized so (hat die will seize oppor tunities in every area? Sometimes we do it School and College Session 89 incidentally. Maybe in the normal school there should be definite safety instruction, under the title of safety education. MISS WEEDON (N. S. C. Staff): I lave a long speech outlined *here. But I want this group to bear from Marian Tel ford, and we are already running late. Therefore. I am going to urge you cordi ally to stay and meet the members of the panel after we are adjourned. CHAIRMAN SANGREN: I want to make two comments, in closing. You must realize that the program presented here this morning by these three institutions, repre senting three of four teachers colleges in tlie State of Michigan, is only a beginning of what we feel will be a well planned, well implemented preparation for teachers of safety* education. I know* the speakers don't warn to give the impression they are satisfied that the job is completed or that they have all the answers. On the con trary. they want to bring you up to .date on what has happened in about a year's time. They hope that in another year or in several other years they can develop, in teacher institutions, a program that is de signed to prepare teachers for this im portant safety work. 1 think yt>u also should recall that this is just one attack on the program of pre paring teachers for safety instruction. The attack is through the medium of exposure of the student teacher to a working pro gram in the training schools. We have insisted mil along that that is the first place we have to attack. We have to protect the children and fur nish them a safety program; then the student teacher has to see that program in operation, be exposed to it and work with it. Also, 1 think this represents an initial effort towards co-operation* on a state-wide basis. You understand that it b relatively futile for one institution to have a program, when all the other similar institutions in the state do nothing. The Stephens College Project By MISS MARIAN TELFORD Assistant Director, School and College Division, National Safety Council What vc bare attempted to do at Stephens College b work out a pattern in this whole, field of safety education. We have attacked two problems. One is the in structional aspect of the program. Wbat do the girls at Stephens need to know about safety education ? What do they know when they arrive at college? After all, presumably they have been exposed to the fine elementary and secondary school programs. What do they need to know now? The second problem is what college peo ple, what departments of the college will be responsible for imparting whatever knowledge is necessary? And how ran the college safeguard these people while they are at college ? Stephens College, you know, is a fascinat ing place. It has everything: a private lake; it teaches girls how to fly; they have stables with a lot of beautiful horses in. them. They have everything under the sun. They have a thousand rooms in use, classrooms and living rooms. Everybody lives on the campus, some of them in buildings that have been in service, I fear, quite some time; some of them are in newer buildings. There are all kinds of conditions as far as environment b concerned. Where are all these girls going to do their laiaidry and ironing? There are lots of specific problems like that. Through the help of some of the technicians associated with the state inspection service, a rather technical survey was made of the entire plant. We are now working out shorter surveys, the day-by-day checks that need to be made. For example, we found in making the over-all study that the distance between the fire hydrants and certain build ings was so much. That isn't the of thing that needs to be checked every day. The buildings are going to stay right where they arc and probably the fire hydrants will also. But in the day-by-day check, what do you suppose we found as one of the com- 34th National Safety Congress, 1946 mon hazards? There are a great many place* on the campus where sidewalk* run under dormitory windows. Stephens girls drink milk and coca cola. They have no cooling facilities in their bedrooms, so they stand the milk and coca cola boftles on the window sills. 1 am sure it is just a matter of time before someone, probably an illus trious professor, is going to .be beaned by a coke bottle while walking on the campus. A lot of specific problems like that have to do with conditions under which the students live. The doctors have been working on the problem of what an adequate student aeadent reporting system would show. Whal docs the college need to know about the accidents which occur ? What heeds to be done when an accident happens? The situa tion there, of course, is very unusual be cause of the sdd|uate medical staff that Is available at all hours of the day and night, every day of the week, so Stephens has perhaps a different problem from what you may have in other institutions. All that has been said here about the Michigan program hong somewhat antici patory. Dr. Sgrtgren, I think can be doubled and underscored regarding the program at Stephens. We arc just getting under way. Those of us in the Council fed privileged, of course, to have an opportunity to work with such a fine person ms Dr. Charters and at an institution in which so many peo ple are interested. I think the reception of the program is something that would warm the hearts of the old line safety member who used to think that nothing could ever be done about any of these college people. I think there are many evidences now tint such is not the case. Because the program is incomplete and in the process of development we would welcome any suggestions that any of you would Jike to make. The meeting adjourned at 11:30 no. TUESDAY MORNING SESSION October 8, 1946 Group Meeting on Physical Education Presiding; Hoot Manixy, Specialist in Health Instroctico & Physical Education, Recrea tion and Safety, Office of Education, and Pres, American Assn, -for Health, Physical Education and Recreation. Safety in the Selection of Athletic Equipment and in the Planning of Recreational Areas By HOWARD C. DANPORD IHr, Dept, of Health. Physical Rdastlna. RecrntioQ and Safety Madison (Win.) Public Schools Many of the activities in physical educa tion and recreation are hazardous in nature and, in part, owe their popularity lo this characteristic. Remove entirely these ele ments of danger which are inherent in the activities and they will lose much of their appeal and value. However, a considerable portion of the accidents occurring in these activities are due, not to hazards which are a part of the activities, but to extraneous factors such as improper or inadequate equipment and supplies or to unsafe places in which the games and sports are con ducted. Even in those cases where the hazards are a part of the game, there is tio special merit in * bong injured. The appeal of the activity may lie partially in the hazard involved, but the satisfactions arc greater when the participant faces the danger and proves himself master of it The 1946 Edition of Accident Facts'*1 shows that 44 per cent of all accidents to school children occur in the school building or on the school grounds. Aboot ooe-foorth of ail `such accidents occur m the school building and 34 per cent of the building School and College Session 91 accidents happen in the gymnasium. Acci dents on the school grounds account for 20 per cent of all school child accidents. Almost all of these accidents involve chil dren at play. Pinckney's study1** of accidents to Texas school children lists eight groups of activ ities being engaged in when accidents occurred. Play and recreation is highest on the list with 49.81 per cent of all the acci dents charged against it. Of 593 accidents among elementary and secondary school pupils >n Madison, Wisconsin, during the 1944-1945 school year, approximately 43 per cent involved pupils engaged in play activities. Lloyd. Deaver, and Eastwood esti mated''* in 1939 that 17,330 aeridents occur m athletic activities in high schools every school year, with a loss of over 17,000 choof days. These data dearly indicate a need for u/ety education in the physical education and recreational programs. To eliminate the hazards natural to a game would re move much of the fun of playing it and would tmmmize the opportunities for edu cation through the game. However, a pub lic institution which does not adequately protect its students from tvmecessary haz ards is derelict in its responsibility to the students and to the public which it serves. Accidents due to faulty equipment and improper or inadequate play facilities are unnecessary, inexcusable; and should be prevented. And yet, approximately 20 per tmt of the physical education accidents involving high school pupils are reported to have occurred from these causes.'** Adequate, substantially built, properly fitting protective equipment is aa impor tant factor in the fidouiwi of athletic in juries. Most of the athletic activities in high schools are cootrolled by well-estab lished roles which require the use of certain types of protective equipment The rale in mftfeM -which requires the catcher to wear a mask is an example. However, these roles usually establish only minimum standards and should not be permitted to prevent the adoption of requirements guar anteeing greater protection for players. The relatively large number of fatal accidents which occurred during the 1931 football season resulted in rule changes recommending among other things that players be prohibited from wearing equip ment which officials considered dangerous to other players.'*' Since that time many improvements have been made in protective equipment for football players although the war greatly retarded progress in this area of safety. When selecting protective equipment school officials should be guided by the following standards: 1. The garuoit should be resonably comlortable in any temperature in which it is to be worn. 2. It should fit well, allow freedom of movnnoit, and give necessary support. 3. It should afford adequate protection against the hazards for which it was designed and it should not create addi tional hazards. A football helmet, for example, originally intended as a pro tection for the wearer, should not be turned into an offensive weapon. 4. It should be durable. 5. It shoulld be of high quality and purchased from reputable manufac turers.''* Piper, shortly before the war, listed the following recent improvements in football equipment: 1. Side line markers and corner ffagposts of rubber. 2. Improved construction of pads for shoulders and hips: light but strong, better fitting and padded on the sur faces. 3. Thigh guards of bakelite and over lapping sponge rubber knee pads that slip into pockets built into the pants. 4. Locking devices which prevent cleats from backing off. 5. Elastic webbed belts with leather at both ends giving more "play*' and ketpuig pants in close contact with the shirt. 6. Helmets constructed with hammocks to keep the head from contact with the top surface. 7. Special types of protective devices for the abdomen and other surfaces. S. Improved types of knee braces made to individual measurements. 9. Blocking dummies that can be used in place of "live bait** so the scrubs don't have to be used as "cannon fod der" for the varsity. 92 34lk National Safety Compress, 1946 10. Protective blocking uniforms for "live" blacking practice. (Although live blocking practice is not recom mended-) <,J Recently a letter was sent to a number of selected high school coaches u Wis consin. to Paul Ncverraan, Secretary of the Wisconsin Interscholastic Athletic Asso ciation and to Dr. Floyd Eastwood, under whose direction the annual Surrey of Foot ball Fatalities is made, asking for informa tion on any recent improvements in pro tective equipment for football players or athlrtes in any other sports and on any further improvements which they felt should be made. The replies are extremely interesting and valuable as they point the way toward greater safety for our athletic participants. They are summarized below: Football 1. More and more schools are using the rib pad or rib girdle for protection of the ribs and sternum. 2. The shoulder pad has been so shaped as to give better protection for the shoulder point A well-designed pad protects the point of the shoulder as well as the collarbone area. The canti lever type is much safer than the flat type. 3. The heavy old-fashioned metal braces for protection of elbows and knees are now illegal A more modern brace of . soft material is available. The most common is plastic. 4. A recent development is that of plas tic contact lenses and safety goggles of shatter proof glass to enable boys with defective vision to compete in sports more safely. 5. Buy the best grade of eqnjptnmit but be sure to see .that it fits properly. 6. It is very important that shoes fit properly, thus reducing the number of blisters, sprained ankles, braises and infection. Aluminum or steel deals should be eliminated as many serious injuries have reslilted from their tee. 7. Hard projecting nose guard* on hel mets should not be permitted as they too often become offensive weapons, 8. A plastic hip pad Is now being manu factured which is light but seemingly very effective. Weeded Iny uieananta ). Reconstruction of oar football headguards based upon a study of the re searches node by the American and English armies on crash-helmets. Ex tend these in tbe back to protect the neric. 2. A better hip pad is needed to insure greater protection of the hip joint and tbe base of the spine. 3. An improvement in die thigh pad pro viding for greater flexibflly yet giv ing adequate protection. 4. A nose guard which, while protecting the wearer, cannot serve as an offen sive weapon. 5. Cover all shoulder, kidney and rib pads, and head guards with foam rubber. 6. Provide belter protection for knees, elbows and teeth. . 7. Provide a better cleat and cleat as sembly. ooc that will not split or come unscrewed during use. 8. Cover all hard pads with at least H* of foam rubber. Basketball 1. Reduce tbe size of tbe basketball in high school By reducing the sixe of the basketball from 32* to 29J4* the W. I. A. A. brought about an 85 per cent reduction in the namber of bro ken fingers among high school boys. 2. A good grade of knee pad thodd be worn in both practices and games in order to prevent floor bums. Track and Field 1. Reduce tbe height of the high bardies in high school. The height of the high bardies was .reduced in Wisconsin a tew years ago from 42* to 36* thus diminatmg most of the accidents in this activity. A better rocker type of hurdle that* will fall or give more cas9y when strode or tipped by the hurdler's spikes is needed. 2- The javelin has been eliminated be cause of the hazard and some suggest damnation of the discus for the same reason. A discus smaller than the college discos was developed for use in Wisconsin high schools. 3. Provide * separate pits for pole-vault, high jump and broad jump. School end College Session 93 Basting 1. Use a protective helmet at all times, such as was used in army training camps. 2. Require tbe use of the new plastic cup supporter. 3. insist on use of gloves with thumbs laced to palm. A glove should be manufactured with the thumb a part of the main section of the glove. 4. Provide a new boxing band wrap which will prevent knuckle abrasions and infections. The ones used now are inferior and cause Irritation of the skin. Baseball 1. Eliminate the metal cleat and substi tute a hard rubber cleat. Items of protective equipment, other than personal wearing apparel required by rule, which should be provided for various activ ities in physical education include safety belts and nets, mats for tumbling and gym nastic work or apparatus; pads on parallel bars; croas straps on rings; chalk, magne sium carbonate, to prevent tbe hands from slipping on apparatus guards for eye (hues; and bat bandies with safety grips of cork; tape, or composition material. Playground Apparatus The safety factor b of great importance in the selection of playground apparatus. It sbould not be the sole faclor but if numerous serious accidents occur on a piece of apparatus, its removal will usually follow, regardless of its educational values. Highly hasardoos equipment, therefore, ought not to be installed on playgrounds. It is recommended that die apparatus oo a playground be fontted to horiraotaJ ladders, horizontal bars, and low climbing struc tures such as castle towers or jungle gyms. In Madison, we restrict the use of the ladders and bars to children above tbe third grade as we found dial almost all tbe serious injuries which occurred oo these two pieces of equipment when they were first installed involved primary grade chil dren who lacked tbe necessary height, strength and judgment to use them with reasonable safety. Planning Recreational Areas Many of the accidents occurring in physical education or recreation result from Improperly planned play areas. A child swinging on a horizontal ladder Is struck by s ball batted from an adjacent diamond; a boy attempting to retrieve a soccer ball which rolls into the street from the play ground Is hit by a car; first grade children on their way to the sandbox are run Into by older girls playing hit pin baseball. None of these accidents would have occurred on a well-planned and properly constructed recreational area. . Safety should be built into play areas by following certain basic principles of recre ational planning. I. Selection of a Safe Site The alert schoolman knows that safety in recreation begins* with tbe selection of a safe recreational area. Some of the most difficult safety problems of a recreational leader would vanish if the play area had been properly located with reference to the hazards of contemporary lifeAmong the standards which should be of value in selecting a safe play ground are the following: a The playground should be in dear view when approached Oo the high way from any direction. If it is impossible to provide open ap proaches, warning signs of standard design sbould be displayed in prominent locations. b. The play ares* should be near the population .ccuter it is designed to serve. The most dangerous and heavily traveled streets should be come. the boundaries of the dis trict. c. Play areas should not be located near such objectionable features as railroads or industries which may be physically hazardous. d. The area should be as level as possible. Grounds which require retaining walls, terraces, and steps increase the hazards to child safety. There should be sufficient slope to provide proper drainage. e. Space should be provided for safe parking of automobiles. Driveways On school grounds should be planned in such a way as not to add to the hazards of the play of children. 94 34th Notional Safety Congress, 1946 1. On school grounds, buildings should be located in such a man ner as to provide a maximum of play space with proper shape. It is usually best to locale the buildings at one end of the grounds thus leaving the remaining area unbro ken for play purposes.'"* 2. Provision of Adequate Space Large numbers of children playing vigorous games in limited spaces is a frequent cause of accidents- In general, fairly adequate provision has been nude for football, track, basket ball and tennis but almost any space has been good enough for the Other sportsWhile the number of children to be served by a playground obviously in fluences the total amount of space needed, the practice of determining space needs on the basis of a definite number of square feet per diDd is not desirable because the essential play needs of even a small member of children require a certain miabnun sized area in order to provide the necessary equipment aad play jpaccs. la other words, one baseball diamond may meet the needs of a school with as enrollment of fifty boys but the same amount of space for baseball is also needed for a school of nine boys. National standards stipulate that an elementary school should bare a nfimmnm of five acres of land; a junior high school ten; and a senior high school twenty acres.* *" 3 Segregation of Activities An important safety factor in play ground planning is the provision of different areas for special uses. Seg regation of activities is an essential nitty feature hrmic of differences in the ages of cbSdren osmg the playgroemd; iconic h certain activities hoys and g>H shook) not play to gether; and lucansi of differences in the cwiet of the activities, it is desiiaMr a provide the following tfivi- 1 A email area for tile pre-school chad. b. Apparatus area. c. Area for free play and low organired games. d. Shaded area for handicraft and quiet activities. e. Area for athletic sports as baseball, softball, basketball, volleyball and football. f. Shelter house. g. Landscape area. The apparatus area should be located near the school building so small children can reach it without crossing areas used by the older chil dren. It should be as far removed as possible from the ball diamonds to avoid danger from batted balls. It is usually best to concentrate apparatus in one section rather than scatter it over the playground, although crowd ing should be avoided. Whenever pos sible. apparatus should be segregated in a well-defined area, such ai be tween a fence and a path. It should be installed in such a maimer that chiL . dren using it will move In parallel lines. An important safety measure is the provision of soft landing surfaces with sand or shavings under the hori zontal bar and ladder. The area for free play and low organized games should be level and fairly dose to the apparatus section. Children from six to twelve years of age will be the most frequent users of this area which should be at least 100 feet square. Ball diamoods wwAy should be fixated with the home plates m the corners of the play areas so that balk will be batted toward the center of the playground. Bufauifw mod canvas bases should be provided. Accidents may occur when ttonw, trues, or posts are nsed as bases. If a sowVu home plate is used the ground should be kept level mnnnfatdy adjacent to it or the edged will prefect and players may be badly injured when sliding into it Holes should be filed aad the diamond cleared of stones and similar objects which might cause the player* to hfl. Care shtadd he exercised in laying out hal diamonds to see Thai they do not ovfcilap with other phy areas. A 300-fooe barring radios for softball is juffirjuU for boys while the girls can get along with 125 feet. If fcbr groemds are tan small to per- School and College Session 95 mit these dimensions a 14-inch ball may have to be substituted for the 12-inch standard hall. <<r> One of the most dangerous areas is the horseshoe courts, where children, never thinking of their peril, may run within range of the flying shoes or fall over the upright stakes. This area should be completely segregated either by a fence or by shrubbery. 4. Proper Surfacing A good surface for play activities is an essential factor in the prevention of accidents. Falls lead all other types of accidents and many of these falls result from an uneven, abrasive, slip pery'* or otherwise unsatisfactory play ing surface. The characteristics of a good outdoor play surface from the standpoint of safety are: resilience, good drainage, non-abrasiveness firm ness, smoothness and freedom from such extraneous objects as stones, sticks, and broken glass. Slippery locker room doors are a constant source of accident*. Abrasive flooring such as scored concrete or carborundum tile to eliminate slipperinesa is recommended. Where such flooring is not provided rubber mat ting should be secured. - 5. Type of Fencing Among the most important safety features tn playground construction is the fence which prevents the chtid from naming heedlessly iota the street and reduces the powhflhy of injury to pumersby from baaed Ms. The National Recreation Asactam states that "chain Imfc fabric made of cnppu^bearatg seed sire pi* reuiiri after weaving, is perhaps the moat satisfactory type of fence . . . The height varies from 5 to $ fees, depending largely upon the ntighimthooj aad the amount of actual protection rcQuumL *** 6. ESmimmkm of Permanent Equipmem Hawed* Suet appradankb one third of all sehonl hoiking jerking* occur m die gjimiarium, every effort should be made to reduce to a minxtuaii all permiiuwt equipment hazards m tin* area. Storage recesses should be provided for piano* and phono graphs. Doors lo storage spaces should be flush with the wall. Lights should be recessed in the ceiling. All glass in entrance doors should be safety glass. Doors should open away from the playlog space to avoid possibility of player* colliding with them. Swinging doors should not be used in gymnasiums or locker rooms.*m Drinking fountains, radia tors, mat hangers and door knobs should be recessed or properly padded. Wall corner* should be rounded, if possible, or padded. Where basketball goals are near an end wall or bleachers, these should also be padded. Window* should be screened to protect both players and windows. Shades should be provided for windows where the sun** glare is likely to blind players. Lloyd's comprehensive study, in addi tion to including many of the suggestions listed in tbe preceding paragraph, makes further recommendation* for the elimina tion of permanent equipment hazards in the gymnasium: 1. Gymnasiums should be so constructed as to remove hazards of pillars or ob structions projecting over the playing surface 2. Sufficient area for the peak loads to prevent overcrowding and pushing. 3. Clearance of areas adjacent to the skk aad end lines of the basketball coarts. A Offices with windows giving a clear ruica qf the total area for proper supervision. S. Floor surfacing for *1pperiness.,*> la this paper 1 have attempted to point oat that many of the accidents which occur to the youth and adults of this nation, white parthipntwg m athletic and other recrea tional activities, cu be attributed to im proper aad inadequate equipment and fariEtiea and. therefore are wholly unnec essary and ought to be prevented. Their prevention will take nothing whatsoever away Iras either the popularity or the value of the activity, but will add immeas urably to the joy and satisfaction of the participant- Progress in the prevention of these accidents anil be in direct relation ship to die growth of the concept that the welfare of the hxfividoal participant in an Csm^tis, 1946 Upag Iihinf -i od Itainiwi, Aktwmtt #/ <*# lin iiEgr . p. L rsir5i2a ^r,?scsr.jfafrt t~.3E3*asz ^.eSafe lituCT--i. thn m Xml s 2aH-.*>a? IW. p. 31 . 17*. imt tr EavccMTmJObCaitmunitSektr. 1*MUOf.inP-AUaf*. *. Millet. 9a W,, tr-- l.nh *m Atfaluir r Cahoot Safety bnoneti, XXI (S^- wnb. 1941). a, 4J. 7. Pipw. lupb 4-, Vte Am t*t Irat Dmi* ofoatt hoawt fipiyarq ad Siypla fat AiUttic P*mdp*oo.\ h<aami Owmact n \nwicu AornMa far Hdtt, It ST 9 MmMi). pv. )n. litTui. ix- cfdll'iaSlK 1MB. 2I9-2I2. U. >l.ili.) ioM>> AlrMll TJ Nr. Mr Xr. Mr Yaks (LlSi *4 Corr pwr. ** vt Oar. Hrrimrl Ifaaun( ud lip i. xxrr dSTmi) _?> _iito*aBijjsg safiSrtB i*. re- -m. _ . Yin flUr. 1942), p. M2. ,, fiasejAfa3*e: d Cunkj ad Sarny IMawriu, 1991. pp- J- The ReftporatHEty of Athletic Officiah for Accident Prevention By HOMER ALLEN Asst. Pioi, Dfar. of Physical Edncutko, Pantos Unir. Tlxre is do question in my mind but that IKxx officiating has been responsible for thousands of accidents in sports contests. Not that any official would intentionally bring about as injury to a player. But the tacts that an official knows or does not know his job; is or is not paid a fair fee; is or is not interested In the progress of the game; these things all influence the accident situation. There is really no excuse for any school official to lure an athletic official who is incompetent. Please do not get the idea that 1 am con demning the system as it worked a few years ago. It took * combination of the thinking of interested school officials and the athletic officials themselves, to gradually bring about desirable changes. A few years ago an officials only quali fications were to have played the game at some time and to have the confidence of at least one. of (be ccdcbes, that yon would do a fair job. The other coach usually agreed that you were honest, even though he might have some doubts as to your ability. Of course, it was easier to be honest than it was to be a good official. Officiating a game is as different from playing the game as night is from day. To be a good official, one most be within the contest m one sense, and apart from the coolest in another sense. One must be close to every situation as it develops, and yet be able to see a single situation in relation to other factors of the game. One must know the rales of the game and be ready to enforce them, yet be courageous enough to make one's own decisions at times, even though this decision appears to be opposite to tbe rule as written. One must be firm yet courteous, authoritative but not dicta torial--in other words, a good official is as hard to find as a good conch, a good banker, a good preacher, or a good anyone. Good officials are made, however, by training, even as teachers, bankers, and doctors are made good by training. And as we might expect' many of our good offi cials are ex-athletes who retain an interest in the game and who also want to make a little money on the side. Some of our very best officials, however, never were athletes, but simply drifted into officiating because of their interest in the game itself. Li many instances, it has been the far reaching vision of athletic officials which has been responsible for improvements in the rules, equipment, and facilities of a fit we. Xawntfy. At desire an seR more athletic suggCaa and tgapmat could easily Ah nf tto safety safea talk* of these dol But I hefitug that, fa a majority of in stances, cheat am rm thanking hugely in Jems of the increased safety to the* ath letes. So for as l can recall, there is a sentence m almost every athletic rule book, stating, in effect, that any situation which arises daring the contest, and which Is not - spe cifically covered by the rules, may be de cided upon by the referee. This is a very sensible rule, and the implication is that the referee is the final authority, and H supposedly capable of making a correct decision. Too often have we had referees whose greatest fears have been that they would have to make an outstanding decision, one which would affect either team, or tbe crowd, or the press, in such a manner a* to reflect badly on the character and judgment of the official. I submit to you that any official who enters a cootest with such a worry on his mind is in no fit coodition to work that contest la the former days of haphazard officiat ing there were two other factors which worked against smooth functioning. . One was tbe lack of physical condition of die officials. This, of course, often resulted in a slowing down of the cootest by the of ficials, or in some cases, actual interference with a player by an official, just because the official could not move fast enough to get out of the way. Needless to say, it was frequently the official who was hurt, rather than the player, who such a situation arose. Tbe ocher factor is the failure of officials to keep up to date on tbe rules of the games. For example, I recall a case several years ago of a football official allowing a boy to play part of a game without wearing a headgear. The state high school associa tion had made tbe role that aA players most wear headgears at all times, but the referee had not seen the rule in print There has unquestionably been a gradual and cknnc unpcovcoicm in all aspects i irtilrtir offimtwg, during the past 25 year*. The war ihim.il down this improvement. many young men were prevented from beginning their officiating careers. I fed sane that the new crop of officials will oot only continue to raise the standards of officiating, hot, ms a result of some of their war training, will be more conscious of the hazards of tbe various games, and will try to anticipate and relieve dangerous situa tions. An official can act/ for safety in one or more of the following cases--(1) facilities lor the game (2) equipment for the game and (3) recognition of Injury to a player, and reporting same to the coach or doctor. Before going into these cases, let's review the general picture, as indicated in "Safety in Athletics,** a fine book by Lloyd, Deaver and Eastwood. According to the authors, on the college level, football, horse polo, wrestling and lacrosse arc tbe most hazardous sports, while volley ball, indoor baseball, tennis, and rambling and stunts arc the least haz ardous. On tbe secondary school level, touch foot ball, heavy apparatus, football and lacrosse rank in that order at highly hazardous, with boxing, volley ball, tennis, and calis thenics at tbe bottom of the list. Sprains are 'the most common type of injury, but bone injuries are more severe. As we would naturally expect, contact games furnish more accidents and injuries than noncontact games. As we would also naturally expect, most of the coaches take what they ' consider normal precautions against injuries to their players. Yet I have seen silly evidences of either carelessness or ignorance on the part of coaches and other school officials. It is in such cases that the alert official i$ able to become more than just a paid aid. For example, I recall seeing a basket ball referee check the distance from one end of the playing floor to the edge of a stage. He knew' that the visating team used a fast breaking game, and he realized that when this team was going toward the stage it would be very easy for a player to bump into the stage. He called th* to the atten tion of the home coach, who was courteous enough to have his managers lay gym mats over the edge of the stage. 34th National Safety Ctmgrest, 1946 The official should be calm, observant, and impartial, and many a coach and player has been caved an embarrassing or hazard ous situation because the official has been iarsighted. Inadequate protective equipment, espe cially in small schools which operate on a )ow budget, has always been one of the main contributing factors to accidents and injuries. In spite of the fart that school officials and coaches know what should be making himself bear the ill will of a coach or other school officials, not to mention the crowd. In the long run, the coaches recognize as most competent those officials who have the interests of the boys in mind, as well as just officumg the game. Every oAcal should be, and usually is, willing to accept the responsibility of check ing persona) and other equipment used in a contest, and if changes need to be made, worn by their players, we still see too mam' evidences of careless fitting of equipment, or lack of protective equipment oo vul the official is atudy justified either in stopping the coolest temporarily, or barring a competitor until be is suitably protected. nerable areas of the body. Such officials fiscally avoid hazardous Some oi the rules seem at times to be much too strict. For example, in high -chool football, the rule states that a player must wear a headgear at all times when the ball i< in play. We have all seen plays, iuch as the try for point after a touch situations by being able to anticipate them. For example, if a fence is too close to the sideline of a football field, and a play de velops which apparently is going to finish against the fence, the alert official blows his whistle much sooner than he otherwise down, whoi the ball holder and the place might. kicker apparently do not need a headgear. IT, in spite of precautions taken by the Why, then, force the boy to keep it on? official, a player is injured, and there is no Simply because, on those occasions when the play fails to elide correct!}', and one of these nonprotected players tries to run the ball across the goal line, be is then ex posed to head injuries which may keep him out of the game indefinitely. The referee would be lax indeed who did not place the possible safety of the player above any personal feelings of comfort - the player might entertain. School officials are in general agreement that there should be a doctor in attendance at all varsity contests, particularly at con tact contests. We know from practical ob servation and participation that it is not always possible to hare a doctor present YVe also know that there are times when a coach is art qualified to determine whether or not a boy should continue to play. The excitement and strain of a dose contest can easily warp the judgment of the coach, and He may be tempted to leave a good player in the game in spite of obvious doctor available to declare whether the player should continue in the contest. 1 believe it is within the province of the referee to make that decision. If be does not want to assume the whole responsi bility, he might consult with the other official or officials who are assisting him tn the contest. During (he war years there probably ' were times when it became necessary to hire officials who were not entirely com petent. This no longer should be, if school officials will act together for the best interests of athletics. Now is the time to enact regulations governing the training and licensing of officials for sports. With fairly uniform standards to meet, and with a fair scale of fees, athletic officials will become even more competent than in the past. This competency should be reflected not only in the mechanical traits of of ficiating, but also in their personal interest in the safety factors of the various contests. injury. Few officials are willing to incur the wrath of a coach under suclt conditions by ordering the player from the game. Some officials have done so. with varying results; wme good, some bad, from the officials' viewpoint. I believe that an official can be diplomatic enough in most situations so that he can protect the player without School officials might profit by calling in outstanding officials for consultation con cerning the safety factors of athletics. There should be more athletic officials' or ganizations, which will meet regularly to discuss not only rules and techniques, but any other matters which will make the official of more value to Sports activities. Tltere should be more standardization in School <tnd College Session 99 the qualifications and licensing of athletic officials. Illinois, through its state high school association, has developed a fairly good system for developing yoong officials. The Northern Indiana Officials association is a very active organization, and through regu lar meeting the members have oot only improved their skills, but actually have been able to obtain increased fees from the schools. Many conchrr hesitate to hire a so-called "green'* ofioal, because they cither have not seen him work, or they feel that he is not experienced enough for their particular contest One wonders how these officials will ever gain experience if they are not given the opportunity. Is it not possible and desirable to work these new officials with older ones, thus combining youth and enthusiasm with ex perience and mature judgment ? Few situations could arise in which a mistake by tbe young officials would not be adjusted through the judgment of tbe older man. It seems to me that only by some such indoctrination system will the schools be assured of continued good officiating. TUESDAY' MORNING SESSION October 8, 1946 Home Economics Group Meeting Report on State Safety Program American Home Economics Association B, GLADYS J. WARD Ant Prof., Homo Management Eztasikn, Cooperative Extension Work In Agriculture and Home Economic*, UnW. of UUnois. For many years, the urgent necessity in Safety Education challenging both educator and individual, has been and still is the home front problem. And, perhaps the first problem in this field to face and recognize is: "How can the emphasis be focused, in home safety education, an each person in the family group in order that each mem ber becomes more safety conscious?* For, only to the extent that each individual be comes aware of tbe necessity for safe living and working habits at borne, can the appalling yearly. death rate from home accidents be reduced. This problem de mands active cooperation between home, school and college in creating more ef fective methods for the teaching of safe living at home. The first important instruction of chil dren begins, informally, in the home, with the homemaker, herself, as the teacher. It is through her that each child first becomes conscious of safe practices used by the mother in the daily routine of working and living at home. Home safety education is, first of all. then, a problem that concerns the adult education of Homemakers. I believe tbe present emphasis in the field of adult edu cation is sound, and it is more especially so with regard to the need (or home safety education. When the child goes to school, there is the transfer to the teacher of deBnite responsibility for continuing the teaching of 'safety principles, applied to each phase oi learning to live safely. The first official participation by the American Home Economics Association in connection with the work of the National Safety Council, was the appointment of the writer by Dr. Gladys Branegan, president of the Association--as tbe Association's representative--to attend the first Home and Farm Safety Conference held in Chi cago on February 17 and 18. 1942. As a result of this conference, two recommenda tions were made to Dr. Branegan for "early consideration of the executive committee of the American Home Economics Asso ciation" : 00 34th National Safety Congress, 1946 1. "An active participating membership n the Home and Farm Safety Division of the National Safety Council. 2. A Home and Farm Safety Com mittee to function actively in every de partment and division of the American Home Economics Association. About this time, the first Home Safety ommittee, appointed by the Illinois Home .rouomics Association, included members iterated in promoting home safety educaon in the various home economics subject- latter fields. In June, 1942, at the annual meeting of nc American Home Economics Association rid in Boston, the first Home Safety Com mittee was appointed by the Extension iervice Department This committee, which erved for four years with the writer as hairman, prepared and carried out an acive program in home safety education in ach oi the forty-eight states. It was not fntil 1944, however, that the first Home Safety Committee was appointed by the American Home Economics Association to iclp develop the important work throtigh>ut each department and division of the \ssociation. During the years 1942-1^44, the State Home Economics Association, through its Home Safety Committee, continued to em phasize the wartime necessity of home safety education. For example, the first home safety exhibit of posters, leaflets, etc_, as shown at the state meeting held in Peoria in October, 1942. At the same meeting, the writer talked on the need for a continuous program of boote safety educa tion in homes and in schools. It was over 10 years before this time, however, that the Home Economics Ex tension Service of the University of Illinois became interested in collecting some home accident facts given by homemakers over a four-year period, January 1, 1928 to Jan uary 1, 1932. From 23 counties, 143 Illinois homemakers, 137 of whom lived on farms, in villages, or in small towns, reported that falls totalled 42 per cent of all acridoits and, for elderly persons, four out of five accidents were due to falls. Even for young children under 5 years, falls re sulted in 30 per cent of accidents, as well as did bums, scalds, and explosions/ These data give unmistakable evidence that it is of primary importance to have a continuous home safety educational program for adult homemakers, especially those who have the stiajor care of young children up to six years of age. These facts regarding the frequency and causes of home accidents were used in press releases, over the radio, and at various county meetings with home makers where home safety education was the major subject discussed. This information obtained on home acadents was used as the basis for a one-page leaflet prepared as a Hog** Hesard Check Lift for falls and bums in the home. These two most common hazards have been checked and corrected by hundreds of Illi nois homemakers and family members in many counties. It is through the active participation of each person, in checking and correcting home hazards, that some measure of safety oonsoodsmi if de veloped. In this way each individual realises s direct*personal responsibility for helping to make his home safe and, to that extent, he. himself, becomes more safety-coosoous. It was with emphasis oq personal responsi bility for home safety in mind that the state-wide Safe Homes 'Program was launched in June, 1943, by the Home Eco nomics Extension Service of the University of Illinois. The two chief purposes of this program are: 1. To prevent borne accidents. 2. To secure accurate data on the - causes of home accxdaita. For the fourth year, this program reaches every county in the state through publicity, radio talks, and regular news items. In 48 counties dime are over 9,000 Illinois fami lies mrolkd this year to help make tbeir homes more.safe. It is not usy purpose to review tbe state wide program m detail,* but rather to indi cate that the main emphasis far home safety education shook! be centered first on the homemaker, and then upon each member of the family. More effective coordination and participa tion of various organizations are essential to extend and improve home safety educa tion fat homes, schools, and colleges. For Hmd* Aopdmt sad Hear* Mnupwat, GUdy* J. V*>4, JsmrmsI / H*m* Exowttei, Vol. , pp. 770-772. Nuiuntif. IPS). "Educttiao foe SiMt," GUdf* J. W.'d, /~~f tf Eromtmrci, Volm JS. pp. 2SS-2S4, Mr. 1946. School ami CaMtge Session 101 example; fat the present field of boosing, modi needs to he dooe to build houses mute safely for daily firing. In present day rmral homes, two of tbe most serious hazards imidc the house are Stairs and the tack of good fighting conveniences. Few rural or waff ton contractors either know or prac tice the science and art of hiiMag safe stairways in homes. Ami since the majusity of rwrat homes' are built by contractors, some safety principles building flsiiutys ahsdd be made available so than. Is it not uaccsm to hem two hand rash ew stairs, don some people fell fpi^ vgw as wed ns going down? In wiling the bowse;, fight switches at the top and bottoms of stairs and steps is lowed in too few bwa Safety m the hiiifam. Hoax accidents are fostered by swmglag doors. This reference to safe principles in htakfuig i$ amply illustrated in two excel* hmt recent publications/ In every other phase of safety education for home living, it is through removing the present causes that most home accidents may be prevented. Home safety education is a necessary yttoz `rowed program. Only in this way do fanriffo gnuhnOy cook to understand that swch acridmt* as falls and boms are not the real of home accidents, but are rather the result of one or more unsafe practices or conditions which they them selves can prevent or remove in their homes. Duka for Safer, by Mow Cm Maria, fmV Prifa. On%. IMS. awl ~VW TwMU m toiwi ilit." tor Tha .......... tour. Wwimil Safer CmwcA. 1946. p. 14. Han* Safer in IWiMiMiSing Education Program By mm UK WILUAMS House Ecownks Consultant, School wwd Coftgt Pirimon, National Safety Council We in the National Safety Council are cognizant of the fact that you, as teachers of hofnrwiaking education, are becoming more and more aware of the role yon can play fat helping to reduce arefdrots* both at school and n the home. For years many of you have integrated borne safety in your programs, and even though you have been handicapped for source materials, you have doi^e an excellent job in teaching home safety. Other than spending time and effort fai seeking source materials, you have found that it does not necessarily demand extra time fat an already overloaded schedule to teach home safety. You teach students through certain activities, carrying out the principle of general education that students learn by doing. As you teach tbe way to do things, such as bow to cook, how to sew. how to care for small children, bow to manage a home, your aim is to leach the right way. The right way and tbe safe way are' synonymous---the two cannot be sep arated. We, as a service organization, are vitally interested in making this job an easier and a more effective one for you. A concerted peogiam in home safety education in The School and College Division of the Na tional Safety Council began tn 1943. At that time a specialist in homcmaking educa tion was added to tbe staff. And although tins work is still in its infancy, materials are now available to you. I would like to explain how they may be used. I want also to review our program of work and the channels through which we have worked during these three years. Our philosophy far developing these mate rials is the same as that of homemaking education an general, that is: the material has been organized so that home safety education can be integrated in each area of the homcmaking program, with occasional special emphasis, such as the showing of a home safety film, an exhibit, a demonstra tion, a home clinic, tbe use of posters, spe cial projects for an-school and out-of-town experiences and for future Homemaker* of America chapter programs. In addition, and following die philosophy of homcmaking education, the materials have been organized and developed so that yon. who are just beginning your career in homcmaking education, or you, who are 102 34th National Safety Congresi, 1946 j ust beginning to realise tbe need for safety education mstraction, may teach a special unit in home safety. The materials will serve as a basis for developing the home safety unit. Once yoa feel you are ac quainted with the safety instructional in formation, and once you feel secure in teac 'ling and practicing safe working habits, tii. 'pedal unit may he discontinued and the information then can be an integral part of the program. For you, who already are integrating home safety information, the materials will <erve as a basis for evaluating the safety content in each area of your program. Furthermore, they will provide you with new ideas for in-school and out-of-school experiences. Materials are now available for six areas of the homemaldng education program Those areas are: (1) Housing and Home Management, (2) Child Care and Develop ment. (J) Meal Preparation, (4> Home Canning, (5) Selection and Care of Cloth ing. and (6) Home Laundering. The materials are presented in the form of check lists that may be used to integrate and to evaluate safety content Of each of the six areas of the homemaking program - both as to safe conditions and safe work ing habits. A second check list soon will be available whereby you and your stud ents may check the safe surroundings of your homemaking departments. In addi tion, there is a third check list that you may use -as a home project for your stud ents to check the safety of their homes. Other materials are presented as general background safety information on such topics as matches, electric equipment, toys and play equipment, poisonous plants, falls, and lifting. These materials are tided Safety Education Data Sheets and are re prints from our monthly magazine. Safety Education. Tocluded in the general background safety materials are facta about home acci dents--1) types of home accidents, where they occur, how they occur, and tbeir fre quency among different age groups. Ip addition, there are leaflets giving safety tips for the babv, the toddler, and the elderly person. All the general background safety mate rials can be used to inform you and your students regarding safety on that particular topic. Studqits need such materials when they plan % special safety program, before they start a school or a home project. You will find these general background safety materials helpful in making your teaching more effective, whether you arc integrating safety m your program or whether you are teaching safety as a special mut. These is a series of unit supplements directed to high school students which in clude the areas of: (I) home furnishing, (2) child care and development, (3) home management, (4) clothing. (5) meal prepa ration, and (6) family relationship. In cluded in each unit supplement are sug gested activities for both in-school and out-of-school projects. These unit suppler ments can be and have already been used effectively in developing future Homemak ers of America chapter programs. Of interest to all of you is the bi-monthly newsletter directed to supervisors and Unlirn of hwiitjulfifig education. It in cludes. in each of the tire yearly issues, reviews of new home safety publications, an exchange of ideas by teachers oo how they are effectively teaching home safety, a suggested Future Homemakers of Amer ica chapter program, and an article em phasizing some phase of home safety. Last year we stressed home safety in selected areas of the homemaking program. This year we will give emphasis to a major type of home accident--the causes and preven tive measures to take in order to eliminate the hazards involved. The National Safety Council has two films on home safety that can be used for secondary schools and adult homemaking classes. Last, an annotated home safety bibliog raphy is available. The bibliography in cludes free and nominal cost publications that may be secured from the National Safety Council, as well as materials that can be secured from other sources. The materials listed can be used in secondary school homemaking programs as well as in adult bonemaking classes. The School and College Division and the Home Division of the National Safety Council have developed the materials I have presented to you. All the materials - that relate to a particular area of the homemaking program have been evaluated by homemaking teachers and supervisors. In first draft form, the teachers have used the School and College Session 103 materials in their classroom instructional program, and have then made suggestions for improvement. Since many of you have year-round home-making programs, which include par ticipating in community programs, you will be interested to know that through the Home Division of the National Safety Cooral there has been organised a Na tional Conference on Home Safety. Many national organizations are represented, in cluding our own National Home Economics association. The National Conference on Home Safety has recently published a pamphlet outlining ways a community can organise to promote a home safety pro gram. The pamphlet include* suggestions for setting up committees, the functions of the committee, suggestions for publicity, and suggestions for a program of work The School and College Division of the National Safety Council, in promoting home safety edocatiou for homemaking super visors and teachers, has worked through organized groups which are interested in homemaking education. These include: (1) the director and the regional agents of the Home Economics Educational Services Branch, U S. Office of Education; (2) the state departments of education, Superviors of Homemaking Education; (3) the Amer ican Home Economics Association; (4) the American Vocational Association; (5) the National Education Association; and (6) the training departments of teacher training institutions In conclusion, may 1 stress jhst you can not relax your interest or your efforts in helping to reduce the yearly toll of home accidents. In 1945 home accident deaths increased 3 per cent over 1944, or a total of 33,500; there were an additional 5,000,000 nonfatal injuries; and the total cost (o the nation was $600,000,000. We in the Council are at your service in helping to reduce this suffering and waste of life. Future Needs Discussion Leader: State College. (Program and Materials) Panel Discussion Mattie Pattison. Assoc. Prof., Dept of Horae Economics, Iowa Participants: Irene K. Braun, Homemaking SopvsT. and Coordinator, West Allis (Wia.) School of Vocational and Adult Educ Marv Mark, Dir., Bureau of Household Arts, Chicago Board of Education. Rena Hodcins, State Supvsr. of Home Making Education, Illinois. Helen Cbenowetb, Asl State Supvsr. of Home Economics, W. Va. State Dept, of Educ. Hazel Schultz, Chairman, IU. Home Economics Assn. Home Safety Com mittee. Marv Bekhan. Head, Home Economics Dept, Ball State Teachers Colt MISS PATTTSON: We. understand that the chief objective of our discussion today is to discuss future needs, tor the development of safety cducatioo through home economics. We realize when we start out to talk about need for development that there are several tluogs that need to be done. We have heard this morning that there has been a great deal done to develop safety education in home economics. As I was siting here listening to the things that have been done to help teachers, I began to wonder ^vhere we were going to pick out spots that need more development But that is our job today. I would also like to emphasize the point which Miss Williams made--all of us work ing with teachers, who arc teachers our selves, recognize that the home economics curriculum is getting more and more crowded as we take cognizance of the complexity of the home. We know that safety is one thing we have to be con cerned about, but there are many- other' things to concern us, too. One of the things that we need to keep in mind is the fact that our big job is tp help teachers realize that this can be done and that it can be done in the limited amount of time available. I am going to revise these questions a 104 34th National Safety Congress, 1946 little so that we can discuss than and yet be dismissed by twelve o'clock. There are MISS SCHULTZ: f Where it was hi January when we had a earing at which Miss Ward spoke and Mbs Swab, here in other meetings this afternoon. Chicago, invited os to use the Board of I would like to ask this question of panel members and I would be glad to have questions from yon or any comments. fVhol do ter need for the future devrlofmmt of safety cducaHxm through homo economics in secondary schoolsT Who! ore ike Ugh Education offices for a state committee meeting. The National Safety Council sent us statistics. I believe Mr. Johnson was there then, as was Mrs. Barnard of the Council. What we wanted at that rime was to get divisions of the association interested points of the /Mags var meed In hr thinking and bring out the load , of subject matter about m our discuuiemf MISS BEEMAN: It seems to woe we need a good many things, but one of the things 1 would say we need to incorporate in our teacher training curncuhtjn is indi that related to each phase of the program. For example, the natiilwn people should have a definite interest because some acci dents are due to the physical condition of an individual, as nmrfc a* they are due to vidual consciousness of the responsibility carelessness. Dr. Khm told m about the for safe practices. I was wondering why relationship of foods and good eyesight, we couldn't have part of that in our student- teacher program. Why can't we incorporate not only facts that are needed, but also o necessary if we would pearent accidents. Miss Handmacber had a great deal of material oo the relationship of fashions and some experience m teaching those facts in the high scbooL MISS HODGINS: I think if our teach ers went out into the high schools and were sidhciemly safety conscious--and if she consistently performs every operatioo safely, then she has set a good example and we have some basis for oar safety program. We learn by doing, if we know what we are doing. If, when our teachers come out of college, they are conscious of good, safe practices and start their class work off right, they, in turn, pass their knowledge along. Whenever our students become .safety condom, then they cany over safe practice into their borne. Our Illinois program in the seroodary schools, which we have been working on for seven safety. mMUs Ward had a fitrt of questions for chocking physical fnetms of a safe house. At that time, are asked the statisti cians whether they conld break down some of the figures for us. The majority of people live in houses and homes are credited with aff of these accidents. Could the figures be broken down in such a way that we could relate them tn ottr teaching? Could we find out how much Is actual care? lessness and how much is something over which the specialist should have control? MISS MATTISON: That may be one of the needs--to get our facts so that they are more usable for actual teaching. We are getting good statistics for general <fis<tribaticu, bo* we may need some other kind -of facts. Does anyone have a com years, is most successful because of home projects, which were initiated in the danroom and directed by the teacher. The student leaves the classroom, goes into her home and does something about unsafe practices in die home. MISS MATTISON: You are saying then that it isn't enough for os to teach pro fessional courses in borne economics in the colleges; we have to get nfety education into the technical courses, in foods and clothing and so forth. That is a big fob, because probably it is harder to get to college teachers than it is to secondary school teachers. We college teachers have been on the job longer and we are more set in our ways. Have you any suggestions as to whal might be done? ment on that? mSS BRAUN: I think that is one of the reasons why teachers aren't eonsrioos of home safety education fa their depart ments. They don't know what is happening in their backyard. Maybe yon see an article in the newspaper winch might contain cer tain statistics, but that has nothing to do with your own conauncuty. But, if you hear that your next door neighbor 1ms had a fire, you pay attention to it. If It hap pens in some other part of the county, you don't give it modi attention. I think we need more statistics for smaller areas. MISS MATTISON: Then we get an emotional tie-op to the statistics. MISS BEEMAN: Don't yon think it is true that your smaller community knows School and College Session 10S more aoout what is going on than the larger cities? It scans to me that every body m a rural community knows about all their accidents. MISS BRAUN: They hear about one this week and another one next week. In the Milwaukee Journal two weeks ego. county statistics were given. These were 28 deaths by traffic and 61 tn the home. If some of the suburbs would have statistics broken down, they would publicize them a little more. I th>ilc then the teachers would be more conscious of actual local con ditions. MISS HODGINS: Are there any tech niques that we could give the teacher for discovering what is happening in her own community? There might be a few tech niques for finding out the accidents that are happening, why they happen and what might be done about them. MISS SCHULTZ: You have some ma terials on that. Miss Williams. There is a tittle game written up that children play. They write down the kinds of accident* that occur in homes, put them on the board and classify them. It is among the literature put out by the National Safety Council. MISS H6DGINS: WouMi't th*I he a good means for a local high school teacher out here to get the literature rather * quickly? It certainly would be direct fiom the firing line. MISS SCHULTZ: We tried it out m the teacher traimr.j: group, and the teachers had as much fu.. a- the children. MISS BRAUN: School narscs could do a lot. When the children come m for spe cial treatment, they could tell her what happened m the home and she could make a brief report so that we could get an idea of what the accidents are. MISS MATTISON: In working with teachers, the idea of making a survey scares them. They do need help on just "bow do you go about it," and "what do we do with it when we get through?" That is one of the weak spots m the collecting of material. In home economics we have collected enough data to fill volumes of research, but the facts are filed away and teachers aren't sure of what they* mean. We need help on how to interpret the data collected on accidents. MISS MARY MARK: We home eco nomics teachers have a crowded curricu lum, yet, in view of the large number of home accidents, it seems to me that the home economics teacher needs to be taught and trained, before the goes out to teach, that some time need* to be devoted to safety. I think the beginning home eco nomics teacher is so filled with the subject she is trying to get across that day, that she completely misses the safety factor which enters into iL I have gone into any number of class rooms as the beginning teacher steps in front of the gas oven to light No one has emphasized that that is not the proper posi tion to be in when lighting the oven, and so the children are going to do the same thing their teacher docs when they get home. I think she is concentrating on the subject natter rather than integrated safety at the same time. MRS. ALDERMAN: We aren't asking a teacher to take on a whole new block of subject matter. No more time need be taken to show the children the right way than to show them the wrong way. Safety consciousness an the part of the teacher is all that is necessary. MISS MATTISON: Safety might be one of the motivations for doing a thing. In the food lab, we tell the girls they must tie their hair hark They tie it back >o it doesn't drop in the food. When you look at the safety literature, you find the reason for tying it buck is for safety's sake. Some times we teach one reason for doing a thing, when wc could teach much more effectively if we showed many reasons for doing iL MISS BEEMAN: Isn't this one of the fine opportunities we have for getting pupil participation in setting np the program ? Why don't we let them work out the reasons? Why should we tell them how to light the stove? Let them work it out Get pupil participation in setting up the stand ards and procedures. Then, 1 thick, you will have motivation and interest. MISS MATTISON: Assuming the teacher has enough background for teach ing people that way. MISS SCHULTZ: This may he throw ing a bombshell in here, but I think that we have been considering this whole sub ject long enough now to go bade to the beginning of our own organization back in 1909. Wc had sanitation connected up with 106 34th National Safety Congress, 3946 hazards and with safety. I don't know why we couldn't do what we were itfuiinc to there and have more reasons. Health is a part of safety. We have limited our thinkins more to buanh, and I think we ought to broaden oar scope a fitsle ItiL MISS MATTISON: I mm wandm* if we are K*|inawf to fet to the place in borne economics shfti at srrj to have more people sit down and see the curricu lum as a whole and pt safety into the teaching. I wtrid Be to rngdiuhr the point that Miss WHItaw trade shoot mak ing teachers safety comcwim by hawing them take time oat to teach it as a separate unit. I am wondering if time smH a good many phases of the ptogiam in which we haven't gone far enongh so that we can he sure that we get all stfay pcarficas into every aspect of the cmiieolum euch places as sanitarian, famDy rchtianlupt, health, and so on. MISS CHENOWETH: We have been discussing what we cotM do with the teacher training program. We ihowhhit forget the teachers in mi rice and the mate rials and methods we could give llna 1 was wondering if anyone in the poop has any suggestions bow this could be done. We are beginning in West Virginia with a revision of our curriculum and thus far we have emphasized health, home musing and first aid with little thought to the pre vention of accidents. I wonder if someone has a suggestion as to how of that kind could be included. MISS WARD: If safety is important, and J presume we all agree it is, then won't we find some way of getting it into the program? If it iss't worth while, then wc are wasting our rime considering h. I am reminded that there are a lot of educators who are not sure that safety teaching is worthwhile. I had a young lady say to me, "Miss Ward, 1 don't know bow to get it into my program." She had been leceiriug this material and we labored hard add tag over some of it. I think we have to use different approaches to different groups of people. I believe that teaching girls is wwirft the same as teaching adult women. When you do laundry, when you wring clothing, when you light an oven, you teach them how to do it safely. In the training of teachers, perhaps they' should have a separate unit on safety. MISS MATTISON: Mow are we going to make that a real motivation for making practice port of it. The ABcolly is that any of to, as individual^ don't think safety * woith our time It Isn't worth harriug to tlriak aboto it. We don't think an ueridma w3 happea to us. Isn't that part of our difficulty? 'VOICE.: I eone heu the me mstitu- drrlktord to the importance of faocne safety, I am not sure Dbnit wuriU he doing the job it is. A person must 1 dm m safety hahhfirteff/. 1 keve the amne problem as Mbs Pimm bus--bow to get people to accept safny tracking whrltItaitally? MISS MATTISON: We cam faun safe practioaa. ha se kunr more rfao we prec ise. Hew are stp^n get to the point of auffdug ttakfi themselves feel that safety prattiers are wmthuhflc or that it is mtitiak to buy safety equlpcncnt? MISS MATTISON: TU> may not be good payUtolngj, but I suspect that if high school girls reengaised that there was any danger of marring their beaut;. * y their --lift prurtiom, we could appeal to them to du ie Ming aaftify. At that age, per- we want to MISS HOOC3NS: U the teacher has CDmC safe practice whan she goes out to tench, she is mag to gst safe practices am to her gshas II we can get *Ma thing going, I am cot worried about the tame element I have tried aad tried to amice tame itadiu of all phase* of the psogiam, ye X haven't any solid proof that time bus a lot of con nection with ala the mJhas does lime has more eomnoka wah shuki she does itli the There mart much eorwhsitm there. I not cenrrrard about the time desmt as peat, it wouldn't take any tagn to do a tiring the sale way. lOSS SCHULTZ: What was the moti vation of that teacher who armmplished 34 safety projects? School and College Session 107 MISS HODG1NS: Site became inter ested b it herself. I would have to say that, in her case, the motivation was not a case of her having had any safety work in college. She became interested. There were some boys in Her hoaemalcing de partment. The boys, I believe, were the ones who started the safety program, and they got the girls interested. This teacher had 34 home projects, and they were good. Tbe boys started out, and some of the girls too, by malting racks for -such garden tools as the rake, the spade, the shovel and so on. Then they decided to paint those last steps down in the gradeway, and they got the .whole family making gradeway anti rails. They even took old jar rubbers and put them under scatter rugs. MISS SCHULTZ: Is there anything from that experience that might be helpful ? MISS HODGINS: Wc have already set up workshops. Mbs Williams is helping us with them. We are going to have 20 future home-makers come in first. We will pick the girls who have had the most experience to talk on their experiences and to work on them. MISS SCHULTZ: Have you thought at all about malting films or movies ? MISS HODGINS: I have asked for then for throe years. We have no funds to use for that now. MISS MARKS: Some of those home projects might be home economics projects, the rack for knives, for instance. How many home economics laboratories use such a rack? MISS HODGINS: This one teacher, who got 34 home projects in safety in one year, started right in the classroom. These projects had their effect on that commu nity; thirty-four homes were involved in a town of 2000 or 3000. They couldn't help but have an effect MISS MATTISON: We have said that the first point in the development of the program was that of improving our present service teacher's educational pro gram. We seem to be agreed that our teachers are going out unaware of good safety practices in home economics. Wc also are faced with tbe problem of trying to help the teachers in college recognize the importance of safe teaching practices in laboratories. Wc probably have many safe practices that are not tied up with . safety education directly. We also have some unsafe practices in our college lab* oratories. We seem to be agreed that the curriculum is crowded. It is more a matter of not knowing what to do and how to do it, than it is a utter of time. We need to show teachers that teaching safety does not take longer. Another of our needs i$ for statistics that are broken down in such a way that they can be used more effectively for teaching safety in the classroom. We probably haven't as much data as we need, but the suggestion was made that we try to get statistics on a community level, as well as on a state or national level. We need to get those details about accidents that will help to really tic them in emotionally with the facts. There is a need for wider statistics to a wider level to give the pupils a chance to see safety as a whole. We need in-service as well as pre-service education of teachers. This is really a matter of putting our finger on every spot to improve safety education. We can't let any cne person take the re sponsibility of all of education. 08 34th National Safety Congress* 194 > TUESDAY AFTERNOON SESSION October 8, 1946 General Session on ''What the Report of the President's Highway Safety Conference Means to the Onwrroom Teacher." Presiding: Dr. FotKST E Long, Qvl, Dept, of Secondary Education, School of Educa tion, New York Unk The President's Highway Safety Conference Education Report By ROBERT W. BAYES Secy., Net. Comnrfssbm oo Safety Education The President's Highway Safety Con ference was probably the most important single event in traffic safety to date. More people participated in and have talked about it than any other single program in traffic safety planning. Education had an important part in the total program. It was one of eight areas for study and development. The others were Accident Records, Organised Public Support, Engineering, Enforcement, Laws and Ordinances, Public Information, and Motor Vehicle Administration. A committee of 68 persons were ap pointed to serve on the Education Com mittee--its function: To review the entire program of traffic and highway safety edu cation at all levels; suggest essentials for a minimum ' program; and make recom mendations for immediate action. Membership was made up of safety edu cation specialists, educators representing all levels of education--elementary, secondary, teachers colleges, and colleges and univer sities. Suggestions for committee member ship came from educational organizations and agencies working m the field of safety. This committee activity provided a fine example of oo-operaboa oo the part of public and private school teachers, admin istrators, representatives iron colleges and universities, and private agencies working together to solve a common problem. The committee's plan of operation was outlined by the Co-ordinating Committee of the Conferoce. It called for a printed report to he ready a! the time of the Con ference. Consequently, the committee bad but one month for the preparation of this report It was necessary to work rapidly. One general session of the ' committee was held at the National Education Association headquarters in Washington. Committee work was divided into five areas as fol lows: (1), elementary education; (2), sec ondary education; (3), teacher education; (4) , college and university education; and, (5) , school transportation. It was suggested that school transpor tation presented an important highway safety problem which deserved special com mittee activity. Chairmen and secretaries were designated for each of these areas. They were responsible for dm preparation of reports of various subcommittees. Many last tsumne problems arose in get ting the Job accompHUicd There were de batable issues and differences of opinion which, because of lack of time and- the difficulty of oiling other committee meet ings, made it almost impossible to complete the job satisfactorily to alL Conseqaetstiy. the secretary and his editorial staff were forced to take responsibility in malting last-mmole decisions to ready the report for the Conference. At the Conference, several hundred dele gates met with the committee to consider the report, at which time many differences of opnoon were aired m regard to necessary charges. Certain changes at the report were agreed upon during the two-day ses sion of the Conference. The state delegates who worked with the committee on the changes returned to their stales enthusi astically prepared to pass the repot on to others. 1 School and College Session 109 Debatable issues which arose at the Con ference hdiidfd the program on teaching driving in high school. All agreed that we should teach high school students to drive bat the qnettiou at issue involved whether the committee should push or advocate a specific plan. The committee solved that problem by agreeing to the following: "The fact that no single blueprint will fit every school situation is some times viewed as on obstacle In driver education and training. Actually, this fact should be accepted by the school administrator as a challenge to his in genuity in discovering or devising ways to adjust the course to fit the require ments of lui own program, as in other fields of learning." (Page L2, Report of Committee on Education, The Presi dent's Highway Safety Conference, 1946.) `'Rccoaunendaxkms for Action. It is rec ommended that school administrators: 1. Work for adequate public assistance and support by Informing the community about the aims, nature, and scope of the school traffic safety program. Enlist the aid of community ingjBiiiatinns which have an interest in the program and have helpful resources. 2. Immediately determine adequacy of instructional programs and practices m re lation to traffic safety needs. 3. Provide a uifwiviroi of safety edu cation, or committees of teacher*, or mdtvidnal school safety co-ordinator*. 4. Plan for driver instruction, the utili zation of flB-cwricnhr activities and undent organizations; and the umdarioo of traffic safety mstraetioa with courses presently offered. 5. Interpret tbc driver mstraetioa pro gram to staff memfim and stsfam sod delegate teHmiiy for its conduct to a qualified staff member. 6l Primide driver education and framing as an integral part of the curriculum, when students are as near driving age as prac ticable. This work may be organized as a separate coarse, or as a distinrt unit within an witting coarse. Whoa organizing such instruction. tee following should apply: 5Trteiittidi for instruction which will enable students to exceed the require ments for state driver examinations. Utilization of sound instructional ma terials. such as visual aids psycho physical testing devices, and a motor vehicle: Where provision is made for road training, the car should be in safe operating condition, equipped with dual control, and adequately insured. / 7. Provide driver education and training courses whenever possible as a service during the summer, at night sessions, and for adults in the community." (Pages 13-14, Report of Committee oo Education, The President's Highway Safety Conference, 1946.) Other recommendations included: *T. Elementary Schools. Provide a safe school environment. Prepara or revise courses of study in safety to emphasize traffic problems. Base day-by-day instruction on immediate needs and local situations, utilizing such tech niques as dramatizations, films, maps, etc, and providing opportunity to acquire skill ful habits. Encourage safety activities among stu dent organizations and, where needed, organize safety patrols and safety conndls. Co-ordinate the program with home and community safety activities, providing qualified supervisory personnel whatever possible. **2. Secondary Schools. Provide driver education and training as an integral part of the curriculum for studots approaching legal driving age and other traffic safety activities for all age levels in the secondary school. a. Standards for driver education should cuahlc students to exceed the State driver license requirements. k Whenever possible the secondary school should provide driver education and training as a summer service, at night ses sions, and for adults in the community. Determine the adequacy of the safety mstraetioa pngrini in relation to traffic needs; correlate it with premit courses; and utilise co-curricular activities, student organizations, etc. "3. Teacher Education. In Colleges a. Administrative officials should provide safe facilities at the college. ; io 34th National Safety Congress, 1946 b. Safety education programs, which in clude traffic safety and driver education, should be conducted either separately or as part of several courses, with provision for developing elementary and secondary school programs. c. Colleges should co-operate with school administrators in organizing extension courses, workshops, conferences and other aids to in-service training. d. Opportunities should be offered for advanced study and research. Tn-Service a State, county, and city superintend ents and supervisory officers should or ganize activities for the in-service training of teachers in traffic safety; include traffic safety in state and regional teacher con ference programs; and provide instructional materials such as textbooks, visual aids* bulletins, posters, and driver testing equip ment b. Teachers should be encouraged to participate in school and community traffic safety activities. "4. Colleges and Universities. Should co-operate with Federal, state and local agencies (both public and private) in (be training of highway transportation per sonnel such, as .engineers, administrators, fleet supervisors,- police, driver license ex aminers, etc a. Expand research. h. Engage in public safety education activities, through forums, radio programs, films, etc c. Offer fellowship and scholarship giants for advanced Study in traffic safety. "5. Pupil Transportation. States a. Administrative or supervisory person nel should be given responsibility for de velopment of a complete program in pupil transportation, including the adoption and enforcement of the vehicle standards rec ommended by die 1945 National School Bus Conference, and should- establish proce dures that will insure the selection and training of qualified drivers and mainte nance personnel. Local Authorities a. Should fix responsibility for admin istration and supervision of a program to enforce State requirements; provide suffi cient vehicles to prevent overloading; develop safe schedules, loading, routing, etc; and tram pupils in safe bus trans portation habits. b. Should encourage the organization of school bus patrols." (Pages 6-7, Action Pro gram, The President's Highway Safety Conference, 1946.) The Report was prepared principally for leaders in education. In itself, it offers little direct help to the classroom teacher. Elementary and high school principals, supervisors and curriculum directors, super intendents of tdi >olt, and college admin istrators should find it helpful in planning an over-all program of traffic safety. While the Conference originally intended that the state delegates would carry'the program to the states, there is much that national or ganizations, can do to get the report before school groups and stimulate its usel To date, the National Commission on Safety Education has issued 80,000 copies of a leaflet based on the President's Con ference, entitled "`Are the Schools Doing Their Part?" Fifty thousand oopies have been distributed. The leaflet actively ad vertises the dotation report by calling it to the attention of school people The Commission has sent copies- of the report to state departments of education mad state education jonmli Brief write ups of the report are now appearing in current issues of various state journals. Other jobs can be done to stimulate its use through articles, quoting from it in meetings and in publications, etc. We should not be disappointed if we observe only limited results from the Con ference. Any additional interest ha safety' education as a result of. riu Conferwice moves the program forward It is realized that any sound program of education moves slowly, too slowly, of course. Unfortu nately, the American schools arc in critical situation doe to the lack of finances and personnel necessary to meet the`demands being made upon than by society. Nearly one-third of the teachers left the pro fession during the war. Few have re turned This is easily understood in the ` light of the prevailing low salaries. It is essential that we keep in mind that a sound safety program of any kind most move along with other improvements in School and College Serriort 111 school services. If it is pushed forward far in advance of other programs, it is likely to receive a setback. Therefore, it i? important that we do all in our power to promote traffic safety education and other forms of safety* to meet current needs. The Function oi the Public Support Committee in Relation to Education By PAUL H. BLAISDELL Secretary, National Committee for Traffic Safety Since the President's Highway Safety Conference last May we have witnessed a speeded process of evolution in the field of highway safety. There has been an un folding of more intensive, better integrated programs for traffic safety, among officials and among the great national nonofficial organizations which wield tremendous power in shaping the course of public ap proval and public support. This evolution has been disclosed in the series of state and local highway safety conferences which have taken the action program of the Presi dent's Conference and have adapted it to local situations. It has been manifest in the growing prominence of traffic safety on the agenda of national conventions;, and in the statements of program objectives for the coming year. It has been evident in the willingness of the various media of public information to co-operate even more fully than in the past in bringing home to the hfiridnl the fall facts of highway safety * a soda) and economic problem. At long last, safe highways may be wtdiaB er grasp, if we can consolidate our put and capitafar cm flic current wave of udmiMm The principal step remaining in the two ar three years immediately ahead to adbseee anted official action for highear safety and to hark it up with unified Tba uljmiii was the major thesis of the CMBmUK mi organised public support of the Pittokat'* Highway Safety Con ference--that safe highways are a shared mpomiWjty--that the official program and the DOM&cul supporting effort are per manently Mud--that the one cannot ' be ocssfnl without the other. It would be foolhardy to believe that better traffic law* enforcement, better safety engineering of even a complete program of driver educa tion and driver training in a municipal school system could succeed without public approval and public support. It would be similarly futile to spend time and energy* for public support of a traffic safety project which was not in line with known official needs. The public support committee of the President's Conference left no doubt as to its position on which program should be co-ordinated first, for it said of the duty of officials: "State by state, city by city, we must measure our traffic laws and ordi nances. our police enforcement policy and practice, our safety* education program in the schools and our engineering accom plishments against the standards necessary to achieve safety on our highways. If our own traffic safety program is substandard, we cannot rest untit it is corrected." . Such a major premise is not intended to discourage nonofficial organizations from carrying on extensive highway safety pro grams of their own. Under our democratic system an organization can act for the pub lic good without the benign smile of official dom. However, it should be evident that joint activity will generate more steam and that a winning' highway safety program seldom results from playing a lone hand. The cosmopolitan make-up of tlie Presi dent's Conference committee oo organized public support was our assurance that its `findings would reflect the thinking in every phase of highway safety activity. While a majority of. the committee cane from na tional civic, service, professional and similar organizations, there was also sizeable rep resentation from the official family of educators, police and engineers. The plan of action which they developed, and -which the Conference approved, set forth a logical sequence of events at national, state and local levels to reach the ultimate goal of the Conference. Needless to say, the educa tor was cast in a stellar role in each case. 312 34th National Safety Congress, 1946 On the official side of the ledger, in the Na tional Committee of State Official Associa tions, education is to he represented through the Natiroal Association of Chief State School Officers. In the state structure, the state superintendent of public instruction, or state commissioner of education works co-equally with the highway commissioner, motor vehicle administrator and head of the state police or highway patrol. In coun ties and municipalities, the superintendent of schools is a member of the official guid ing body. On the nonofficial tide of the ledger, the President's Conference asked an expanded Natiooa) Committee for Traffic Safety to carry on the development of public support for highway safety through national or ganizations, thence down to the states and communities. Currently Che public relations of traffic safety center in the drive for public sup port. The person uninitiated in the struggle for highway safety might ask why, since the record indicates that we need safer Highways, does it take more than a bold statement of that fact to get safer high ways? Why aren't the people of your dty and mine so aroused that action is spon taneous? During the years in which we have seen the responsibility for traffic safety sepa rated into spheres of influence--that of the state, the municipality, the educator, the engineer, Lite police officer--we have ex pended millions of dollars, countless hours of human endeavor and an immeasurable output of mental energy, but we have not sold the all-important transition from ap proval of highway safety to individual practice of highway safety. Time magazine, in reporting the President's Conference, gave us, perhaps unwittingly, an evaluation of our success in its dosing phrases which said: "The President made a strong plea for safe highways. Conference delegates nodded understanding^. Most U. S. drivers just nodded." It is a statement of the obvious to say that probably much more could have been accomplished if we had spent every last hit of cor money, time aod energy in edu cating a generation of good drivers. Why, then, mutt safety education still have public support to reach maximum effectiveness? I ran sec three reasons: First, the educator has m fwo-wny selling job in safety education. One of these is external, in that it encompasses the brand concept of educating (he whole people. The public must be convinced of the need for and the economic soundness of a program of driver education and driver training in every school system. The other setting job is internal, in that the educator, with the help of a convinced public, must sefl the need for safety education to a school com mittee or a school board. Second, if reduced to a choice n public expenditures, safety education will gemerally lose out to a more glamorous com modity. Traffic safety needs more ghuwx. To be a safe driver and a safe pedestrian must become the fashionable thing to do. Traffic safety must have the versatility of an orchestra: solid, as with Tommy Dor sey; sweet and "gurgly," as with ICostelanetz; schmaltz, a la Spike Jones; or power, unddf the baton of a Koussevitsky. Yes, I'm asking educators to join the ranks of the "glamor boys aod gals" sufficiently to make a safety education program look as good to the taxpayer as a new stadium or a new dty hall 1 Third, o program of driver education and driver training has four great barriers, the combination of any two of which con stitute a mighty challenge to co-operative effort These barriers are: 1. A lack of trained teacher personnel 2. A lack of dual-control vehicles, and the cost thereof 3. A place in the. curricoiam, and the co$t-per-pupil 4. Accrediting the courses for college entrance requirements. I am not going beyond a mere statement of those four barriers. .AH of then arc being studied and acted upon by one or more committees in the organizations deal ing directly with safety education. However, the three reasons I have given for safety education's need for public support are the' very heart of the job growing out of the President's Highway Safety Conference. In undertaking that job, the position of die National Committee for Traffic Safety should be made very dear. It is not an operating organization. It is not invading the Held of the National Commission for Safety Education, the School and College Division of the National Safety Council. School ad College Scst'on 113 * the National Conservation Bureau, the American Automobile Association or any other group working in safety education. It is functioning as a clearing bouse and co-ordinating agency, trying to build public support where it is needed. Your selling job to the American people is the task of a century if you try to convert them one by one. If you win them through the organi zations to which they belong, it can be accomplished before the millcnium. The use of the word "co-ordination" by the Presi dent's Highway Safety Conference and by the National Committee for Traffic Safety is not for the purpose of confusion, nor does it indicate an inability to take positive, as sertive steps. Co-ordination is used in the sense which Noah Webster gave it . . . "to bring into common action, to Harmonize/* To this end, on August 14 last, the Na tional Committee for Traffic Safety adopted its 1947 program. The program admitted that the first loyalty of the state and loos! units of our national organizations is to stale and local official programs for high way safety. If these official programs in clude driver education and driver teaming, which they should, the potential public sup port is yours for the taking. We were oot content to let public sopport for safety education stop at this point, and our further interest was expressed by our taking driver education and driver training as our Na 1 supplemental objective. During the Con gress sessions you wdl bear W. Ear! Hall, Chairman of the National Committee for Traffic Safety discuss this program in de tail. In taking diU stand for safety education, the National Committee for Traffic Safety was cognizant of the fact that a survey of the National Education Association, made only a year agot showed that public school officials preferred assistance from other public officials rather than from dvic and service organizations. There is do reason for an automobile dub, a Kiwants club, a parent-teacher association or any other or ganization to take offense at this position. It is doubtless an outgrowth of too many occasions of misguided zeal. After all, there are only two ways in which organized public support can aid safety education. The first of these I shall call the embar rassment method, or now-you-have-itwhether-you-want-it-or-not. Under this sys tem, for example, a public support group by-passes the school officials, buys one or two dual-control automobiles, presents them to the dty, and gets a driver education Zn<( driver training program inserted into the curriculum. Without adequate preparation the star shines brightly, fades to the sixth magnitude, and finally disappears. The other way I shall call the public promotion method, or, we-the-peopfe-want-safety-cducation-and-are-willing-to-pay-for-it. Under this plan the school official makes the initial determination of the need and then seeks public support. When driver educa tion and driver training reach the curriculum through this method, they're probably there to stay. This way places a very heavy re sponsibility on the school official, for he is the one who must come forward and say to the support organizations: "Now I uun/ your help." At least some of the opinion favorable to co-operation within the official family which was registered in the NEA survey must be attributed to laziness on the part of school personnel It's very easy to passthe-bodc and call upon the police depart ment to do the job of driver training. Actually, the schools have no more right to expect the police to leach driving than .they have to expect the local buuer'i asso ciation to teach arithmetic. I would not minimize the effective work done by the police in driver training, nor would I sug gest anything other than complete co-opera tion hftaium the school mad police depart ments, but I would contend that safety education is properly an assignment for the schools, and no amount of ducking or dodging can shift the responsibility. So far I have tried to draw the broad picture of the relationship of public sup port to education, listing certain specific challenges to educators generally. To trace a direct line from the Prestdmt's Confer ence to the classroom teacher requires brief amplification. At a minimum, the Confer ence report nans these assurances to the classroom teacher: First, that the President of the United States and some 2,000 national leaders recognized the importance of highway safety and the part education must take in securing highway safety. Second, that through the report of the 114 34th National Safety Congress, 1946 Public Support Committer, organizations accepted a responsibility to back up the schools in their execution of a program of safety education. Just how far can the average classroom teacher go with these assurances? There is no question that the elementary school teacher is responsible for much of the warning to and training oi young children as sale highway nsers. On the whole the job lias been well done. We can hope that the elementary school teacher will continue and expand this valuable service. Through the first eight grades the emphasis is on safe pedestrian practices. Suddenly the child enters high school, and the years as a driver are abont to begin. If there is a program of driver education and driver training, it should make the transition from the pedestrian viewpoint to the driver view point fairly easy. If. as in most cases, there is no formal program, then certain high school teachers have an opportunity to stape the attitude of the young driver, for there is an inevitable reaction in the youth which says: "Now Fro driving, and those voung Tods* must loeep out of my way-- that's what they're taught to do.'* Every high school teacher m the field of the social sciences has an opportunity to build highway safety as an attitude leading to better human relationships. Some of you may feel that 1946 and 1947 are not an auspicious time to push for safety education--there are too many prob lems of teacher shortages and overcrowded schools. 1 submit that the time Is never perfect, there is no moment when other problems are not pressing whether you select your time by astrology, numerology, psychology or plain horse sense. Had lead ers awaited the perfect moment we might have had no American Revolution, no col lege education for women, no Normandy beach hod. We are only deluding ourselves if we think that the public promotion method won't work. There are, perhaps, no greater reeds to sway in the wind of puMic de mand thfcn the average srl,'v>l committee or school board. As of tou>', -the National Committee for Traffic Safety represents 117,993 local units of national organizations, in every last comer of the United States. As of Thursday neat that number will be a rising 12S.000. To select just a few at random, I'd pity the school board which had the. local Women's Quh, Parent Teacher Association, Garden Gob, Ameri can Legion Post. "Business and Professional Women's Giffi, newspapers, radio stations and insurance agencies clamoring for a program of driver training and driver education. Yon can call it pdfic promotion or public pressure--whichever it is, don't be afraid of it--wrr if--for if we believe in safety education as a means to safe high ways, public support can give it to us. What Each School Can Do to Implement tho President's Highway Safety Conference (Pond Dlsnsnoa) Chairman: Dr. Geoce D. Stodoard, Pres., University of Illinois. Participants: Marion L. Bartlett, Principal, Howard Street School, Springfield, Massachu setts. Sister Mary Carmecyn, Faculty Ad visor of Mundelein College, Chicago. N Blaine Winters, Cbm, School Edu cation Committee, Traffic Div_, Utah Safety Council, and State Dir., Teacher Personnel, Utah Dept of Public Inst. DR. STODDARD; It was shown in the statistics presented at the Washington con ference that, while we had made great strides tn teaching safety cdnation and safety practices to very young children, that the total curve of fatal accidents showed a downward trend, we had not been successful at all in the age range from 15 to 24 which includes all oar junior and senior high school youths, and most of our adult population. School and College Session 115 - Youth h the late tocos has been in an increasmgly deadly trintm so far as high way safety is owMiiird Teachers h the the green hand upon the particular product which becomes a war material. He must practice on something else. Otherwise you j i ] secondary schools have not been able to will have 50 people working on a plane and * accomplish as much as the overworked ele the fifty-first, not being well trained, will : mentary school teachers. Why? What comes m at the secondary level that the problem so moch more difficult? ruin his part of the work and the plane will fail to pass inspection, and that will ruin the work of everybody* else in the There axe twice as many boys as girls factory. ;, killed in highway accidents. Why? Now, Then, we had Ac pre-training courses. | I know the immediate and obvious answer Many of these courses were given in the ; is, boys are more lively. There are more high schools and we gave the students little out on bicycles. They try oat the family welding units. Students didn't work on cars. Bat I am not so sore that is the planes at all. -They worked on cheap mate- ' answer. I see Iocs of girls an bkydes. rials. They worked on- parts of planes They are u likely to cross the road as which were not to be used. anybody else. Whether or not they are allowed to drive the family car as sooo as boys is something we should think about. The fact remains; a girl is about twice as safe from highway accidents as the boy and if we can find anything from that one statistic to transfer over to the safety pre cautions on behalf of boys, perhaps it would be worthwhile. Well, as you know, when it comes to driving instraction, we seem to think noth- v g at all of giving the novice the family car--aa expensive piece of material--and of potting him out on the highway, not in the safeguarded yard or section, but right out on the highway where the chances of doing something wrong are. 1 should say that almost 100 per cent oi the driving students, Now, there are one of two other things in the course of Ac first hour's instruction, I shall mention briefly. I know Mr. Eaves will do something radically wrong. He will mentioned many other factors, bat, liW so do it radically wrong pot only where he many other experts, be comes around to endangers Ae car, but the lives of every the idea that yon must have better driving body in Ae car and everybody he meets instruction. It is not enough to eliminate on the highway and every living thing that grade crossings, to widen the road and put tries to cross the highway. on better shoulders and fix op the curves. It is not enough to improve the mechanical factors in the car or the means of law en forcement. Perhaps the no^ vulnerable area of all is what happens to the in the thinking, ia the motor adjustments and even as the mumtkm* of the young driver or the driver of any age. That can be taken earn of. obviously, by driver inRfuaioa. So, in our instruction, I am hopeful we can think of some ways, some proving ground as it were, for this type of training. I am wondering, too, as an ex-Commissionerof Education, if we somehow couldn't take advantage of Ae out-of-school hours of the children ?. I would agree wiA Mr. Eaves and Mr. Blaisddl that it is a good and sound part of any elementary or high school curriculum to have instruction in I can dwh mi mm other area of learning driver training, but I' must add, mighty which yog mM five over, without proper few try to put too much of it in Ac class iupr ibian and under dangerous conditions, the very first htranf to the boy or girt, f can racafl Aac m high school and college; yon weren't afipnsi tn work with chemicals w tn nc cayanhe laboratory material neO yarn bad mnesoed a certain amount of room, as yon will run into a rather subtle opposition from the teachers of other sub ject matter,* who also have their obligations. The children arc supposed to learn some thing about English and social science and other subjects. mnwrim V ddi^ want everything destwjwd. I lam Am daring the war, nay of an billed tram some hundreds of thousands ad wwHiti in the war indus tries and m nf Ac omtnl items in those courses of tMraaMa was not to turn loose In other words, the teachers' professional lives arc attached primarily to standard subject matter. 1 am not advocating that as a principle. I merely recognize that many of them feel Aat way about it, and when you come in with new subject matter, 116 34th National Safety Congress, 1946 you have to be careful not to take out too much. Otherwise, you get a resistance on the part of the teachers and the supervisors. But, more important than that, I have a feeling that there is a lot of spare time in the calendar which might wdl be given over to the laboratory and the training phases of driver instruction. Have the theory in the classroom. Break down the parts. Go over the charts and leam the rules and the legislation and do all the abstract work. Then, instead of trying to carrv out the actual experience or the tutorial experience --instead of trying to carve that out from A young mothers' dub meets once a week. This program is both educational and social and is a great befp in relating the school program to the needs of the community. We have also organized s P.-T-A. which s functioning quite satis factorily. A class of adult aliens meets once a month and they range in age from 23 to 78. Most of them arc now citizens, but they continue to come. They wish to become more Americanised. This is more or less a picture of my own school. On tbe outside of tbe city of Springfield, is a four-floor modern building located in the short classroom day--let's extend the a good residential section. It is Sixteen day. My guess is that is one thing these chil Acres School The building is as safe ai careful planning can make it and the play dren would be glad to have the day ex tended for, and that is one thing every parent and public teacher would be glad to ground is adequate and away from the streets. The children live in attractive new homes, and their backgrounds are socially have a longer day for. That is something and financially secure. I would be glad to throw to the discussion V/hat should be tbe approach to safety panel. The school day is short and the astro nomical calendar is long. 1 would suggest that we lave intensive driving sessions, perhaps under dramatic and cotorful con ditions, during vacations. MISS BARTLETT: Our school is a downtown building in the crowded section edratioo m*thcse two schools? How can wv help the children to anticipate and recog nize danger, and on they be made to realize that their very survival may depend on quick reaction and good judgment? With or without careful planning, daily living presents many hazards. Safety is a part of every child's experience. of the city of Springfield, Massachusetts. It covers a whole block in the business center and is less than an eighth of a mile In our section of tbe city, all streets are dangerous. Traffic is heavy at all times. At Sixteen Acres School, many cbilden coming from the railroad tracks on the banks of to school traverse the through Boston to the Connecticut River. We have about 500 pupils and 16 classrooms, ranging from kindergarten through the sixth grade, and New -York highway. Many ride bicycles while others <ncae in buses. The following procedures hare been found helpful: First, four special classes for the mentally re tarded. About 60 per cent of the children are of Italian descent. Many are from the less privileged group. Close beside the Howard Street School, with only a wire fence between the yards. Is the St Franos Parochial School The pupils of both schools use the same streets. Tbe following activities are a part of our- weekly program. Hot lunches are served each noon to 120 children. They remain during the noon hour and are cared for by experirnerd teachers. Each pupil in the building has a shower twice a week Also, many of the adults come to tbe school for slmwers. l-ast year, 9,000 sbowers were taken by the adults of the immediate neigh borhood. This community service continue* throughout the year. a study of the environment by the princi pals and teachers is essential and, because these change from year to year, this study of hazardous areas should be continuous. This includes oot only the inside of tbe building, the playground^ routes to ^nd from school taken by tbe children, and the accident situation in the community; but a record of the accident* should be made to locate the immediate hazard and determine where the responsibility lies, whose problem it is--the community, home or tbe schooV- and what can he dooe jointly Co prevent recurrence of the accident throughout the city. The schools have had an accident report ing System in effect for many years. This is good, but a recommendation that tbe National Safety Otmri! Accident Summary School and Collate Session 117 Report sheet be adopted, wifi be submitted to the ufeiinHtntiia this year. The classroom teadar is the one who has to present the instruction. She must endeavor to create an mtcrest in the study at band and to bmld desirable attitudes and habits of sale living. The approach differs according to the grades and the district. No two buihfcigs are alike, It is not de sirable to lave Am alike. Howard Street emphasizes Ac dangers of playing in the streets or near the railroad tracks or the river. Sixteen Acres School must teach children bow to walk m roads where side walks are oot provided and lead) bicycle safety and how to be safe on buses. The safety patrol is one of our most helpful activities. This helps the children to prac tice safety in and about the school. They are learning to do safely the things they will do anyway. It provides opportimitics for them to make wise derisions, to learn self-control, to be courteous. The whole school is represented at its weekly meetings --one person from each room. From these moztmgs come dm room discussions, sug gestions for bulletin boards, demonstra tions. JUMihg to the needs of the season of the year. When problems arise, reports are brought to the patrol meetings and the members of the cocnril are urged to sug gest ways of ktUi iig the conditions. Visual aids, carefully planned school cam paigns, a time in the city campaigns, such as tbe Cotmroity Qest and the junior Red Cross and so forth, are additional activities of tremendoos iuteiest to the children, which stimulate the teaching of safety. Perhaps a respect for law and order, accompanied by the desire for self* control are the most difficult to develop, and the most necessary to have. Jaywalkers are a hazard. Some are self- willed headstrong individualists. Primarily this is a i ic responsibility, but the school must carry here the home leave* off. I would like to describe one community project which has been developing over a period of three years. On October 20, 1943, a joint safety meeting was called by the supervisors of safety education of tbe schools of Spri: rield and the director of the Safety Council, Mr. Ellis. Among those attoadmg. were 16 representatives from the agencies of tbe organizations interested in child welfare; the police, fire department. parochial schools, Y.M.C.L, Council of Soria) Agencies, boys' and girls' clubs. Scouts, P.-T.A* Y.W.CA, S-P.C.C. and the public schools. The major problems subnutted were Hal loween, street acodentsy vandalism io and around schools, genera) vandalism. The purpose of the meeting was to develop a program of recreational activities for the children for Halloween and to devise ways of contacting the children to inform them of various activities. In three minute talks m all the high school assemblies, junior high school prin cipals informed pupils of constructive ac tivity for the week There were broadcasts by the chief of police and by boys and girls wbo were duo directors. All teachers told students about the broadcasts and the op portunities for recreation. The results were gratifying. The Depart ment of Streets mad Engineering reported it was not called out once and the false alarms fell from 50 to 20. I must be honest and admit that the night before Halloween the weather was stormy. Thai probably had considerable to do with the record. However, the children were at liberty the whole week before, and we feel that this organized program really did reach many of them and accomplished a great deal. Because of that, this committee still func tions. Last year, the weather was beautiful with a full moon and both police and other departments reported, that there was trou ble, but the trouble was caused by children over school age. So, we felt that we were justified in plaining and organizing this committee. This year, the schools began planning in September. The P.T.A. presidents were contacted and urged to arrange small neighborhood parties and it U hoped to have publicity through the radio and newspapers, bulletins to all teachers and principals; the Council of Soria) Agen cies, and then work out something for the upper teen ages. The Merchants* Association arranged parades of bonds and there were prizes and many P.-T.A school parties. Those have proved to be very successful where they have been held. SISTER MARY CARMELYN: It has always been my firm* belief that all safety education is based on emphasizing the per- 118 34th National Safety Congress, 1946 sonal responsibility of each individual to rests upon the attitude of teachers and wards respecting the person and property of everyone else. In our liberal arts college and in the grade school work, I found it practically pupils. I think when we, as teachers, find young sters with improper attitudes in safety we must take stock of our efforts and see impossible to try to introduce any separate courses. The teachers say they haven't time, and I believe them, but I do believe that if we wait until we have the time we will never get anything done. So, we have tried to correlate safety with the regular school subjects. Id our parochial schools, the one subject we consider of utmost importance is reUgiuu. We have tried to correlate safety education with the teaching of the Fourth wherein we failed. The schools in Utah have a variety of methods for teaching safety education, f think the methods have to be varied accord ing to the teacher, the classroom situation, the community responsibilities, and so on. I visited, recently, an elementary school in which there was a basement hallway al most as large as this room, with rooms jutting out from it. The school bad painted pedestrian lanes and had a signal light and Fifth Commandments- Each child is taught to honor and obey bis father and mother and anyone with jurisdiction over him. Each child is also taught "Thou shall system in the center of the room. Young sters in toy automobiles and on scooters, and pedestrians moved about an typical street situations. A young fellow operated the switchboard and changed the tigxal not kill." In our college; we have the Red Cross accident prevention course, which it ac credited. We teach first aid, home nursing and nutrition. In addition, 1 have tried !o contact personally all teachers of all other light from one color to another. That seemed good to me, on the surface, so I said to the principal, "Now. what do you do to follow this thing up? Hen is an artificial situation which yon have made subjects to see if they would, wherever possible, stress safety education, highway safety and so forth. For instance, in eco nomics, accidents in terms of protection of wealth in its various forms can be studied. as realistic as pc.-stbte.** He said, "Well, to begin with, we drdo'r do anything. We thought this training was sufficient. But, we soon found that the training down here in the basement had to Physical education and physiology might concern themselves with motor control jznd tests for vision and bearing. Education, of be correlated on tbe outside. This brought us into community relationship" The school had to get (be support of tbe police course, includes a few lectures for the deportment and others. cadet teachers. We train teachers to go out 'Another school, ! suppose, has the most into secondary school, not primary schools, outstanding safety patrol in the state. They journalism and art have been brought into have worked it up deverly through school- play for publicity purposes and, of course, community relationships with the lions in sociology the place of safety education Club and other organizations. The patrols is dear, as we learned from the paper give programs in tbe different churches which was read just before our panel. around the community. Wherever engineering is taught; there is MR. WINTER: What is it that makes no doubt of the possibility of including safety education. Our greatest problem is enforcement. Our Safety Council has do power. It can study the situation and make recommenda an individual, who is ordinarily courteous, develop a dual personality when he gets behind the wheel of an automobile? If anyone gets in front of him, be is apt to poke his bead out the side window aad tions, but it has no enforcement power. We feet that the program in the parochial schools has great possibilities, but so far we have not obtained the 'full co-operation of all the teachers, although we do have the go ahead from the Superintendent of Schools, bfooseigneur Cunningham; MR. N. BLAINE* WINTERS: This shout. DR. STODDARD: You might get other clues of this dual personality. Yon ought get other evidences which are predictive of the behavior of children and youth when they get into this powerful situation. It might be that some of the projective tech niques they try on delinquents or frustrated whole business of safety education, I think. children would be helpful. Instead of hav- School and College Session 119 tug them punished or baring them punish another child or talk bade in a nasty fash ion to their parents, ghre them dolls repre senting other children or their parents and take down their conversetioos. Sometimes, the doffs are torn apart, showing they have this pool of nwesolitd Sfgmait behavior usually resulting from conflicts or frustra tion. It might be that baring discovered some of these things by projective techniques, you could also work them out under con ditions leas dangerous than placing an auto mobile in their tank Maybe you coaid give them something to tear apart or give them something that would permit them to show bow dangerous their behavior would be if allowed any freedom or power. QUESTION: Would it be possible, pro vided Dr. Eaves brought them along, to read tbe rrTM--aad have tbe panel tdl us what they neu m terms of classroom action? IOL EAVES: I wish to read the entire irronunrndatim for the secondary educa tion group. It is not very long and I think it will be of interest to the group to read this one report at least. "ft is rummiM-nd that school administra tors: "1.. Work for adequate public assistantance aad soppoil by brimming tbe com munity about the aims, nature; and scope of the school traffic safety program. Enlist tbe aid of coninfinity organization* which have an interest in the program and helpful resources. practicable. This work may be organized as a separate course, or as a distinct unit within an existing course. When organizing inch Instruction, the following should ap ply: "Standards for instruction which will enable student to exceed tbe requiremoits for Slate Driver Examinations. "Utilization of sound instructional ma terials, such as visual aids; psychophysical testing devices, and a motor vehicle. "Where provision is made for road training, the car should be in safe op* crating condition, equipped with dualcontrol and adequately insured. *7. Provide driver education and brain ing courses whenever possible as a service during the summer, at night sessions, and for adults in the community." I have held out'for expanding the school program, as was done during Che war, to include a longer day--Saturday and vaca tions. These longer periods of time, when the yotmgsters are not doing anything, can be utilized. DR. STODDARD: Would it be possible to certify parents as teachers of their children? I have a feeling most boys and girls tears anyway from older brothers and asters or perhaps duefy from parents. I wonder if the school could recognize that sort of instruction by getting the parents together and telling them what to watch out for aad providing special means of exairauatious. Then try out the system on the basis of the parents teaching their own children. "2. Immediately determine adequacy of instructional programs and practices in re lation to traffic safety needs. "3. Provide a supervisor of safety edu cation or committees of teachers or indi UR, EAVES: There are some experi ments of that nature now. There are sev eral centers where the school has taken the initiative to organise the parents to do this job. The school has strings on that pro vidual school safety co-ordinators. "4. Plan for driver mstnnrion, the utili zation of CD-curricnlar activities and stu dent organisations, and the correlation of traffic safety instruction with courses pres ently offered. "5. Interpret the driver instruction pro gram to staff members and students and delegate authority for its conduct to a qualified staff member. "6. Provide driver education and train ing as an integral part of the curriculum, when students are as near driving age as gram. I might say it is helping the parent to. do the job. We will be interested in Bering the results of that experiment. 1 don't think they have done enough or gooe far enough to determine the adequacy of them. However, we do see the poosiblities of its working out in some communities, where parents have more active interests in their children and are working to do more things for them. This problem is something for which we are going to have to find a number of solutions. There cer tainly isn't any One solution on a nation wide basis, and if we are going to do the 120 34th National Safety Congress, 1946 job w have to experiment end try the various methods ud ideas that have been developed, and look for new ones. DR. STODDARD: I share Mr. Eaves* feeling. My observation, as a parent and teacher, is that parents teach their chib dren, but teach them badly. Parents teach children almost exclusively on the negative things. If a boy or girl is driving badly the parent ays sometliing or gives him a look that ays even more. The boy is al ways sure that the minute he does anything wrong, he will be jumped oVi. Yet he can do something right for weeks and neither his father nor mother will commend him. In other words, I don't believe you can take parents oat of the teaching situation. They are going to be there, so you might as well bring them in with a little expert guidance. Alo, I don't believe teachers can do the job alone for the reasons which Mr. Blaisdell and Mr. Eaves mentioned. They are too scattered. They are not well enough trained and there just aren't enough hours in the school day. So, I agree with Mr. Eaves, we must hunt around far help and I also agree wholeheartedly with the point which was made several times that we have to look to the internal character behavior pattern of the individual boy and girl. We have to instill in him some feeling of pride in hi$ driving and in his actions as a pedestrian. We have to .make him pleased at his skill. Then all this bravado that may come in with foolish driving or careless or negligent walking on the highway, must be somehow transferred into good actions. I don't think we need to give the blue stars of Sunday school or the medals of Boy Scouts to these young people, 'but 1 think wc do need to give some rather dramatic and effective reengntion of good work, of good skills. If we had more of that emphasis on the positive and less on the negative, I believe, it would not only lead to better driving but it would lead to what you might call an increase in selfreliance. QUESTION: I would like for you to ask Mr. Keyes what he is doing with the Stale Department of Public Instruction in Illinois, in the organization he represents. I think it deals with this topic MR. KEYES: I am glad to tell you that wc have done some work, assisted by the State Department of Education in Illinois, in developing a guide for training teachers in this held. We have done that with a number of other state departments of edu cation, also as a service to those organi- In Illinois we have set up a number of ways in which the program can be done. Of course, we recognize the lact that you can't do it the same way in every school. In this plan in Illinois --the home co operative enterprise--we send sheets home to the parents at the proper time when the bchind-the-whcel lessons can be integrated properly with the related materials in the classroom. It does have many advantages. It also has many disadvantages, and some of those have been pointed out, but one of its advantages is that Dad and Mother do something too. Probably it doesn't reach the parents who need it most, but at least we can hope there is something going home to die parents that will not only be an advantage to the student, but also to the parent Thus we reach a much larger number of people. The students themselves are going to learn to drive some way and we may as well recog nize that fact We certainly should empha size the fact that the best way is to have a teacher who is trained to do this job both in the classroom and befund-the-wheel. It is reasonable to believe it will be a long time before all schools am do this, then we must- try to reach tbe young people in any way possible, and this home co-opera tive plan is just ooc way of doing it MR. MAURICE OSBORNE (New York State Education Dept): Most of your conversation and discussion has been directed at the classroom, at the teacher and tbe child or the pupil. A great deal of my work has centered around adults. To morrow afternoon, f an going to talk on the program, and 1 don't want to give away all my thunder, but 1 will give away a little bit of it I think there are two very important watchwords that should apply to the mo toring public and also to the people who are preparing directions, signs and thiogs of that nature, for the motoring public. One of these is uniformity. I think the motoring public from the state of Wash ington to the State of Florida is completely bewildered by the lack of uniformity in connection with everything having to do School and College Session 121 with traffic, everything having to do with the laws that apply to traffic, everything haring to do with signs. There are signs over the center of the rood and signs on the side of the rood. Tbe automatic sig nals or directional signs have different colors, are of different types and different kinds, as the motorist passes from one state into another. There is a complete lade of uniformity and, consequently, complete confusion on the port of the motorist. I think if he were to drive from Washington to Florida, he would need almost a back seat full of laws which be would have to consult almost every time be crossed a state line, in order to make absolutely certain that he was not riobtzg some law in some state. One other thing, I think, has to do with continuity of programs. I think a number of us speak of traffic campaigns and other campaigns having to do with safety as meaning something which is spasmodic and short-lived and, probably, alt the good that comes from one of these campaigns or these spasmodic affairs which spring up, is lost within Ooc week after the campaign is ended There should be a program which has a very definite emtmurty. spread over a period of twelve months and continuing over another twelve-month period after that, and so on. So, I think those two points are excep tionally important. DR. STODDARD: 1 think part of the trouble, as far as safety Is concerned, is a special condition arising out of a much more general condition of unhappiness or instability on the port of our young people. They aren't leading a normal life and they haven't been for the last five or six years. How could they? In most states those ex pecting to continue m school were com pelled. by the eugexks of the war. to drop out cither before they finished high school or shortly thereafter, and it must be that many of the ordinary things such as nutrition, health, highway safety, getting lessons and passing examinations seem relatively unimportant when tbe boy has his mind on when be win get into the war and under what conditions. In other words; we, ourselves, by getting Into war as we do so often, have tended to strengthen this char acteristic of violence. It is hard to give attention to details under thofe conditions except detail that applies to the war effort. Almost everyone expects to come through safely, regardless of bow many other people have been hit. I am sure most of us have that feeling. It is somebody else who gets injured. Among young people, especially, who lack experience, it is bard to project, in an imaginative way, the things that can happen so fast and violently. Then, as you know, .daring tbe depres sion, we paid very little attention to youth. We finally got around to deciding it was rather a dreadful thing for them to be out of school and out of work and we united, regardless of politics and partisanship, to improve the conditions and adjustments of young people. This accident curve, which I am told will rise unless something pow erful is done against it, I should expect to see accompanied by a rise in delinquency, a rise in crime, by a general disturbance of the functions and attitudes of youth. I should say then, if I might generalize in just one direction, that anything we can do to improve the quality of ladling in general, and Dr. Eaves referred to this-- anything we can do to introduce better mental hygiene into our schools to get at the source of character and stability, any thing, we* can do by way of personal guid ance, visiting teachers, home-school rela tions, Parent-Teacher associations will be all to the good, not only in terras of the general adjustment of youth,- but adjust ment to this particularly dangerous prob lem of driving and walking. I don't feel discouraged. I have a feeling when wc solve some of*the more general problems, some of the things that seem so hopeless right now will begin to take shape. One reason we have so many different signs and sets of state rules is that we haven't bad the time or the money to work on that problem for five or six years. The time we have just gone through would have been adequate to standardize all these signs. It would have taken out, as we know, every dangerous crossroad. It coukl have made these things reasonably uniform, but we have been busy with other and rather dreadful things. Now that peace has come or is about to come, I think I can speak for everybody here and everybody thinking about this problem. We ask that some substantial por- 122 34tk National Safety Congress, 1946 tion of the thinking and of the wealth of the states and of the nation be given over to this problem. W are not here entirely in a profes sional capacity. Those of you who are in tiie profession of safety education, wouldn't be in that field, unless you regarded the situation as crucial. And some of us on the margin must think of it because we think of the lives of our children. We know, too, the accident situation is some thing every parent thinks of all the time, and every teacher and every person in con tact with young people. There can be no happiness in families as loog as danger is there. We ail know of lives that are ruined, because of dreadful highway accidents. We say very little about that, but it rotors all our thinking, and it can't be taken out of the picture any more than the violence and destruction of war can be taken out of the professional plans for its elimination. WEDNESDAY MORNING SESSION October 9, 1946 Group Mauling on Safety in Industrial Education rresiding: FhaNK G MookE, Directing Supvsr., Industrial Arts, Cleveland (O.) Public Schools. What Constitutes a Good Program- of Shop Safety in Industrial Arts and Vocational Education School Shops By H. R. GRAMAN Parker Vocational School A good safety program for shop students and teachers should proride the student with safe surroundings, training u Straight thinking, better perceptive and reasoning powers, safety habits and behavior inte grated with the siriHs to be learned, ability in group action with fellow stadoits, and a desire to prevent social waste. Safe surraundmgs--Safeguarding the sur roundings will help protect the student in moments of rnattentian, 'thoughtlessness, indifference to his physical welt being and against mental fatigue By safeguarding the surroundings (bear chances of accidental injuries are lessened. Thinking, perception and reasoning--Dur ing the early trainh^; period, mental and physical habiu are formed and moral con cepts are established. We mi make vast improvements in safety, as hr as mechani cal equipment is concerned, but if we do not direct the student's thinking and his perceptive and reasoning power, to the rec ognition of safe and unsafe practices, we cannot expect to produce safety-minded graduates. Habits and behaviors--It is of paramount importance that an attempt be made to understand and control all work habits and behavior in the interest of safety. The student's safety habits and behavior must be integrated with the skills be is acquiring. Croup action--Group action in eliminat ing hazards is one of the foundation stones on which we can build our shop safety pro gram. We don't mean regimentation which may result in mechanical thinking, but in group thinking on mutual problems that are faced. Free discussion in class, of the problem, may bring better results than pre determined action, if an booest evaluation of various solutions is made. Social waste and outcast--The fewer ac cidents we have the greater is the raving to the public Every accident is a social waste. We as teachers have several reasons why we should be interested in a shop safety program. Negligence charges--Under new laws in many of the sates a negligent act by some one can be prosecuted under the law of "Criminal Negligence." Even from * legal point of view, it is smart to teach safety as it is no small matter to defend yourself in court on a negligence charge. Remember a teacher is always personally liable when School and College Session 123 negligence can be proven. The issue is not the injury to the student but the negligence of the teacher. To avoid charges brought by students absent when safety rules were discussed, the teacher should keep a daily record of what has been taught with special note when a student is absent, and a follow-up when the student returns to class. You must know your responsibilities and accept them. History will pass bitter judg ment upon us for our neglect or indiffer ence toward safety education. Moral obligation, to the public, industry, student and to the teacher, himself--From a moral point we owe it to society to do everything in our power to make the shop as safe as it is humanly possible. To sell safety to others may have far reaching implications not recognized during the stu dent training period, but will reproduce itself when the student assumes a position in some industrial plant earning his living. Accident causes and their elimination-- There is a definite need for aoridrot pre vention. The student is part of a group and arts as part of that group. If the group is well controlled and mannered the individual will act in the same manner. If the group is uncontrolled, wry bad consequences may arise- When the student caters the shop for the first time he comes into strange surround ings. His behavior pattern wilt he desirable, if control is employed; bat should that not be the case, the student will turn from a docile and gentle being into a self-asserting and rough creature ready to question any authority. The student craves action, but we mast be sore that the action is desirable and not lead to aa accident or injury. Students are just as easily upset by emo tional strata as adults. If the instructor can discover and recognise such emotional disturbances, be may be able to prevent an accident other to the student or to some one rise. We must scD the student the idea that to work solely is profitable to himself, from a personal and financial viewpoint Accident reporting is tbe basis of sound accident analysis, and consequent reduction of accidents. The accident can be carefully checked to prevent future injuries of simi lar nature. By potting tbe information to work, new safety material can be developed, jobs made safer or new teaching methods devised. Should an accident occur in the shop, we must cake time out to analyze its cause. Research into the effectiveness of accident prevention is of primary importance. To prevent similar occurrences we must know what causes accidents. The absence of a safety guard may cot have been the cause of the accident. It may be traced to hurry or inattention on the part of tbe student We must discover why a guard was not provided and why the student was inattentive or in a hurry. Get the complete history on every case, if you would help prevent similar accidents. -Ymaiger workers are more susceptible to accidents, because of their daring, adven turous and "I don't care" attitude. The better your safety record is, the harder it becomes to convince students of the importance of safety. After an accident has occurred, they have visual proof what can happen. Using industrial material, or cases reviewed by the sate industrial com mission, may help make students realize the oecesslty of safety. Visual aid material is a viol supplement in teaching. Since we can all become lax or forgetful, the teacher should be furnished with mate rial from the school administration as a constant reminder of the importance of safety education. Excellent results could be obtained if, at regular intervals; instructors of similar departments could get together and discuss some of their experiences. Analyses of past accidents, and circulation of bulletins on job hazards with suggestions for their elimination would be beneficial to all. Safe and desirable surroundings--As a first obligation of the school, a good safety program can provide and maintain the stu dent with safe surroundings. To accom plish this, good housekeeping must be one of the cardinal principles. Shop layout should be such that it is easy to move about in, without having to twist tbe body in one direction or another in order to squeeze through machinery. Saniary facilities should include a proper place for cleaning after the student finishes his shop work. The student should not have 124 J4th National Safely Congress, 1946 to go outside the shop to get a drink o water. PaiDling of the walls, ceilings and ma chines is one of the newest features in providing good surroundings, increasing the ability to see and lowering causes for fatigue. Lighting should be sufficient to prevent sltadow* or low illuminated areas. Much material is available from a number of sources on the subject of painting and lighting. Bulletin boards arc valuable as an auxil iary means of teaching satety. They serve as a constant reminder to act wisely while working in the shop. To attract attention, the posters must be easy to read, attractive, simple in design, and effective in color. The safety supervisor (foreman, engineer or inspector) should be responsible for the order and replacement of posters. Students should be permitted to contribute sugges tions for posters and arrangements. Machinery--It is essential that the placing of equipment is an important part of your safety program. Proper placing of ma chines with marked-off areas of danger will help in preventing many an accident. Ma chines should be so placed that should something fly out of the chock on the lathe or off the grinder it will not injure anyone. Machines must be properly guarded and conditioned before use. That means that the knife must be sharp on the planer, or the saw on the band saw, because a dull tool is more dangerous than a sharp one. Constant inspection will provide for the safety of the machine and the auxiliary equipment. Manufacturers are constantly making an effort to make their equipment as safe as possible. Still, when workers begin to use the machine they find faulty conditions which sometimes contribute to accidents. Guards may not provide sufficient protec tion and must be cither supplemented, or relocated. 1/ one switch turns to the right for "On" positioo and another to the left, they should be made uniform in operation. Foot pedals for starting and stopping may have to be rewired so that the starting is done with a button and only the stopping will) the foot pedal, to prevent serious ac cidents. Tool control--The physical or material side of accident prevention should be care fully analyzed. Every physical or material object has an inherent or natural hazard which varies In accordance with changes in the position and environment of the object itself. A tool in the instructor's hand, or wielded by some one who understands its use, may be fairly safe, but, in the hands of a "green** student may provide a major haurd. The use of tools and equipment is neces sary for the promotion of our comfort and well being. It is our responsibility, how ever^ to recognise the need for correct positioning and environment. Goggles, for instance, play an important part in the safety program and help in crease the margin of safety in the shop. Another factor in using tools and equip ment is the speed of impact. Wherever motions are introduced, the danger of in jury increases. A machine standing still is practically harmless, but, put that ma chine in motion and it becomes a potential hazard. The same is true of hand tools. A thorough physical checkup should be made to see if the student is mentally and physically qualified to team the operations required and to determine whether he has the necessary mechanical aptitude for the job. Schools are in a transitional period at the present time, because of newly acquired equipment, attitude toward shop work, and the addition of the veteran training pro- granfe all of which bring many new prob lems into school shops. A good safety program becomes highly significant. To ensure enforcemait, nik* should be printed and put into the bands of all concerned. This is a definite step toward good safety* practice and a protection against charges of negligence. There arc several specific safety* rules which will fit into any shop program. The following arc applicable to any shop pro gram. General safety rules should not only in clude shop behavior, but should cover com ing to and leaving the shop. Two and three students racing out of a door create as serious a safety hazard as operating a high speed machine. Specific rules should govern every' opera tion performed and wherever hazards are present * School and College Session 125 Never permit anyone to operate machin ery while the instructor is out of the shop. Never put work oo the grinding chuck or remove it without stopping the grinder. Roll your sleeves above the elbows before operating any machine. Shop organisation--A shop safety com mittee and a safety engineer (supervisor, foreman, inspector) would be helpful to formulate regulations for the shop. The committee and supervisor, should be given power to enforce regulations and penalties in line with the offense com mitted. The job of safety inspector should be on a rotating basis to allow all students to serve. This would bring out many abilities and hidden talents which the instructor may not have noticed Shop inspection should be a part of the safety committee's job. Systematic inspec tion with a mimeographed check sheet as a control factor plus regular time schedules would greatly improve shop conditions. One or two of the students on ifac safety committee should be familiar with first aid mrihnds, as even the instructor could be injured through someone's thoughtless act. Work habits and behaviors--Mauy young sters have been injured by so called "horse play,* and most accidents could have been prevented, if proper safHy precautions were taken and safety recognized as an integral part of skill development. Each student should develop a sense of responsibility to himself, his neighbor, and his country. A spirit of co-operation is needed to do the job in a safe way. Personal protection--It is the teachers* responsibility to see that students wear proper protective equipment when the job or danger areas require it. Adequate en forcement will help m eliminating indif ference m wearing protective equipmmL It is just as important for a student to prated his eyes when he otters the school shop as when he goes into industry. The chipper in an industrial plant wears his goggles Ml day an his job and does not take them off because some particular job requites only a few minute* of his time. Taodm Preparation in School Shop Safety By DR. RAY 1L STOlfBAUGH Director, DMtioQ of Industrial Art, TfBnola State Normal Dnhwiity Many persons in educational fields arc looking to the teachers colleges and uni versities for help in improving and ex panding their safety education programs. Directors and teachers of industrial arts should not be ignorant of accident ritisttions in school shops. Several studies having to do with safety practices and procedures in secondary school shops have been made available to persous who might be imoested in the findings. They bring to light many fads which should be of interest to in-service and pre-service teach ers who are making a serious attempt to develop safety education programs. It is significant that these studies, starting in 1919 and continuing through recent years, should have found a marked degree of similarity in the school situation. A good program of safety education must be based, m part at least, oo the accident situation. That is, before any work in accident prevration can be begun, we should know where, when, and bow acci dents occur. As a foundation, a leather-training pro gram in shop safety needs a good picture of the accident situation h thooe places where the prospective teacher will work, primarily the secoodaiy school shop. Since the aocidrnt situation on the sec ondary level has been the basis for nearly every study of school shop rafety made to date, a survey of data obtained should be helpful to the college instructor in pre paring the prospective teacher to formulate a safety education program in his own teaching situation when the time arrives. If the prospective industrial arts teacher is to have an adequate preparation in this area of future activity, be wtO need some familiarity with the answers fotmd to a study of a composite summation of several secondary school accident surveys. 126 34th National Safely Congress, 1946 1. HOW DO THE NUMBER OF ACCI DENTS PER PUPIL OCCURRING IN THE SHOP COMPARE WITH OTHER AREAS OF SCHOOL AC TIVITY? Max Henig U reported to have found that more accidents 'per pupil occur io the shop than any other area of school activ ity. Studies by Hughes and by the National Safety Council indicate the accident rate of the school shop is exceeded only by the department of physical education. Although it is unlikely (hat sufficient data is avail able to determine the per capita accident rate of the school shop as compared with other areas of activity, ou a state or nationwide basis, there is sufficient evi dence available to arouse an awareness among in-service teachers, teacher trainer* and prospective teachers of the accident situation in the school shops aod to cause them to devise ways aod means (o allevi ate if not eliminate the condition. 2. DO THE NUMBER OF ACCIDENTS IN THE SCHOOL SHOP VARY ANY WITH: a. TIME OF DAY? The combined records of studies with comparable data, together with the weighted opinions of co-operating teachers regard ing time of aeddents, show more accidents occurring in the morning than an the af ternoon. This record also shows the highest fre quency of accidents occurring during the hour following ten o'clock in the morning, and two o'clock in the afternoon. There is a gradual tapering off at both ends of each session. b. DAY OF THE WEEK? Only two of the studies (Cressman and Watson) gave any consideration to acci dents and the day of the week they oc curred. The combined record is simlar to the individual records, with Wednesday having the highest frequency, and with a gradual tapering off to both ends of the% week. a BY MONTH OF YEAR? In general, shop accidents, tend to vary as the school year progresses! September and June have the lowest reported number of accidents. October shows a high accident record. After October there is a decline in the number of accidents op to Jawuy. which shows a marked increase an shop accidents. January follows a racatka pe riod and precedes the end of the first semester with the resulting haste md rash of a semester dosing- Both of these fac tors are considered contributing causcj of accidents. March shows a sadden and extreme rise which tends to continue up to Jme. Cress- man food May the worst tcffWt nank The combined records of accident by month of year weald probably bear dw oot1 Factors said to accpoee for the suetamed Ugh number of atthlcnts daring tins period are--rush of work for M dr student and teacher at the end of dr year and "spring fever." with b icndHf tocmiig effects upon the hdridaL Since it is iraywaMc to onor da dr hazards of shop work will tend to onm as the year progresses, dne to the aacreamd quantity and. difficulty of the work hai it might well be expected that an dome of accidents daring the year would W a logical result. On the other brand, * can be argued that a good program at mdoy education is likely to resadt in a derihmg nomber of acridatts. Although there may he need for farther study to determine the refaciflasdup bcfiuin accidents and the time of day or the day of the week; inibUe dan Maid odak that, while the modem hazard is always present, there arc ccrtm* time period* which' demand umriwwrl alertness on the part of both student and tracker. 3. WHAT AGE PUPILS HAVE THE HIGHEST ACCIDENT RECORDS? There is n gradual increase in the am ber of accidents from the age of Iff In IX At 14 years of age, there is a marked increase which continues to climb through i5. At 16, a drop in the number of acci dents is noted, followed by a steady de crease through the remaining years of the student's school experience. 4. WHAT IS THE RELATIONSHIP BETWEEN FREQUENCY OF ACCI DENTS AND GRADE OP THE STUDENTS? The trend of shop accidents by grades of the secondary school shows a steady increase to the ninth grade where the great est number are likely to occur. There then follows a steady decline. The grades above School and College Session 127 ninth show a slightly higher frequency of accidents than those below. When the shops of the junior high school are separate and distinct from those in the senior high school, them is apt to be a variation in the frequency of accidents. Under such conditions, the 10th grade, or first year of senior high school work, shows the highest frequency of accidents. 5. WHAT AREA OF ACTIVITY IS THE MORE HAZARDOUS? The woods and metals areas stand closely together as most hazardous of all school shop work. The area* of transportation aod femiwuikation likewise are closely bhti hot below the first two in frequency TltOf Graphic arts had relatively few lrribwnz aod stands in last place, with a htqMOy raring natch lower than the och er*. Wwdarloi, The general woodworking dbag kiwi the greatest frequency of acd4oa Prartii ally aO schools offering indaserwf arts ml hove a shop where gen eral veedmvlaq is studied. This, of riau. a firms that most be taken into scowl when frequency of accidents is oaomdered. Cabinet making ranks a dose second. Carpentry ranks third with rela tively few accidents, hut with a per capita raring that undoubtedly would be high. Tie frequency of accidents in the use of wood working hand tools U much higher than that of machine tools f The frequency of minor accidents in the woods area as com pared with the frequency of major acci dents Is at a ratio of approximately 7 to 1. In the metals area, the frequency of acci dents in the machine shop is higher than all other shops combined. Exposure may be an important reason for this and must not be overlooked. The general metal and sheet metal shop rank second and third, but with for fewer acodoits. The forge shop and foundry have relatively few acci dents. However, the per capita accident rates of these two shops might be far higher than a frequency table would indi cate: Only a small nomher of welding qochlcHts are fisted. The frequency of tumor accident^ at the metals area, os com pared with the frequency of major noddots is of a ratio of 6 to 1. la the transportation area, the frequency of nrhlnm Is very high in the automotive shop. In fact, it remains relatively high when this shop is compared with other individual shops. Very lew accidents arc reported ui the aeronautics shop. This is one of the newer shops, however, and future investigation might reveal a different trequeucy picture. The frequency of minor accidents is at a ratio of 3 to 1- ln the communication area, the electrical shop stands alone. This shop is also rela tively high in accident frequency when compared with other individual shops. The frequency of minor accidents in the elec trical shop as compared with major acci dents is at a ratio of 4 to 1. 6. WHAT IS THE DISTRIBUTION OF ACCIDENTS BY HAND TOOLS? Several significant factors involving dis tribution of accidents by hand tool* are revealed by investigators and by the com bined listing of these frequencies. The roost outstanding disclosure is the unusually high percentage of hand tool accidents that involve use of the chisel. In round numbers, the frequency of accidents on this tool is as high as all other hand tools combined. While the chisel has always been considered a dangerous tool, it is doubtful if it has ever been revealed ex actly in this position before. Typical woodworking tools--rii, chisel, saw, knife, and plane--stand high m a com bined listing of frequencies. Undoubtedly, contributing factors in this high frequency rating have to do with the nature of the work done by these tools and the nature of the tools themselves. All have sharp and exposed cutting edges. Only one other tool, the hammer, stands with this group. The file has been'labeled especially dan gerous and much attention has beat given to It in shop safety literature. Its accident frequency rating, however, is not espe cially high. The soldering iron, on the other hand, looms up as a "dark horse." Very little has been written about it as a dangerous tool; yet its frequency is about twice that of the file. The shovel accident rate is also a sur prise, with almost as many accidents oc curring with it as with the file. The fact that the above tools figure in school accidents should label them all as requiring special atlcotioa in any effort to reduce school shop accidents. 128 34th National Safety Congress, 1946 FREQUENCY OF ACCIDENTS BY HAND TOOLS* Tool Numbor of Accidents Chisel -.......................... .... .. -- 1123 Saw ....................----------------------------- 315 Knife :......................... 203 Hammer ------------------------ - -- 127 Plane ------ ---------------------------------- -- 125 Screw driver __ . 93 Soldering iron51 Wrench ...... ............... -------------------------- 32 Hack saw------------...................---- 30 File___ _!--------------------------------------------- 29 Shovel---------------------------------------------------- 25 Drill bil ...... 14 Scraper ......._.............. 14 Draw knife----------- ----------------------------------11 Mitre saw ----------- ---- ------- -- 9 Burnisher __________ _________________ 8 Coping saw............... 7 Shears ....................------------------- ------ 8 Pliers .................. 6 Cold chisel _____ -- ....... .------------6 Vise .................. 5 Punch ------ 4 Gouge --....... ...................----------------- 4 Paper cutter------------------------------------ 3 Holt cutter ------ 3 Yankee drill ------ -------------------- ----- 3 Tin snips ------------- --------- ---------- 3 Back saw ------ --3 Anvil --.-- --................... ................. 2 Clamps....... .......-............... 2 Forging tool .............. ....................----- 2 Tongs ---- 2 Wrecking Bar ............ 2 Other machines that may be labeled as especially dangerous are the tenoner, band saw and buffer. The woodturning lathe shows the high est frequency of accidents ol all marhinf tools, bat when considered the light of exposure, the acodcut frequency per lathe is below the average for all machines The acodem frequency rate far grinders, under a similar etaromatiop. shows a cor responding drop in positron. SUMMARY OF ACCIDENTS BY MACHINES IN USE Number ,, Machines Number of Machines of Number .Accidents of Per Accidents Machine Jointer 417 161 J8 Circular saw _ 402 104 2S Tcnoner ---- 10 2 20 Bud law A50 62 .17 Buffer 6 1 .16 Jig saw 153 17 .11 Planer 40 4 .10 Lathe (wood) 1741 171 .09 Grinder 464 Swing saw -- 13 39 .08 I SO Power drill _ 165 9 J05 Swfamr --__ 66 3 .045 Boring marhine __ 50 2 XX Job press --__ 28 Sander -------- 119 Shaper *------_ 113 Mortiser -- 86 1 .055 4 jQ3 2 .03 2 .02 Tools showing an accident frequency of less than two have been omitted from this TOTALS -.-..4252 587 .138 list. 7. WHAT IS THE DISTRIBUTION OF ACCIDENTS BY MACHINE TOOLS? The jointer and the circular saw are the (mo most dangerous machines in the school shop. This fact is extremely signifi cant because they are usually fourth wher ever wood shop courses are offered. That these machines are recognized as danger ous is evidenced by the fact that in certain shops their use is restricted to all but ad vanced students. It would appear that more effective in structions and precautions in the use of the jointer and circular saw are needed. 8. WHAT EFFECT, IF ANY. DOES EXPERIENCE HAVE ON THE DIS TRIBUTION OF ACCIDENTS? It is goKxally believed that experience is a potent factor in the redaction of acci dents. The firat few weeks m a given activity seem to be the most dangerous. Experience takes on added importance when consideration is given to the fact that school shop work tends to increase in quantity and difficulty, and hence in haz ard, as the student continues in a given area of activity. Mor$ knowledge is needed, however, re garding the relationship between the nature of the work, exposure''am) experience. School and College Session 129 4. WHAT IS THE RELATIONSHIP BETWEEN THE INTELLIGENCE OF THE STUDENT AND THE DIS TRIBUTION OF ACCIDENTS? It would seem, from the meager findings available, that intelligence does have a bearing on accident prooeness. There ap pears to be a strong tendency among the tower intdlgwce groups to be accident repeater*. 10. WHAT ARE THE CONTRIBU TORY FACTORS IN SCHOOL SHOP ACCIDENTS? There is a decided lack of uniformity in the reporting and recording of the casual and cnotribotory factors in school shop accidents. An examination of the various ui nipmu into these factors show a wide variety of terms used in an effort to establish aadkrtymg course*. Terms such as "carelessness" have been too freely used in the past. A gratifying oatcome of thi fault, however, is a pres ent movement to abolish the use of non descriplive terms. Hughes look the limited information available and reclassified re ported accidents according to a modified check sheet based ou one developed by Heinrich. A summary of these accident causes would appear as follows: Per Cmt Faulty instruction . .. .................. --. 4A liability of student......................- --. 17.4 Lack of concentration---- ..... 3.1 Unsafe practice ------- _... 613 Menially unfit ........... ..... 24 Physically unfit ___\2 Physical hazards __ 1.4 Poor housekeeping---------------------___ 4.1 Defective equipment - -,, Li Improper working conditions.-- .9 Insafe buildings conditions---------i Improper planning ~A Improper dress or apparel--------- A Any good acddeit reporting system should include a thorough report of the casual and contributory factors involved. This report should, if possible, include statements by the instructor, the injured student, and witnesses of the accident. Lack of uniformity in reporting and recording the causes of accidents may in dicate that teachers need more information on accident analysis. U. WHAT MAY BE LEARNED ABOUT THE NATURE OF IN JURIES WITH RESPECT TO (A) THE SEVERITY OF THE INJURY AND (B) PARTS OF THE BODY INJURED? In the majority of cases, injuries in the school shop are of a minor nature. Only a small portion of them necessitate the loss of time from school. However, it must be kept in mind that every minor injury is potentially a major one. Treatment should be prompt and adeqtmte, and its cause thoroughly analyzed. Severe injuries seem most likely to oc cur in the automotive*, metals and woods areas of the junior high school, and in the automotive;, and woods areas of the senior high school. Severe injuries also occur in small but appreciable numbers in the elec trical, machine and metal shops of the senior high school. Injuries in the senior high school appear to be more severe than those in the junior high school, if the opinion is to be based on the difference in cost per accident. Fingers and thumbs suffer injuries in the school shop more frequently than do all other parts of the body combined. Usu ally these injuries are in the nature of cuts. Hand injuries, which arc likewise quite numerous, arc, in most cases, the result of cuts. One point of especial interest in body injuries is the relative frequency of in juries to the eye, as compared with other parts of the body, excepting the hand, thumb, and fingers. 12. TO WHAT ' EXTENT ARE IN JURIES TREATED BY THE IN DUSTRIAL ARTS TEACHER? Treatment of school shop injuries varies from simple first aid given by the in structor to complete hospitalization of the injured student. In general, the instructor is exiled upon to treat most injuries that occur in the shop. Sometimes this treat ment precedes further, attention given by the school nurse or a physician, but more frequently it is the oaty treatment given. It is especially important that all shop instructors be trained in approved methods of first-aid treatment. It is likewise im portant that shop instructors understand no J4th National Safety Congress, 1946 the need for and tbe contents of a wellequipped first-aid cabinet. Any shop teacber must be adequately prepared in the safety practices related to hi? teaching activity, if his safety pro gram is to be effective. Safety education must be effective in its nature. It must not be merely an attempt to prepare an individual to pass a given course or to write a successful examina tion. It must do more than protect the individual from hazards. It must teach him to recognize, respect, and know bow 10 conduct himself in dangerous situations. It must be of such a nature that it will carr>r over into life situations long after the individual has left the course in which instruction was given. It must be of the type that will command the respect of the individual student at an age when adven ture is a part of his life. \X HOW CAN THE TEACHERS COL LEGE BEST PREPARE TEACH ERS WHO ARE CAPABLE OF PROMOTING A SAFETY PRO GRAM? If there is to be any appreciable im provement in tbe accident record of the secondary school shop, it will have to be brought about through efforts of tbe newly (rained teachers. Numerous studies revealing accident causes and suggesting remedies have been made and are available to all; yet there is no evidence to show that Urervicc teachers have made any effort to profit by these data and suggestions. New teachers can and will effect improvements provided they are adequately instructed in >chool thop cafeiy. According to Hughes the teacher train ing institution is the largest single con tributor to the safety training of the imfiistrial arts teacher. If tbe teacher training institutions must furnish tbe great share of safety training of shop teachers, then it becomes the duty of those institutions, to provide the type of training these teachers need. The teacher training institutions are do ing reasonably creditable work in prepar ing industrial arts teachers in tbe skills and subject matter related to the different activity areas m their shop curriculum. In practically every school, however, safety procedures are included only as an integral part of shop instructions by demonstrations, individual instruction or group instruction. Safety education, in altogether too many instances, is limited to teaching prospective teachers to work safely with tools and machines. {A partial explanation of this restricted safety education program may be doc to time limitations naide necessary by having to fit tbe preparation of indus trial arts teachers into an over-all program of general education orientation, profes sional education, major and minor teaching fields.] Another explanation ts indicated in a study by Hughes in which he found that approximately 14 per cent of the industrial arts teachers in the teacher training insti tutions either had no training in school shop safety or attained their training through experience in teaching. Tbe purpose of a safety program in a teacher training institution should be two fold: first, to instruct the student in cor rect or safe procedures; and, second, to acquaint the prospective teacher with a wide variety of techniques which might be used in his teaching. The most effective way to teach shop safety procedures is to include it as part of the instruction m the use of each ma chine and band tooL In other words, shop safety instruction should be given on the job, under actual working conditions, and at tbe time it is to he mod. Individual in struction is held to be the most effective means of accmiug safety in the school shop. Large classes sometimes . limit the amount ol individual instruction that may be given. Is sods cases, it is necessary for tbe instructor to give instruction to small groups of students or oven So the entire class at one time; however, under group instruction individual safety needs are likely to be overlooked. Tbe development of safe work habits by tbe teacher in training is important and should not be slighted; however, there are other essential knowledges and procedures . that should be acquired by the prospective teacher an an overall program of safety education. Selection of subject matter may have to be a compromise, and we are likely to find performance skills receiving greater emphasis. Also, many related safety knowledges and procedures may be repeated in each of the various shop classes, during the stu- School and College Session 131 debt teacher's preparation. Repetition may have learning value, but the teacher trainer is likely to feel that any units which do not affect his immediate problem or which may possibly be taught by someone else will be handled in some other teacher's class. A possible solution to the problems may be to ag" a dcafiitc place in each of the prescribed shop courses for different phases of shop safety instruction. The various shop courses and shops may well be places where safety practices and procedures are functional in their opera tion. Teaching only safe work practices in tbe shop will merely restrict tbe oppor tunities for safety instruction. Student par ticipation in tbe safety program, wherever possible, will provide many meaningful ex periences which may be drawn upon later. A student personnel program can be or ganized even among college students and responsibility for the several safety pro cedures delegated to the mrmheis of tbe class and the duties rotated from time to time so as to give a greater variety of experiences. Students can be responsible for selecting and clanging slogans, posters and other visual aids to be used on the bulletin boards. A student safety foreman may be elected or appointed. Participation can become a device for the student to get acquainted with the duties and the educa tional vaioes of his office. A safety committee ran also be an mtegral student organization of the class. One function of the committee ought to be a consideration of shop rules and their use. Shop safety consciousness may also be developed through a survey of shop hazards. Visitation of Industrial plants with attention focused on their safety practices can also be a means of empha sizing tbe importance of a good safety program. Reading assignments and con ceptual written assignments also may help to acquaint the prospective teacher with shop safety programs in those cases where limited time allotment will not permit class discussion or other methods of presentation. Methods of presentation of safely in struction are of vital importance. Insofar as possible, the training situation should duplicate the later teaching situation. This is of significance in those shop courses where a definite technique is essential for actual safety as well as superior skill, be cause student teachers will leach, in the main as they are taugirL In this way, the content of the course taught and the meth ods of presenting it are largely givm to gether, and the young teacber will associate the two. One caution the teacher trainer must always keep in mind is not to attempt any short cuts regardless of how skillful he may be because there is always the danger that the student may attempt to emulate the teacher's practice. Another caction is to maintain supervision in the shop at alt times. Many accidents occur where there is slack supervision. First Aid First aid U a-- instructional area which should not be overlooked. Inasmuch as the secondary school shop teacher assumes the responsibility of caring for most of the injuries occurring in the shop, his training in this type of work should not be inci dental. A oumxnuu teaching combination is industrial arts, physical education and coaching. A combination of this nature can wdl justify 3d approved two-semester-hour course m first aid. Separate Safety Courses Many topics of a shop safety instruction program are of common interest * to all prospective industrial arts teachers, re gardless of their areas specialization. From the standpoint of subject matter, shop safety could be taught efficiently in a sepa rate course. It would seem that separate supplementary safety courses of this na ture would reinforce the individual shop safety instruction and would ' have many advantages. Aside from the time element which might make it impossible, in some to incorporate such a course into the industrial arts curriculum, there is some question that, since tbe period of application of these practices is so remote, the attitude of the student may be even -more indifferent than in a methods course in the junior year which then is followed by student teaching in the senior year. No doubt, there is sufficient content and a need for such a supplementary course, but too many prospective teachers will not recog nize that need until later when they arc faced with the problem in their own teach ing. Nevertheless, there may still be a 130 34th National Safety Congress, 1946 the need for and the contents of a wellequipped first-aid cabinet. Any shop teacher must be adequately prepared in the safety practices related to hi$ teaching activity, if his safety pro gram is to be effective. Safety education must be effective in its nature- It must not be merely an attempt to prepare an individual to pass a given course or to write a successful examina tion. It must do more than protect the individual from hazards. It must teach him to recognize, respect, and know bow to conduct himself in dangerous situations. It must be of such a nature that it will carry over into life situations long after the individual has left the course in which instruction was given. It must be of the type that will command the respect of the individual student at an age when adven ture is a part of his life. 13. HOW CAN THE TEACHERS COL LEGE BEST PREPARE TEACH ERS WHO ARE CAPABLE OF PROMOTING A SAFETY PRO GRAM? If there is to be any appreciable im provement tn the accident record of the >ectudary school shop, it will have to be brought about through efforts of the newly trained t -achcr*. Numerous studies revealing accidci causes and suggesting remedies have been made and are available to all; yet there is no evidence to show that inservice teachers have made any effort to profit by these* data and suggestions. New teachers can and will effect improvements provided they are adequately instructed in school shop safety. According to Hughes the teacher train ing Institution is the largest single con tributor to the safety training of the indus trial arts teacher. If the teacher training institutions must furnish the great share of safety training of shop teachers, then it becomes the duty of those institutions to provide the type of training these teachers need. The teacher training institutions are do ing reasonably creditable work in prepair ing industrial arts teachers in the skills and subject matter related to the different activity areas in their shop curriculum. In practically every school, however, safety procedures are included only as an integral part of shop instructions by demonstrations, individual instruction or group instruction. Safety education, in altogether too nanny instances, is limited to teaching prospective teachers to work safely with tools and machines. [A partial explanation of this restricted safety education program may be due to time limitations made necessary by having to fit the preparation of indus trial arts teachers into an over-all program of general education orientation, profes sional education, major and minor teaching fidds.1 Another explanation is indicated in a study by Higbes in which be found that approximately 14 per cent of the industrial arts teachers h the teacher training insti tutions either had no training in school shop safety or attained their training through experience ha teaching. The purpose of a safety program in a teacher training institution should be two fold: first, to instruct the student in cor rect or safe T>ioeedures; and, second, to aap*aint the prospective teacher with a wide variety of techniques which might be used in his teaching. The roost effective way to teach shop safety procedures is to fatdndc it as part of the instruction in the use of each ma chine and hand tooL In other words, shop safety instruction should be ghrai on the job, ouder actual working conditions, and at the time at is to he used. Individual in struction is held to be the most effective joi securing safety in the school shop. Large classes sometimes Limit the amount of individual instruction flat may be given. In such caves, it is necessary for the instructor to give k*Uunion to snail group* of students or even to the entire class at one tune; however, under group instruction indfridnal safety needs are likely to be overlooked. The developmoit of safe work habits by the teacher in training is important and should not be slighted; however, there are other essential knowledges and pnxnfares that should be acquired by the prospective teacher in an overall program of safety education. Selection of subject matter may have to be a compromise, and we are Ehrijr to find performance skills receiving greater emphasis. Alsob many related safety knowledges and procedures may be, repeated in each of the various shop classes, during the stu- School and College Session 131 dat teacher's preparation. Repetition may have learning value; but the teacher trainer is likely to fed that any units which do not affect his immediate problem or which may possibly be taught by someone else will be handled in some other teacher's class. A possible solution to the problems may be to a denfiite place m each of the prescribed shop courses for different phases of shop safety instruction. Tbe various shop courses and shops may well be places where safety practices and procedures are fractional in their opera tion. Teaching only safe work practices in the shop will merely restrict the oppor tunities for safety instruction. Student par ticipation in the safety program, wherever possible, will provide many meaningful ex periences which may be drawn upon later. A student personnel program can be or ganized eves among college students and responsibility for the several safety pro* cedures delegated to the members of tbe class and the duties rotated from time to time so as to give a greater variety of experiences. Students cam be responsible for selecting and slogans, posters sod other visual aids to be used on the bulletin boards. A student safety foreman may be elected or appointed. Participation can become a device for the student to get acquainted with the duties and the educa tional values of his office. A safety committee can also be an in tegral student organization of tbe dass. One function of the committee ooght to be a consideration of shop rules and their use. Shop safety consciousness may abo be developed through a survey of shop hazards. Visitation of industrial plants with attention focused on (heir safety practices can also be a means of empha sizing the importance of a good safety program. Reading assignments and con ceptual written assignments also may help to acquaint the prospective teacher with shop safety programs in those cases, where limited time allotment will not permit class discosskm or other methods of presentation. Methods of presentation of safety in struction are of vital importance. Insofar as possible, the training situation should duplicate the later teaching situation. This is of significance hi those shop courses where a definite technique i$ essential for actual safety as well as superior skill, be cause student teachers will Leach, in the main as they are taught In this way, the content of tbe course taught and Lite meth ods of presenting it are largely given to gether, and the young teacher will associate the two. One caution the teacher trainer must always keep in mind is not to attempt any short cuts regardless of how skillful be may be because there is always the danger that the student may attempt to emulate the teacher's practice. Another caution is to maintain supervision in the shop at all times. Many accidents occur where there is slack supervision. I Pint Aid First aid is instructional area which should not be overlooked. Inasmuch as the secondary school shop teacher assumes the responsibility of caring for most of the injuries occurring in the shop, his training in this type of work should not be inci dental. A common teaching combination is industrial arts, physical education and coaching. A combination of this nature can well justify an approved two-semester-hour course n first aid- Separate Safety Cooncft .Many topics of a shop safety instruction program are of common interest to all prospective industrial arts teachers, re gardless of their areas specialization. From Che standpoint of subject matter, shop safety could be taught efficiently in a sepa rate course. It would seem that separate supplementary safety courses of this na ture would reinforce the individual shop safety instruction and would have many advantages. Aside from the time clement which might make it impossible, in some cases, to incorporate such a course into the industrial arts curriculum, there is some question that, since the period ot application of these practices is so remote, tbe attitude of the student may be even more indifferent than in a methods course in the junior year which then is followed by student teaching in the senior year. No doubt, there is sufficient content and a need for such a supplementary course, but too many prospective teachers will not recog nize that need until later when they arc faced with tbe problem in their own teach ing. Nevertheless, there may still be a 132 34th Notional Safely Congress, 1946 learning residue dial will function in the >itiMtkn which will justify the instructor's efforts. Safety Unit in a Methods and/or Problems Coarse The pbs of devoting a unit of the methods course to the subject of safety and/or a amt cm the same subject in a problems or organization course it rather common among the teacher training insti tutions. Under this plan, safety topics of oxnroon interest may be studied and discji^ed by the group. However, the plan 'as limited value for the maximum mini!<r of class periods devoted to the unit -a> not exceed three. An additional unit xn hr included in an organization or problems course without any danger of luplication, thereby greatly extending the -tudy of safety practices. Several units in a methods course can he altered slightly in order to give em phasis to safety teaching techniques and, at the same time, to fulfill the purposes of a cours^ dealing with teaching methods and devices of industrial art. Written asiignmoitft illustrating the principles of the demonstration, instruction sheets and tc:t< can well find their content In the ubject matter of safety instruction. The sources, selection, use and evaluation of posters, slides, films, and slogans for use in safety education can also receive con-ulcration when the unit on visual aids is being presented. Although only a limited number of topics can be treated during the course, the materials presented can supplement and expand the safety instruc tion offerings of the school shop activities. Several safety program topics bear a natural relationship to the units of. a course in Problems of Industrial Arts Education. Prominent among these is the unit on shop planning. After the prospec tive teacher has had the opportunity to Mudy and discus arrangement of equip ment. safe working space, aisles of travel, illumination, temperature and ventilation controls, tool and material stbrage, types of floors, fire protection, power protecttoo. and similar items, he'wilt recognize that a safe, well planned shop is not something that just happens. The topic on selection of shop equipment provides an excellent theme for the introduction of guards and their use. Study, discussion and development of a pupil-personae] organiza tion offers an excellent opportunity to present the place and duties of the student safety foreman. During the study of shop record forms, accident report forms can be discussed tuid developed. How much of this information will carry over to the later teaching situations is problematical It can. however, open up vistas which may eventu ally bring about a desirable safety aware ness on the part of the student. Student Teaching The period of student teaching must not be lost sight of as an ideal tune for the student teacher to synthesize and apply the safety theories* and practices that he has learned. This period also offers an op portunity to introduce some additional safety instruction topics which may be more meaningful because the student teach er is nearing the day when he will be inducted into the teaching profession, at which time full responsibility for the pupils* welfare will be hi*. During this period be can gain first-hand information about the practices of parental permits; development'and use of shop rules; dis cipline ; ^safety pledges; accident reporting and analysts. This may also be an auspicious time to acquaint the student teacher with labor and legislation regulation affecting school shop procedures, as well as teach er's liability for accidents as it may affect the teacher in bis own state. Teacher training institutions have an im portant role is the shop safety program. Not only must they tram sale, intelligent workers who have an understanding of the hazards of a job, bat also they must pre pare prospective shop teachers who will have an adequate appreciation of the place of safety in the school shop program plus the initiative and ability to operate a safe shop for tite development of safe workers. School and College Session ISi WEDNESDAY AFTERNOON SESSION October 9, 1946 General Session Presiding: Ixma Guts Ncvuis, Nat Dir., Accident Prevention, American National Red Cross. Development of Safety Instructional Materials In School and Industry Bj W. E. STTRTON Principal Cass Technical High School, Detroit (Presented by Arthur Stenina, Head, Dept, of Vlaual Aids & Safety and Gordon C. Graham, Sopvar, Safety Education, Detroit (Mich.) Public School*. Wc were interested in developing in Detroit, a co-operative program between the Chrysler Corporation, Dodge Division, and Cass Technical High School Commer cial Art Curriculum. Tbe values for Safety Education which will be demonstrated to have resulted from the establishment of that program actually were an incidental and mejqxqed by-product. Rut I hope to show them as very real and very practical values. Actually there is real merit io consider ing the value* of co-operative or workexperience programs in implementing a realistic program of Safety Education. I am of the opinion that most educational administrators arc broadly "sympathetic" to the interests of Safety Education. They are impressed with tbe statistics which reveal the loss of productive man hoars, the frequency of home accidents, and that the causes of such accident* arc so ele mentary that they could obviously be re moved by very elementary education and information. Schoolmen join forces with the late Calvin Goolidge Ini stand of being "against sin.* But the fact that educators know such thing* does not mean that tbe remedial pro gram wQI be implemented and effective. There are a lot of other items in the school program which require attention. They are. for the most part requirements and objectives which are equally meritori ous and they are more tangible in their attainment. Or they have the added drive of being necessary as entrance requirements, as accrediting conditions, or necessary con ditions in obtaining financial reimbursement or subsidies of various forms. Safety engineers are of course valuable in obtaining new or replacing antiquated equipment But basically there is tilde oi the practical incentive that makes Safety Education a must for a busy, harassed school .administrator when confronted by the constantly increasing time consuming demands of the expanding curriculum. My sole point in this seeming digression is that any means or devices, however devious, which achieve the objectives of Safety Education, should be of practical concern. Therefore I call to your attention co operative and work experience programs which I believe to be an avenue of increas ing expansion in school programs. I am not so much concerned with established apprenticeship programs since they are bound even by precedent and tradition to be rich in values to Safety Education. Tbe specialised educational avenues for operat ing such programs, the interests of the kind of schoolmen operating them, plus tbe participation of joint management-labor committees provides adequate incentive for implementation of Safety Education within rock program*. And now to our particular co-operative programs in commercial art. Cass Tech nical High School is not a "co-operative" school. It is a technical high school (10th through 12th grades) terminal in objective, but folly and completely accredited by the North Central Association of High Schools, Colleges and Universities. It offers eighteen different curricula. Tanging from Aero nautics, Electrical, Mechanical Arts. etc. through Institutional Home Economics, Music, Science and Metallurgy, Commer cial Art and Printing. It is co-educational 134 34th National Safety Congress, 1946 but restricted in enrollment to pupils wbo have demonstrated average or better intel ligence and aptitude and wbo have been recommended by the counselors in their previous schools. Some of the pupils enrolled in the Com mercial Art Curriculum Have a primary interest in Costume Design and Illustra tion. Others desire to find placement m Industrial Commercial Art. In order to create the marimum opportmity experi ence for such pupils we established a co operative program with the Visual Aids Department of the Dodge Division of the Chrysler Corporation. This co-operative program is absolutely distinct from the co operative program we operate jointly with Chrysler for pupils of the Mechanic Arts Curriculum in the machine tool field. The pupils work in pairs on a two weekstwo-weeks alternating basis. Whether such a time arrangement is the most desirable is debatable. In many circumstances - a split day basis has real advantage but such dis cussion is irrelevant here. Enrollment is made on a basis of joint selection by the school and by the Chrysler Corporation. A carefully established sequence of op erations from "lettering'* through fairbrush" was first mutually agreed upon. The basic interest of the Chrysler Corporation in educational values has made such co operation highly effective and dispelled the bug bear of exploitation. The accrediting standards of the North Central Association are fully maintained, and the resulting high school diploma is acceptable ms "college en trance" just as sure all Cass Technical High School diplomas. The pupils are paid by the corporation on an established prevail ing hourly rate basis which yields the pupil a substantial income. The ChryslerDodge staff in the plant are highly com petent craftsmen in commercial art and blessed also with a real appreciation of our educational objectives. The productive work performed by the pupils while employed is determined jointly by the instructional values accruing and the needs of the corporation., Recently the group completed a series of 92 plates in the Dodge plant These plates are in full color, approximately 20* x KT, and have Wen commercially photographed in fall color. They comprise a 16 mm slide film 'trip on Industrial Safety. This slide film is used throughout the corporation as an integral (tit of its safety program. In cluded in iJ;c 92 frames are some of a "general iety" rature, some primarily lettered instructions or precautions, some of the "cartoon" type with caricatures mod exaggerations. The majority are replicas of on-tbe-job operation* of various ma chine tools, such as falhci, shapers, milling machines and grinders wnplmiriwg tfra hazards in their operation. This series of 92 frames is merely one of a series of ymllpr films planned to implement the In dustrial Safety program of the Chrysler Corporation, particularly on induction and upgrading programs for workers, appren tices and foramen. In some safety situations several of the Art "Co-ops* were simultaneously com missioned to illustrate the particular point In the safety program. These ideas of the treatment of the topic are then reviewed by tiie Chrysler staff and freely criticised. The "Co-op" "mast explain, justify end defend his ,, interpretation. This practical criticism by the "buyer" fans hiddentally proven to be one of the most consequential instructional experiences for the MCo-op" pupil. After the sketch has been approved the "Co-op" proceeds to the finished plate. The sketches and general drawings are actually made right in the shop, on-the-job where "the wheels are turning." For oar purpose this type of environment is per fect It is not my thought at this time to dis cuss the instructional values in Commer cial Art obtained through this co-operative arrangement. Neither would I imply that all of the pupil's time in the plant is devoted to producing color plates for slide 61ms on "Industrial Safety." The pupils are assigned to many and varied art proj ects of instructional value and necessary in the plant The art work of the pupils has been of such high caliber that the origina' anels have been exhibited at the Detroit lustitute of Arts. Their work has been reviewed by professional artists and slide film com panies and been called of "superior pro fessional caliber." The Chrysler Corpora tion, Dodge Division, is more than satisfied with the work. We in Cass Technical High Sdnol are certain that these pupils are receiving instructional values and prac tical experiences in the plant which form School and College Session 135 the perfect complemmm to their high school instructional program. 1 hope that your appraisal of the film as yon see it projected, and your reactions as yon survey the ex hibit of panels and the steps by which they are produced, viB lend you to the same appraisal of cheir qoaKty. But may I pome on that we have achieved far more than the production of a slide film on Industrial Safety. Think of the impression the production of such a film has made on the "Co-op" Commercial Art pupils. They in tarn carry the message of Safety to tfaeii fcOow pupils in their other classes, and to their teachers. They know, and IcQ their associates, that a very large corporation is enough concerned about safety so spend time and money in having a family of slide films produced on the subject! Other charairis for the expansion of Safety Instruction lead from this experi ment. A major fader is the tremendous value of a Co-Operative program, or a wdl coordinated Work-Experience pro gram, in giving Safety Instruction in a positive fashion by virtue of the environ ment of the pupil. 1 firmly believe that safely taught in the woik enviornment is lasting and effective. I do uot feel that strongly about the class room situation. The other channel for enhancement of a Safety instruction program is to harness appareatly unrelated pupil abilities to the program. Even if a community were not as fortunate as we are in having a co operative corporation such as Chrysler near at hand, art talents of pupils could still be directed toward the production of safety slide films, as well as other visual aids. The pupils could, under supervision, produce panels in the school shop, and there are an increasing number of pupils interested in color photography. . An additional value of Safety Instruc tion by indirection is that it is effective with instructors, especially in other than the manipulative fields. To such teachers a formal program of safety is often not very real and may he so transmitted to pupils. And such a program yields desired instruction m Safety without an addition to the curriculum. School administrators like that I Report ai Joint Safety Committee oi the AVA and NSC By MATTXJS PATTISON Aauoc. Pro, Dept. of Hums Bcowuicu, Iowa State College In the spring of 1944, a committee was appointed to study problems of safety edu cation, especially as those safety problems were evident in schools reimbursed by fed eral vocational finds. Members of the committee represented either the National Safety Council or the American Vocational Association and were specialists in one of four fields--trade and industry, business, agriculture or home economics. Even though safety had always been an integral part of vocational education, acci dent data indicated that more effective safety tearlung was necessary, if the annual toll of deaths and disabilities from pre ventable accidents was to be reduced. In formal education through newspapers and radio must be supplemented by education in schools and colleges in order to change unsafe practices and to remove hazards in the environment of homes, factories, schools, farms, and other places of business. Vocational education teachers have op portunities to teach safety because students are supervised in activities that require use of the same tools and equipment as are used m homes or factories, and activities are to those of adults. Safe habits of work can be formed under supervision of a teacher so that safer practices will result when activities are repeated outside of school. Furthermore, the environment of the shop or laboratory itself can be a means of teaching safety, if principles of safety .are applied at the time buildings are planned and furnishings or equipment selected and arranged. Even when shops or laboratories cannot be made ideally safe, they can be improved if administrators, teachers and pupils are aware of and know how to apply desirable standards. This ability to create a safe environment in the school is especially important at present; schools have been unable to secure building 136 34th National Safety Congress, 1946 materials and equipment for so many years that it is reasonable to expect an expansion of facilities as soon as purchases can be made. Since part of the new federal ap propriations for vocational education can be used for the purchase of equipment, im provement of shop and laboratory facilities will be stimulated. Since changes in facili ties tend to become permanent, standards for safe school environments should be accepted by educators now so that students will learn safety by example. Talking about safety will have little effect in an environ ment where safety principles are violated. Two projects are needed in this connection: (l) the development of standards for safe rooms and equipment; and, (2), the ex planation of these standards to educators responsible for school buildings and equip ment. Teachers working under the supervision of State Boards for Vocational Education are potentially an important group in safety edocation. In 1945, 2,002,895 students were enrolled in agricultural, distributive, trade and industrial, and home economics educa tion classes. This figure Includes all types of students--evening, part-time .and full time. Students enrolled' in schools that did not receive federal reimbursement are not included in this figure. In all fields of vo cational education, except home economics, most studoits arc in reimbursed classes but there are more students in nonvocatiooal home economics than in' vocational classes. Thus, the influence of teachers trained to teach agriculture, trade and industry, busi ness and home economics is greater than the figures given above would indicate. Another group not included in the 2JDB2,895 total is made up of college students preparing for occupations related to these four fields of vocational education. The total number of college students enrolled in vocational courses was not known, but the 1945 report showed 20,645 students enrolled in federally-aided teacher training courses. With these facts in mind, the Joint Com mittee of the American Vocational Asso ciation and the National Safety Council met in May, 1944, to plan a work program. The purposes that guided the work of the committee were: 1. To bring together the facilities of the National Safety Conned and the Ameri can Vocational Association to improve the program of safety education in the various fields of vocational education; 2. To determine the safety needs of voca tional education and to set op a program and schedule of work which would meet those needs; 3. To review work already under way and to consider tentative plans for the fu ture; 4. To determine groups, organizations and agencies through which the committee might work. The committee prepared a general out line of projects to guide the huhvidna! members in preparing specific plans for projects in their respective fields. I. Determination of the causes of acci-. dents in the various places of concern to vocational education, sod) as m school shops and laboratories, in homes, on farms and in places of business was con sidered a matter of prime importance in the development of an educational pro gram. New standard student accident reporting forms and procedures for collecting and summarising facts were reported yesterday at the first session of the School and College division. Two members of the joint committee; Gordon Graham and Wayne Hughes, worked with other groups interested in the revision of the standard student accident report ing form. The need for data concerning the causes of accidents, not only in school shops and laboratories but also in situations outside of school, was evident when committee members discussed this project Every member of the committee was of the opin ion that school accidents should be reported in such a way that specific causes of acci dents could be identified. The process of such identification requires detailed report ing and skilled interpretation of data. When such interpretations are available, the first step in the elimination of school accidents will have been taken, The next .step will be to correct condi tions which have caused accidents. Probably some accidents are caused by inadequate housing--rooms may be poorly lighted or too small for the size of classes. Other accidents are caused by unsafe equipment or by adequate equipment improperly used or improperly arranged in the room. Pos sibly poor housekeeping*' will show as an important cause of accidents. Such facts School and College Session 137 could be used by teachers to convince; stud ents that "safety involves a frame of mind or attitude along with habits of careful ness." Similar reports of accidents 00 farms and in homes are needed as one basis for de ciding bow safety should be included in the curriculum of secondary schools or col leges in both agriculture and borne eco nomics departments. The real cause of accidaits is often difficult to determine. Accidents may have more than the causes which are at first evident Statistics now available are not detailed enough to indi cate all of the factors which contribute to even the most common accidents. Another item in the program of work that received almost imanimous support was promotion of safety education in teacher training. The problem of promot ing in-service edocation of teachers is somewhat different from that of increasing safety education through course* for un dergraduates. One way of reaching teachers in service is by means of regional conferences of supervisors and teacher-trainers and state conferences of secondary school teachers. Materials that have been prepared by the National Safety Council staff for safety education in home economics were pre sented at aO pf the regional conferences last year with the suggestion that time be allowed on state conference programs to present these materials to teachers. A similar plan for promoting the use of safety materials was made for agricultural education. Since there is 00 representative of agricultural education on the staff of the National Safety Council to prepare mate rials, Ralph Howard, a member of the joint AVA-NSC committee, presented materials at our last meeting that he had prepared for use in Ohio. They intrigued the com mittee and a recommendation was made that he present some of them at regional conferences of agriculture teacbc*> In the opinion of the committee, the information contained in these bulletins and the general plan for presenting materials would be helpful. This project could not be carried out last spring but the committee believes that such help is needed by supervisors and teachers if secoodary and adult education is to make an important contribution to the accident prevention program. This project carried out for home eco nomics education and planned for agricul ture were in line with the first objective--to bring together the facilities of the National Safety Council and the American Voca tional Association. Such projects should be continued and expanded to include other fields of vocational education and to include the use of new materials as they are made available. The situation lor industrial arts educa tion is different from that in other fields of vocational education because (here are fewer state supervisors and the pre-service education of these teachers is not as well organized. For this reason, the committee suggested the organization of a national committee of industrial arts supervisors, teacher trainers and teachers to identify shop hazards in each area of work and develop standard safe practices which would eliminate them. These projects were for in-service edu cation of secondary teachers, teacher train ers and supervisors. There is also need for special emphasis upon pre-service education of teachers, especially in fields where teacher turnover is rapid. For example, in home economics there is not time to give adequate in-service education to teachers on-the-job. Another reason why teachers arc- handicapped, unless their framing, is adequate before they begin to teach, is that few text books stress the need for safety in the home. Staff members of the National Safety Counril have worked with teacher training institutions to stimulate Interest in safety education. Undoubtedly, interest has been increased' but there is need in both agri culture and home economics for specific suggestions for ways of teaching safety more effectively through both technical and professional college courses. The home eco nomics representatives on the joint commit tee recommended that a subcommittee, made up of a supervisor and a teacher trainer from each of three states, be appointed tn prepare suggestions for college staffs. This recommendation has not been carried out because funds are not available for the work. Until tbc pre-service education of teachers provides more adequately for safety education, progress will be slow. Another project that seemed important to the committee was the preparation of a bulletin addressed to vocational teachers. 138 34tk National Safety Congrats, 1946 supervisors, administrators and teacher trainers which would resell the why, what and how of safety education. When dis cussing the nature of the bulletin, Dr. Dil lon wrote, 'It should be written from a functional point of view, or from the point of view of the vocational teacher who needs to have reasons why to guide him in the things he is asked to do in strengthening his teaching. The bulletin should not be too long and should represent an interpretation of-past experience rather tbm a chrono logical listing. . . The prime purpose would be to resell vocational teachers on doing a part of their job better which they must do anyway. This bulletin has not yet been written but such a publication could help set forth a sound philosophy of safety education through vocational education in secondary schools and adult classes. BuflKin Safety: A Factor in School Building Hanning Supvtr., By H. W. SCHMIDT Bufldmg Service, Wise. Btats Department of Public Instruction Id general we may separate the safety factors into foor large groups: 1) fire hazards; 2) mechanical hazards; 3) elec trical hazards and 4) maintenance hazards. Of course, these groups inevitably overlap and expand their scope but I - shall treat them m the order of these groupings. Among Hazards, the fire records arc the most spectacular, oot excepting those of traffic, and school fires occur at an alarming rate. The National Fire Protection Associ ation estimates that more than 35,000 school fires have occurred since 11130 with a spe cific record well over the thousand mark. It will be admitted, however, that most fires occur in "older" buddings, but the completely modem school is by no means Fortunately the loss of life ex cept in a few* glaring incidents, is not so great as that involved in other directions. So-called fireproof buildings are the rule today, at least in most communities. Of course, the term is misleading, as prob ably no building is completely fireproof-- fire-resisting is the better term to use. The building properly constructed of fire re sistive material does not preclude having combustible materials within its walls, but floors, trim, sash, etc., can be constructed of highly fire resistive materials and the modem steel furniture reduces inflammable furnishings and materials'to a minimum. Of primary importance is the design and arrangement of stair wells or shafts; these should be of four-hour rating materials, at least, and be so located and protected to prevent the spread of flames, smoke and gates from one floor to another--it goes without saying that the latter two are just as dangerous as the flames themselves. This then calls for automatic sdf-dasirif fire doors. That the corridors leading to these stair Wells should be enclosed fay fire walls goes without saying. No matter bow small the hnilding. there should be at least two exits, remote from each other, from every floor. Too fre quently we find two stairways, it is true, but with a common lauding. This is espe cially true an older schools but I have fotmd it in even a modern one--a so*cafled economy measure. AH exit doors should preferably lead to the street or sidewalk. They should o. course be provided with panic hardware and safety glass and should swing outward. Door chocks pf the proper kind, which may remain in the open posi tion at the end of the extreme swing of the door, arc acceptable. The fire escape on the outside of a school building is to be considered as indicative of improper planning; it has no place on a modern huilding but may be necessary, and ts found, on old buildings. There are certain quarters within a building which have special fire hazards, therefore such quarters -- science labora tories, shops, cooking laboratories, mainte nance shops, etc.--require special care in planning. There b being exhibited a tend ency. to segregate ail shop activities in either quarters separate from the main structure or planned in sections which may definitely he isolated from the academic portion of the school. That Heater and boiler rooms should be located outside and School and College Session 139 away from the school structure ifsclf scetns self evident, yet for some rea&ou or other we still find them in the main building. Why? I don't know. The storage of solid fuel should be carefully considered and teater rooms provided with automatic clos ing fire doors. The tnatter of storage space needs more attention paid to it than customary. Plan after plan examined shows some left-over space which is designated as storage space. Because inflammable material is often stored in such spaces special attention needs to be paid to the fire hazards involved. Here is where complete fireproof con struction is indicated. One feature found in many modern schools is that of air distribution, both for beating and ventilation, through duct sys tems. Even when the later are of non combustible material, they may still be the means of distributing smoke and gases throughout the building. Their location and design is, therefore, of prime importance. Some designers will not consider such ducts at alL They use other means for the above purpose. Roof construction is also of importance. Of course, one does not expect combustible roof coverings, though we do find wood shingles fan rural areas and small schools, but other roof coverings are by no means fire-resisting; the best appears none too good. Even if an external source of fire at this point is not very common, it has caused some serious losses. Fire protection devices, though not all built-in, need careful cousideratioo. In large schools the automatic sprinkler sys tem is a desirable feature and is bring planned for in increasing numbers. In some only part of the school exhibiting special fire hazards is so equipped. Standpipes and hoses ace more commonly found but should be more prominently displayed and more strategically located out of sight is out of mind. Fire extinguishers should be provided even in fireproof structures; like the standpipes they should be located where readily seen and available. The type should depend upon the land of fire which may be anticipated--all types do not smother or extinguish all kinds of fire. This is especially true in certain areas, such as laboratories and paint shops, etc. Fire alarm systems may be of any signal type; break-glass stations arc preferred to prevent unauthorized operations, but, like the above, these stations should be in con spicuous locations. Connection with the local fire department is a good feature. In this case, the practice alarm button op erates the system separately from the pub lic alarm. When we look over our accident statis tics, we find many more accidents at tributed to mechanical hazards than to fire. M.ecjtarncal hazards arc similar to home hazards and exhibit similar features and causes. Let us start with the entrance to the building which, in many cases, has stairs. Why design au entrance which calls for a monumental outside stair way, subject to all kinds of inclement weather--snow and ke included. In the South, you say, we do oot have such conditions. Several years ago, I almost wrecked myself on such a monumental stairway at a large southern high school, because of an accumulation of leaves and debris, which, after a raiu storm, were as slippery as ice. Yes, we know such stairway treatment is archi tecturally pleasing, bat we suspect there is no incompatability between design and in herent safety. Cover these stairways, or pot them inside, where they really belong. While we arc "on the stairs," we find too many cases of risers too high, treads too uarrow, some even having a forward slope, and insufficient allowance for the run and width of stairs. Long, unbroken runs are fatiguing, and stairs too narrow lead to crowding and incident accidents. Will it be necessary to mention the matter of safety treads, inherent or provided with nonslip nosings?. I- have been oo many stairways which have treads that slope forward as well as uneven risers; if there is anything which gives more insecure footings, I should like to know what it is. Now we come to the matter of hand rails. If only one is provided, though we see no real reason for such ecooomy, then it should certainly be on the right side when going down--falling upstairs are not so common. Also handrails should be of proper height and they should extend the full length of the stairway. A certain school board "contributed" nearly $5,000 to a lady who fell because the handrail ended several feet from the cod of the stairway. If there is an open stairwell with a solid balustrade which is wide and 140 34th National Safety Congress, 1946 smooth, boys will use it for a slide. This had better be converted into a rail with high, sharp knobs at close intervals. While we are talking about balustrades, these had better be made plenty high, especially over large open wells--breast high is rec ommended and even then a knobby toP or some other means of discouraging sliding is in order. It is interesting to note the outlandish places young people choose {or their, shall we say, conferences; one hates to discourage the meetings but, after all, there are more suitable places than stair rails or balustrades. The students, of course, have to travel through corridors which have no hazardsOr do they? How about protruding radia tors, drinking fountains, lockers, statuary* on pedestals and the like? Corridors should be free from all projections and everything may be recessed. Building exit doors should swing out ward, of course, and the same should be the rule for classroom doors. But here we frequently run into a hazard because the doors do not fold back about the corridor wall. With deep breather walls, doors are frequently hung on the inside, thus caus ing the open doors to project into the passage way. Doors may easily be bung on the hallway side, leaving the corridors free from projections. Of course, several recessed locker spaces will be sacrificed but that is negligible. The regular classrooms usually are free from hazards except those due to movable furniture which can hardly be avoided. On the other hand the various shop areas are not so free from hazards. However, many of the shop hazards are not of the type which are due to faulty construction. Most shop hazards are those due to machines, equipment, and improper manipulation. -But the woodworking shop presents a health hazard because of the sawdust generated.' Sawdust should be removed by an exhaust sy stem. Similar hazards are met in forge, auto mechanics, paint shops with spray booths, and welding shops where exhaust systems should be used to .remove fumes. The chemical laboratory should, likewise, be provided with an efficient exhaust sys tem. Though one may argue that such systems arc to be considered as equipment, yet most must be the built-in kind. If we were to discuss all safety measures in con nection with shop activities, wc could spend considerable time on this feature alouc. Gymnasiums are by no means always safe places and aside from slippery floors, which ran be eliminated, the matter of construction is important. Walls should be of a material which does not lead to im pact injuries and abrasions. Walls*should be of surface, and easy to dean. Back stops for doors, or other irregtuar sur faces. should not be permitted. The play ing floor should be wide enoogh to permit plenty1 of space beyond its limit--'Students are often injured by being thrown into the bleachers. If there are balconies, osoally considered a nuisance, the railing and pro tecting steel netting should be high, to pre vent spectators leaning over too far. Lighting is. of course, an important factor and there should be plenty of out lets and wire capacity. Most gymnasiums are poorly lighted, yet rather high illu mination is necessary. Swimming pools are also hazards caus ing student injuries, but, by its very na ture, the pool cannot be entirely free from hazards. Slippery floors are difficult to prevent Frequently the floor surrounding the pool is narrow'; it has been suggested that a low curbing be built around the pool. Recently I saw several exposed radia tors in a pool area; they should be re cessed or other means used to heat the space. Good light both for the pool and underwater should be an important feature. The electric wiring in many of the older schools leaves much to be denied. Opai, knob and cleat work, metal switch covers, outlets without steel or porcelain boxes, metal switch handles, unprotected drop cords, metal shell sockets, frayed and cotton covered cords draped over nails and water pipes are just a few .of the hazards encountered. With the demands for bet ter illumination, the old wiring is often frfund too small to carry the new loads, and oversize fuses in such cases are com mon. So we have "Fire caused defective wiring." Not only is the fire hazard evident here, but the hazards causing boras and even electrocution are by no means to be mini mized, to say nothing of those causing slight or even severe shock. One custodian told me recently that he had been laid up for hours because of a shock received .when School and College Session 141 when he turned on a twitch which bad metal cover---and the floor was wet) All machines with self-contained motors should be well grounded, operating handles well insulated, and wiring in steel conduit or similarly protected. One hazard frequently encountered is that on the stage of the auditorium. The amateur-stage-electrictaa may have to make additional installations--wiring, new out lets, home made spot lights and similar devices--and he may frequently add haz ards, both to life and limb, and cause fires. Not only* is the eye affected by poor lighting, which in itself is a serious matter, but, in many instances, poor lighting is a hazard to life and limb. Too many cor ridors have virtually no natural lighting, and depend upon tiny ceiling lights, because "they arc used only part of the time any way, so why use large lamps?" Then we have poorly lighted stairways, basements, closets and heater-rooms, etc. All are haz ardous and lighting economy is poor econ omy. A teacher collected $3,800 damages from her board when she ran into a dark projection in the basement of her school; she also lost her job at the end of the school year. 1 myself lost a small part of my scalp and some precious hair when I ran into an unlighted area containing an unprotected drive belt. I was young and enthusiastic--I did not ask for damages, but I have learned better since then) As to classroom lighting, both rastural and artificial, we are doing better today and eyesight conservation is beginning to take Its rightful place in our thinking about the scboolbouse. But, hear the local howl, even now, when we mentiou 30 or even 20 foot candles of Qluxnmation. We hope the constant dripping of the water of enlightment will wear away the stooc of indiffer ence or ignormnee. There are many angles to operation and management which have a donate bearing upon the subject of safety. Built-in fea tures may be okay when Installed, but deterioration and improper maintenance may reduce' the safety factor. For example, waxed and polished floors, wood, linoleum, terraxza, etc., present a good appearance but are very dangerous. The filters in air ducts, which are out of sight arc not often renewed; I have even found too many entirely removed, for reasons not too obvious. Vent ducts in toilet rooms arc frequently closed ofl, and in classrooms too. because, "they reverse at times." When odors begin to Intrude themselves in the toilet rooms, wc place a cake of something or other to substitute one smell for an other. Storage rooms are often packed to the ceiling with such combustibles as baled paper, because "We have that stuff hauled away once a year." Lighting fixtures are not cleaned as often as they should be, and lamps are not re placed when they become blackened--a 3040 per cent reduction in illumination is quite common "?* these circumstances. I found a safety valve on a boiler removed because "it doesn't work anyway." It had been off several years--"besides, my steam gauge shows how much pressure there is." Fortunately, it was a low piessure outfit, but even that can blow up. Of course, in a large, well staffed school such things inimical to the health and safety of the children arc not found--or, are they ? Although you may not consider sites and playgrounds, technically speaking, a subject under our title of "built-in/* let us stretch our imagination to include the sub ject of sites and playgrounds. I am sure a few comments will not be amiss. We assume that the selection of a school site has been judicious; that traffic hazards have been considered, that proper drainage is available, that the site is removed from railroads, factories and other disturbing influences; that the site is fairly level, does not call for dangerous embankments or retaining walls, and is large enough to permit sufficient space for play areas, ath letic fields, etc. The surfacing of'the play areas is also important, because many injuries are di rectly traceable to improper surfacing. Play areas should be fenced m to prevent children, from running into streets, in the enthusiasm of their play. Play apparatus should be of the best, purchased with a vkw to its safe construction. It should be carefully and securely installed, and con stantly inspected and maintained. My ob servations lead me to the conclusion that after apparatus is once installed it is for gotten until a swing breaks or the merrygo-round collapse. My allotted time is about up but al though 1 have only scratched the surface of this interesting and important subject. 142 34th National Safety Congress, 1946 I hope I have at least called your attention to many matters of safety and health which are frequently found neglected in most schools. If you ever find a school whidi is 100 per cent perfect in "built-in safety." then you will have seen Utopia. THURSDAY MORNING SESSION October 10f 1946 Group Meeting on Driver Education and Training Conducted by the National Driver Education and Training Committee. N. S. C. Presiding: Francis L. Bacon. SupL, Evanston (UL) Township High School. Driver Education in the California High Schools By EVERETT V. O'ROURKE Dir. of Curriculum, Yolo County Schools, Calif. (Paper presented by Herbert J. Stack, Dir., Center for Safety Education. New York Uni*.) California was the fabulous land by the western sea that beckoned many Spanish conquistadores and many hardy American pioneer over uncharted trails to continued happy life or untimely death in search of fame and fortune. California is the state by the Pacific Ocean where there are 100,000 miles of state highways and county roads on which 3,000^000 motor vehicles, innumerable bicycles, a few horse drawn wagons, and 9,000,000 pairs of legs involv ing 9,000,000 brains vie with ooc another for space and time. In California as else where in these United States all activities operate on schedule to such an extent that everybody is behind schedule and must get someplace ahead of time in order to be there on time. In an effort to get some place ahead of time, or on time, in Cali fornia in the year 1945, there were 67,269 accidents; of these; 4,246 were fatal. The rugged individualism of the far west pays off in one land of dividend or another. Many plans Have been proposed to pre vent the occurrence of accidents on Cali fornia roads as well as roads in other parts of the nation. One of the plans to prevent accidents has been an attempt to make youth more conscious of the values of the sensible use of automobiles. Driver education and driver training classes have been instituted in various high schools in order to inculcate these values into the learning of individuals. We recently* conducted a questionnaire survey to discover certain pertinent (acts about the status of driver education and driver training in the secondary ednob of California. We discovered that 2O0t of the 435 high schools were teaching driver education, and that 35, of the 435, sched uled classes in driver training. Table I shows the relationship between driver training courses and driver education courses in the high schools of California. We have listed the schools according to enrollment in order to ascertain whether or not there was a tendenr Tor schools of a given size to schedule the courses. You will note that the size of the school b not an appreciable criterion in scheduling a course in driver education or in driver training. In tins table, the schools schedul ing driver training arc included in the tabulation of those giving driver educa tion. You can note the mcagerocss of the driver training program in relation to the driver education program. Both large and small schools have found it didicult to conduct driver training courses because of the cost of the train ing automobile, the per capita act of the program, insufficient training personnel, and difficulty of wherinfing the training period. Some of the adnwnHnatocs have objected to scheduling driver mining dar ing the school day betause of the hazards involved and other factors for which they School and College Session 143 feel .that the school should not be resoosible. The enrollment in driver education classes, in the majority of schools, b in direct ratio to the enrollment of the school, regardless of whether the course is elective or required. Table II shows the actual state enrollment in driver education and driver training according to question naire results. Approximately 5 per cent of those enrolled in driver enducalion are enrolled in driver training. There are ap proximately 300,000 enroliees in California secondary schools each year; of these 7 per cent are enrolled in driver education classes and less than % of l per cent arc enrolled in driver training. While these percentages are relatively low, they, at least, show a forward movement which we hope will conltnt|e. The administrators of the schools which teach driver education are in almost total agreement that the program produces desirable results in the communities in which the schools are situ ated. Both boys and gills are enrolled in the classes with very' few schools attempting to segregate according to sex. Those schools which do indicate that they have made segregation in driver education classes are usually the one that offer driver education as a part of the shop classes, have driver education taught as a separate class by the shop teacher, or have an enrollment of more than 1,000. One hundred fifty-seven schools re sponded to the question in the survey con cerning driver education ms a separate course or a part of some previously es tablished course. One hundred fourteen schools offer driver education as a part of some cstablbhed course while 43 offer is as a new course. Table III shows the breakdown according to size of school and course offering. It will be noticed that more driver education b taught as a part of social studies courses than as a part of any other course in the school curricula. If,one considers orientation as a social studies coarse too, 63 per cent of the driver education units are included in the soda! studies departments of the high schools. Under the item "miscellaneous" are listed hotnemaking, commercial, phys ical education, music, and other depart mental offerings. The methods used by the instructors are, for the most part, either technological or sociological depending upon the tiaining and imagination of the teacher, the course in which the unit of driver education is included, the stress and value placed on the course by the instructor, the availability of learning materials, whether the school is rural or urban, and other pertinent fac tors. More than 50 per cent used the sociological approach, about JO per cent use the technological approach, while 20 per cent use a combination of the two or some other means based on their definition of the purpose of the program. In an attempt to provide some uniformity of method and direction of purpose, driver education institutes have been held at two California Universities during the summers of 1944 and 1945. During the summer of 19t6 a regularly established course in driver education was conducted at the University of California, 'Berkeley, and another at the University of California in Los Angeles. While the enrollment In these classes was not outstanding in quantify it was superb in quality, and a nucleus of such fine people will certainly be an inspiration for other instructors to receive training during future summer sessions. Results of the questionnaire survey indicate that (he classes for driver education trainees would be large at both universities. However, most of those who indicated a desire for summer session training failed to arrive for instruction. It Is sincerely hoped that su*L an interest will be shown m driver education and driver training, that classes will be conducted during thp regular ses sions at some of the universities of the state. The number of hours that driver edu cation and driver training are offered varies in relation to whether or not the. course is separate, or a unit of another course. From 10 to 90 hours per semester are devoted to the course in the various schools. The contribution of driver education Haws to the complete training of the students is shown in Table IV which in dicates that school paper publicity and school poster campaigns are used in more instances as extra-curricular activities connected with driver education than are the other types of experiences. Student 144 34th National Safety Congress, 1946 safety councils are not as prominent as they should be in the general scheme of education throughout the state. There is a possibility of organizing the student safety council as part of the student body gov ernment in such a manner that it is a functioning, valuable contribution to the life of all of the enrollees of the school. In too many instances the safety council becomes a traffic council and overlooks the other factors of safety around the school and community. Driver education confer* ences are not as prevalent as they should be. They could be organized in such a manner that students from several schools meet together once or twice a year to compare notes and review demonstrations presented by the various schools. The copy of the Driver Education Conference Bulle tin which is available to yon depicts the type of organization which was scheduled in Yolo County, Calif, to engender new in terest in some schools and- continuing in terest in others. I have never seen greater rmnaed interest by high school students during an entire day of activity than that which was cvxksxxd during the day of the conference. The optimum grade placement of driver edneadoo and driver training is a problem which is considerable discussion. The courses are scheduled f *r .'asses for all grades of the junior and <.-nior high schools. There have been some bot and heavy arguments among administrators and teachers concerning the placement of the subject, but there has been no majority agreement. Twenty seven per cent of the schools teach driver education in die ninth grade; 10 per cent of the schools offer the course in the twelfth grade, and an addi tion 10 per cent schedule instruction in both the eleventh and twelfth grades. Sojne schools require all enrollees over 10 years of age to register for driver education, while in others it is an elective for all those over 14 years of age. Table V indicates some techniques of'in struction used in driver education classes. It will be noted that audio-visual aids arc used .twice as much as cither of the other two techniques of instruction. Student projects are used more than traffic surveys. Other techniques of instruction suggested as being used by some schools axe demon stration, lecture, discussion, use of minia ture autos, and blackboard diagrams. Table VI shows the units of instrutcion used in the driver education -classes in California. In this table, items 2 and 3 should have a higher statistical correlation with item 4 than is indicated. If there is to be discussion and data concerning physi cal and psychological differences, then it would seem to follow that the students should have an opportunity to use the psycho-physical testing devices in order to discover their own strengths and weak nesses. Demonstration road tests are not outstanding in the units of'mstnjctkm. This seems obvious in view of the information presented in Table I, showing the relation ship of drivereeducation to driver training offerings. It is gratifying to note that bicycle safety and pedestrian safety occupy a prominent place in the course offerings. There is modi more reading and discus sion than actual practical experience in driver education classes. While approxi mately three dozen books, pamphlets, and periodicals are used in the various high schools, only three seem to be outstandingly mentioned by nearly all schools. The three used more than any other are MAN AND THE MOTOR CAR. the STATE Ob' CALIFORNIA VEHICLE CODE, and the SPORTSMANLIKE DRIVING SE RIES. Indications are that those high school students, who enroll and study driver edu cation, receive a Department of Motor Ve hicles Certificate as a direct result of the training received. All in all, we feel that driver education lias proven its value and worth; that more driver education is needed; and that a concentrated program for instructors should be instituted in California and the nation. School and College Session 145 Table l---Grouping by Enrollment of 332 Schools to Show Those Ottering Driver Education and Driver Training High School Driver Enrollment Education 0- 100 . . ............. ____ 101- 300 301- 500 ....____________________________ 22 57 37 501-1,000 ______________________________ 41 Over 1,000...............................................____43 Driver Training 6 9 & 8 4 N o Course Offered 29 36 11 26 30 Total Kesponding 51 93 48 67 73 Totals _______ _______ 200 35 132 332 Table II--Per Semester Enrollment in Driver Education and Driver Training Classes in California Secondary Schools School Enrollees in Driver : Enrollment Edocalioo Training i. inn ----- ------- --_ 292 82 mi- mn vu. snr> vii.i nm i cm 1.761 2^42 4.022 14802 146 224 459 155 >1.119 1.06b Table III--Driver Education Course Offerings in California Secondary Schools School Enrollment ion 101-300 301-500 50I-100O Over 1000 Total* Driver Education as a Separate Course-------------- -- 7 8 8 8 12. 43 7 15 11 12 12 57 2 2 6 3 6 19 English----------------- 4 3 I 31 008 016 Orientation -- ... 0 9 1 32 Miscellaneous--------- ------ ----- 1 5 3 0 0. Totals-- ----- 22 45 31 26 33 157 Table IV--Extra-Curriculum Activities Promoted by Driver Education Cla>>c$ School Enrollment 11-100 Driver Problems Assembly---------- Student Safety Councils--------------- School PosJcr Campaigns......-- School Paper Publicity------------------ 8 2 ) 10 14 101-300 11 5 7 14 27 301-500 9 2 5 6 17 501-1000 8 5 8 13 18 Over 1000 6 7 7 14 21 TouiU 42 97 Totals------- -- 35 64 39 52 55 245 ' Table V--Some Techniques of Instruction Used in Driver Education Classes School Enrollment 1-100 101-300 301-500 501-1000 Over 1000 Totals Student Projects 4 15 9 14 20 62 18 46 29 32 IS 12 28 9 19 17 Totals 34 99 47 4 yj 30b 146 34th National Safety Congress, 1946 Tabic F/---Units of Instruction in Driver Education Classes in California School Enrollment 1-100 History .of the Automobile.----- 12 Physical Differences of Drivers- 23 Psychological Differences of Drivers............... ............. - 20 Psycho-physical Tests __________ 7 Demonstration Koad t ests......... 9 Rules of the Road-----------...... -- 24 Automotive Maintenance ......-- 13 Pedestrian Safetv------------------------ 22 Bicycle Safety ----------------------------- 20 Insurance - -- 18 101 300 36 47 45 22 12 52 33 S3 48 35 301 500 22 26 501-1000 Over 1000 25 26 32 38 26 29 36 16 17 20 16 14 14 29 35 42 23 23 38 30 35 41 24 29 35 .21 28 28 Totals 121 166 156 82 65 182 130 181 156 130 Totals...... 168 383 233 267 328 1.369 THURSDAY MORNING SESSION October 10, 1946 Group Meeting on Preparing Safety Engineers in Engineering Colleges Presiding: Walthi S. Pains, Mgr., Engineering and Inspection Dept, Aetna Casualty and Surety Co., and Chm., Executive Board, N. S. C. Uniformity in Training Safety Engineers By R. 7. BLAKK Acting Chief, Safety ft Health, Din. of Labor Standards, U. S. Dept, of Labor One of the most serious needs in the field of industrial safety today is to develop adequate standards for the professional practice of accident prevention. At least a reasonable degree of uniformity is im plicit in the word "standards.*' I believe, however, that before we can go very far in developing igiiformity in safety training courses, we must develop a definite program and resolve certain differences in Opinion as to just what the fundamentals of accident prevention really are. In appraising my viewpoint in this matter, I ask you to keep dearly in mind the fact that in the educational sense there is no such profession as safety engineering. As compared to the established engineering pro fessions, no man has the right to call han sel i a safety engineer because no accredited course of instruction leading to a degree in .safety engineering, has, as yet, been set up. Whether or not it should be is highly de batable. The art and science of accident prevention is a new and developing branch of industrial effort. The work of organiz ing the information already gained so as to make it teachable has only begun. Accident preventioo in productive indus try is primarily an operating function. We prevent accidents by incorporating safety as intimately as possible into every activity, operation, or process in each undertaking, or establishment. We know that two factors are necessarily present in every case of ac cidental injury, namely, there must be some degree of hazard and there must be faulty behavior. Therefore, in order to achieve the maximum in accident elimination, me must do everything possible to reduce the factor of hazard and also--and with similar thoroughness--use every practicable means of developing safe and adequate behavior. Ail of this means that accidents are pre vented on the "firing line," and that the ac tual job of preventing them belongs pri marily to those who plan lay-out, organize, supervise, or direct industrial operations. The professional acridoit preveritiooiit must work with and through such personnel. He must be consultant, advisor, and, m a sense, errand boy and servant to them. His train ing and-experience must be such as to give him a thorough knowledjge of the methods and techniques of accident preventioo and School and College 5mm 147 be* must also know' operating methods and procedures well enough to advise soundly' as to the specific ways in which safety may be incorporated into each operation or pro cedure. His understanding of human nature and his approach and conduct must be such that his ideas will be well received and used to the full extent of their value. It is obvious that only very broadly and thor oughly trained men can meet these require ments. Another very important point should be brought up here, namely, that the key planning, designing, supervising or operat ing personnel already referred to, need or ganized safety training to give them the knowledge of safety necessary to their ade quate performance in "firing-line" accident prevention. Giving than this knowledge and the will to use it has generally been con sidered to be a part of the safety director's job. One commonly hears it expressed as "Selling the Foreman." Ifany safety men have done an excellent job at this, but it should be put on a more systematic basis and such training should be provided for as a policy of management, preferably through our educational institutions. If you accept the above as valid, it fol lows that oar problem becomes a two-fold one. . We must give certain basic safety training to every person who aspires to any position m industry in which he will plan, design, organize, supervise, or direct opera tions or the work of others. In addition, we must give a modi more comprehensive training to a relatively small group who will wish to follow industrial accident prevention as a profession. We can all agree, I think, that basic prin ciples require a good degree of uniformity in their presentation even though consid erable variation may be permissible, or even helpful in the iHustxativc detail used. Un fortunately. there is no general agreement as to -just what the fundamentals of xddent prevention actuaMy consist of. Certain principles and information are definitely established and arepud bat others are tm<lcr debate. It is my strong belief that much of the philosophy of accident prevention is in error, for example, die me of a ratio in comparing the importance of physical haz ard versus unsafe arts as causative factors. Be that as it any, at is dear that every basic course m safety should mdnde uni form treatment of the well-established safety fundamentals and a presentation of those under debate with the divergent views objectively described. Also, the presenta tion of specific safety techniques, such as plant inspection, job safety analysis and ac* admit investigation and such organizational aod operational took as safety committees should oddtain a large proportion of stand ardized material as a basis. This would, of course; be supplemented by suitable detail with whatever degree of variation might best seat the nature and purpose* of the course in question. It is well to point oat that, while tltc basic principles of accident prevention are relatively simple and easily tmderstood. the detail involved is tremendous. Any activity that deals intimately with the layout, design, obstruction, and day-by-dajr operation of every type of industrial plant and equip- nort, and with all processes, procedures, and work methods as well, must, of neces sity, include : anile detail. No persoa can possibly maMir more than a small part of if. However, as already indicated, any per son of good intelligence; having a reasonable educational background, nnof the basic principles with relative ease and, with the aid of the key personnel in any estab lishment or undertaking, can develop or Kotde the development of the necessary detail. Perhaps I am discussing the subject of uniformity in safety training courses in much too sketchy and general a maimer. But, n view of the existing siraarion, I don't know how I can be more specific Let us look at the picture for a moment Industrial safety training courses before the war were limited to a very few short elective courses, ooue of which prosed to be sufficiently popular to justify expansion or, in most cases, continuance. The most ambitious un dertaking was that of the Center for Safety Education of the School of Educabota of New York University. It was financed through a giant by the National Conserva tion Bureau. However, even |k*s project had difficulty in filling its chases. Its major contribution was in providing research fel lowships, which however useful, cannot do much to meet the major need the develop ment of an adequate system of safety train ing. The safety training courses developed un 148 34th National Safety Congress, 1946 der the ESMWT program were hurriedly developed to give a reasonable amount of basic safety knowledge to key personnel in war production. They were not intended to prepare their graduates for responsible full-time safety positions. That many thought otherwise Is to be regretted. They presented only a small part of the knowl edge a professional accident preventiocust must have to be successful. They were a war project and were rightly terminated when the war emergency was over. it was hoped that these war safety train ing courses would be revised in the light of the experience gained and included as a standard subject in the curricula of our extension schools at least. However, the demand that would have justified this has not appeared and little has been done. The engineering schools have not taken the matter up either except in very limited and sporadic 'fashion. The many problems imposed by the transition from war to peace, plus the currently tremendous flood of nrollees, has absorbed the full energies of every collegiate faculty in the land. It is not surprising that they are not responsive to suggestions for the addition of new sub jects to already crowded curricula. The problem of getting the teaching of industrial accident prevention into our educational sys tem is, as yet, largely unsolved, evw though encouraging progress is being made. The most promising advance nude is the grant for the collegiate year 1945-6 by the National Safety Council to establish safety professorships at four engineering schools. New York University, Georgia Technical Institute, Illinois Technical Institute, and California University. Much solid progress has already come of this experiment, but it is only a first step. Much more must- be done and on a much broader scale before we can reach our goal. I will attempt to explain this. Since safety must be an -integral part of every industrial operation if preventable' ac cidents are to be kept to a minimum, it fol lows that it should be integrated into every course whose purpose is to prepare its stu dents for participation in industry. Each subject in such a course should include, interwoven into it, at least the more impor tant safety material pertinent to that sub ject. Moreover, all laboratory, shop, and field work should be taught under all con ditions and practices representative of toprate safety performance as practiced in in dustry. However, this would not be enough, for it would leaveiraportaot gaps and inade quacies. Therefore, the senior year of all engineering courses should include a short tie-in course designed to give the graduat ing engineer a reasonable understanding of the bask principles and methods of acci dent prevention in industry. Since college curricula are heavily loaded with subjects and since each subject is crammed, the safety material to be included in each must be carefully and skillfully fitted into the cracks and crevices of each subject. For, surely, each vital bit of in formation that is left out of a given subject docs leave a crevice. The problem is to locate all these openings and shape the bricks and mortar of safety to fit into them properly and. thereby, add strength to the structure. We now come to the training needs of those who wi&h to prepare themselves for the practice of industrial accident preven tion on a professional basts. They should certainly have the objective approach of the trained engineer. It is equally pertain that they shook! have, at least, a reasonable grasp of the industrial methods and proc esses with which the industrial engineer works. Therefore, it seems only reasonable to conclude that an engineering degree from an accredited course into which safety has been integrated in the manner already touched upon should be a prerequisite for a degree in safety engineering. If this view point is sound, we should urge and in every way possible aid and persuade the colleges to include safety through a process of inte gration. With the work of integration writ underway and widely accepted, we can begin adequately to plan the degree course. How can we decide what to include in a degree course until we have determined what our safety fundamentals are and what'can be included in the various subjects through integration ? In summary, I wish to emphasise the fol lowing: v (a) A reasonable degree of uniformity in the presentation of safety material is de sirable.* <>> Such uniformity is not attainable until there is more general agreement as to School and College Session 149 just what the fundamentals. vf industrial accident prevention actually are. (c) Available mfety material is for the most part unorganised, sketchy, inadequate, scattered and often contradictory, unreliable or superficial. (d) Baste decisions of policy as to the teaching of safety are yet to be made by our education institutions and authorities. (c) There is a serious need for much more carefully organized comprehensive and detailed material prepared for use as text. (f) There should be a well organised continuing program developed for the pur pose of bringing the loose ends together, filling in the vacant spaces and, in general, promoting the teaching of safety on an adequate scale. To What Fjtimt Should Courses in Safety Engineering Be Provided on the Undergraduate Level? By*. V. JAMES Dept, at jflwhnria, College of Engineering, University of Oklahoma We all know tint engmeeing programs arc seriously overcrow AuL Modern engi neering practice b making advances in technical framing necessary. Scientific ad vances have a tendency to make necessary more careful fundamental preparation and also require that additional time he found in order to xncorpormle the advance into the subject matter of ibe engineering course. Is addition, there is a constantly iuertasing pressure for imrodtowg other courses-- often non-tecbmeal -- kno the carricnltan. For example, a recent state law requires hours credit m history Some other ugiueiiiq school ; ay nave to include Elizabethan drama for `culture's sake." In order to avoid introducing new course requirements for the already overburdoicd ugiimisg student, the evngflcnt suggestkm has been made tint the colleges teach safety by precept xud cough, that students be made safety conscious by "in tegrating" material on safe practices m regular engineering courses and by making laboratories, shops, and wrasunity budd ings outstanding exH^ks of Safety Engi ncering. This plan, by the way. cads for a Safety Engineer or Safety Director who wHI initiate and ccorrfcmSr the program Here again, every engineering teacher knows the objections dot vd he raised wherever this program Is prugui ed. The classroom instructor wad T can't cover all of the anaerial thus dhnudd be'presented in this cnurac am. If tototy material must be technical phases o> the subject must Ik* omitted." The laboratory- instructor will say, *Vc have never had an accident here. We display the safety chart and explain the hazard if any exists in the assign ment. But we simply do not have time to go into detail on the safety phases beyond those immediately applicable.'* The admin istrator nay say, "The plan looks good, hot it takes money to hire a specialist to direct it Even if we could gel the money, where cao we find a man to meet these specifications?" Safety TnMng Objectives Replies from men an industry, insurance company representatives, and member* of the National Safety Coraufl. have agreed that a considerable amount of safety train ing should be indoded in the undergraduate engineering program. Most of them be lieve that the maimer in which the material is incorporated should be left to the indi vidual vt--There is a considerable fifiuutt of opmton as to the subject matter thus ihnald he inctodcd in the safety Al to pome we may kquit as to the hvuoemu ai the safety training to be given Is it >tended that should be urained Safety Engineer or Safety Would complete indoctrination at aA eugmeers he particularly helpful t or to industry ? As each its problem and outlines I believe the most common to both questions will be, "no." A 150 34tk National Safety Congress, 1946 comparatively small number of graduate engineers will always devote the major portion of their time to safety work or will bear the title, Safety Engineer. Vet, 1 believe we will all agree that it is very desirable that every engineer be "safety conscious." He has always been drilled on one sort of safety program; Le., there must be no structural failure or faulty operation of the things be designs. This, of course, is not sufficient. He must be brought to realize that a design is not a good one unless it can be constructed, used and wiatnrpSmvt without undue hazard. Tbe design may be quite satisfactory from the standpoint of applied forces and strength, and yet be unsatisfactory from the stand* point of safety and convenience for the users and the more or less innocent by standers. He needs to acquire an apprecia tion for the economic aspects of the safety problem. The rather common engineering attitude that this or that safeguard or change in design is unnecessary "because common sense ought to keep any we from getting hurt that way" needs to be changed. He should be brought to the frame of mind that strives to make tbe accident impossible. Let me illustrate: I saw a bystander toying with a small tilring concrete mixer that was standing idle; the gears were shielded by a short, Bat strip of metal covering the faces for a few inches on each side of the point of meshing; a young man, while looking into the dram of the .mixer, put his fingers in the teeth of the large gear and gave it a spin; with the result that his fingers were painfully braised by pass ing under the shield and through the meshed gears. A shield making such an act impossible would have been necessary to prevent the injury. Safety Starts with Design 1 believe a great deal can be done in design, laboratory and shop courses to arouse the safety consciousness of' the student. Design problems may easily be presented so as to involve the safety of the user as well as the structure or machine. Once his interest in safety is aroused, it is desirable that be receive a more gen eral introduction to the safetyprob!em and be acquainted with some of tbe methods of attack and the aids already developed for eliminating hazards. It ifi the problem of the school admin istrators to determine how much indoctri nation can be efficiently accomplished in regular classes and bow this may be sup plemented. In most cases I believe the "integration" plan will fall short of the goal. In too many courses safety topics will seem irrelevant. In most cases Che presentation must be specific and brief. This will be true even where the instractor is conscientiously cooperating. The mechan ical engineer wifi learn that there is an AS.MlE. "Boiler Code," and perhaps that there is one for "Unfired Pressure Vessels." But tbe chances are against his finding oat what the provisions are; how, why and by whom they were formulated; bow the limitations were determined, or whether or not the provicious satisfactorily accomplish the purpose for which they were intruded. A great deal of other safety information will not be called to his attention became it is in no way connected to the subject. A supplemental method of indoctrination being used in some places involves a coarse of special lectures and demonstrations usually put on by people outride die col lege. Industrial Safety Engineers. Mines Bureaus, Public Health Departments, Fire Fighters manufacturers of safety equip ment and highway petrol organization* are very liberal in the matter of coopcratmg in such programs. These may be organirerf as two or three-day short courses or as a series of lectures distributed through tbe school year. Some of these programs have been very successful. Others have been disappointing. Some of the causes of fail ure involve tendency on the part of each succeeding speaker to repeat a considerable part ef the material already given. Quite frequently there is no apparent connection between the subject under, discussion and engineering practice. The speakers some times appear to be principally interested in advertising a product or a company. It is quite difficult to secure full attodance by the students. Safety Course in the Curriculum The alternative method of supplcmmnhag safety indoctrination is the ooe engineering educators most violently oppose: that is the introduction of a safety course or courses into the curriculum. In most cases this will be very difficult; but I do not belieye it is impossible. A study of the School and College Session 151 curri^ulmn of schools of approximately equal standing shows considerable variation be students who aspire to a career ui that field. It seems that those who wish to in the time allotted to standard courses and even more variation in the de make a safety work a career should be given an opportunity for a college program voted to non-technical subjects. Thus, the material to be added and the subjects to be abbreviated or deleted are a matter to with scene special aim in that direction. I am not at all convinced that a degree of B.S. in Safety Engineering is advisable. be decided by tbe curriculum committee I feel quite sure that it will be very difficult and the administrators. to secure approval by the Engineering After the idea is sold to the administra Council for Professional Development for tion, and--for example, a three boar course is decided upon--two important problems remain to be solved. `It is necessary to such a curriculum. So long as the degree carries an engineering label, the engineer ing colleges will guard tbe curriculum decide the type of course and the material jealously to insure its being worthy of the to be included. Equally important, is the name. selection of an instructor with tbe ex perience and personal qualification* to put the subject over. Both of these factors have a definite bearing on the place the subject has in the curriculum. Time and money will both be wasted if the course is assigned to an instructor who simply makes text assignments and conducts recitati^ns on the assigned material. I remember from my own coOcgc days a course In Fire Prevention in which part of the reading assignment was from the National Fire Uodinwriters Manual. I also remember that I did not read the material until duqj years hacr. Tbe in structor must not only have the engineering view point and (taming, and be able to connect his subject with engineer leg prac tice; but, he mast also be somewhat of a crusader. He has a big evangelistic job to do with his students as prospective con verts. Such men seem to be very rare. Nine Credit Hour Course Indicated A number of schools already have a curriculum in either Industrial Engineer ing or General Engineering. These seem to offer an ideal solution for those intend ing to go into safety work. Most of these have the bask requirements of all engi neering programs and a considerable amoul of specialized engineering material. They also require courses in accounting, indus trial management, personnel management, etc. In addition, provision is made to allow from six to 15 hours of technical and non-technical electives. Some of these nay well be devoted subjects that will be of. value in the preparation for a safety career. Such courses as safety design, or, more properly, design of equipment for safety, and those dealing with the critical study of engineering safety codes are eli gible for consideration as technical electives. A large amount of literature on safety subjects is available. Most of it is very well prepared for H* intended purpose, that is, for use m employee trahung. I have found very little available material satis factorily organised for presentation as an engineering course. The students question `'What has all this to do with my work?" is valid. It is a question that most be answered, if his interest and cooperation are obtained. A large part of die responsi bility for the choice and organization of material will fall on the instructor. Perhaps, even in this program, other labeled safety course? should be limited to not more tban nine credit hours. Care must he taken to avoid encroachment on the engineering content of the curriculum. Since the important objective is to arouse in `the student an awareness of the problem and to excite his interest in some of the avail able methods of attack, it seems this allot ment of time should be ample. Beyond this point his interest and initiative should carry him through. The literature on the subject is comparatively simple. There is little As indicated earlier, I do not believe it need to sit through numerous class sessions should be the objective of tbe engineering in order to become familiar with it A con college to taake every graduate a potential siderable portion of the students* specialized safety engineer. In some localities there T&afety training must be gained after gradumay be a demand for men who plan to vlatjon and a great deal of it will be peculiar become safety engineers. There may also Utp the organization employing him. 150 S4tk National Safely Congress, 1946 comparatively small number of graduate engineers will always devote the major portion ol their time to safety work or will bear the title. Safety Engineer. Yet, I believe we will all agree that it is very desirable that every engineer be "safety conscious." He has always been drilled on one sort of safety program; Le*, there must be no structural failure or faulty operation of the things be designs. This, of course, is not sufficient. He must be brought to realise that a design is not a good ooc unless it can be constructed, used and maintained without undue hazard. The design may be quite satisfactory from the standpoint of applied forces and strength, and yet be unsatisfactory from the stand point of safety and convenience for the users and the more or less innocent by standers. He needs to acquire an apprecia tion for the economic aspects of the safety problem. The rather common engineering attitude that this or that safeguard or change in design is unnecessary "because comninn sense ought to Imp any one from getting hurt that way" needs to be changed. He should be brought to the frame of mind that strives to make the accident impossible. Let me illustrate: I saw a bystander toying with a small tilting concrete mixer that was standing idle; the gears were studded by a short, flat strip of metal covering flic faces for a few inches on each side of the point of meshing; a young man, while looking Into the drum of the .mixer, put his Angers in the teeth of the large gear arid gave it. a spin; with the result that his fingers were painfully bruised by pass ing under the shidd and through the meshed gears. A shield making such an act impossible would have beat necessary to prevent the injury. Safety Starts with Design I believe a great deal can be done in design, laboratory and shop courses to arouse the safety consciousness of* the student. Design problems may easily be presented so as to involve the safety of the user as well as the structure or machine. Once his interest in safety is aroused, it is desirable that be receive a more gen eral introduction to tbe safety^proWem and be acquainted with some of the methods of attack and the aids already developed for eliminating hazards. It is the problem of the school admin istrators to determine how much indoctri nation can be efficiently accomplished in regular classes and how this may be sup plemented. In most cases I believe the "integration" plan will fall short of the goal. In too many courses safety topics will seem irrelevant. In most cases the presentation must be specific and brief. This will be true even where the instructor is eoosrieotiously cooperating. The mechan ical engineer will learn that there is an A.S.M.E. "Boiler Code;** and perhaps that there is one for "Unfired Pressure Vessels." But tbe chancre are against his finding out wfagt the provisions are; how, why and by whom they were formulated; bow the lfimtatioos were determined, or whether or not the provisions satisfactorily accomplish tbe purpose for which they were intended. A great deal of other safety information will not be called to his attention because it is in no way connected to the subject. A supplemental method of indoctrination being used "m some places Involves a course of special lectures and demonstrations usually pot on by people outside the col lege. Industrial Safety Engineers, Mines Bureaus, Public Health Departments, Fire Fighters, manufacturers of safety equip ment and highway patrol organizations are very liberal in the matter of cooperating in such programs. These may he organized as two or three-day short courses or as a series of lectures distributed through the school year. Some of these programs have been very successful. Others have been disappointing. Some of the causes of fail ure involve tendency on tbe part of each succeeding speaker to repeat a considerable part ef tbe material already given. Qubc frequently there is no apparent connection between the subject under, discussion and engineering practice. The speakers soartimes appear to be principally interested m advertising a product or a company. It is quite difficult to secure full attendance by tbe students. Safety Course m the Curricnhnn The alternative method of supplementing safety indoctrination is the ooc engineering educators most violently oppose: that the introduction of a safety coarse or courses the curriculum, la 'most cases this wilt be very difficult; but I do sot believe it is impossible. A study of the [J1 curriculum of of oppvtnrimatcly equal standing shows considerable variation in the time allotted to Uaxhrd courses and even more variation in tbe time de voted to mm-technkal subjects. Thus, the material to be added and the subjects to be abbreviated or deleted are a matter to be derided by tbe curriculum committee and the administrators. be students who aspire to a career in that field, ft seems that those who wish to make a safety work a career should be given an opportunity for a college program with some special aim in that direction. 1 am not at all convinced that a degree of B.S. in Safety Engineering is advisable, f feel quite sure that it will be very difficult to secure approval by the Engineering After the idea is sold to tbe administra Council for Professional Development for tion, and--for example, a three hour course such a curriculum. So long as the degree is derided upoa--two important problems carries an engineering label, the engineer remain to be solved. It is necessary to ing colleges will guard the curriculum decide the type of course and the material jealously to Insure its bring worthy of (lx to be included. Equally fcnportant, is tbe name. selection of an iustnador with the ex perience and personal qualifications to pot the subject over. Both of these factors have a definite bearing on the. place the subject has in the curriculum. Time and money will both be wasted if the course is assigned to an instructor who simply makes text assignments and conducts reci tations oo the assigned material. 1 remember from my own college days a course io Fire Prevention in which part of the reading assignment was from the National Fire Underwriters Manual. I also remember that I did oot read the material until maoy years later. The in structor must oot only have the engineering view point and training, and be able to connect his subject with engineering prac tice; bet, be must also be somewhat of a crusader. He has a big evangelistic job to do with his students as prospective cooverts. Such men seem to be very rare. Nine Credit Hour Course Indicated A number of schools already have a curriculum in cither Industrial Engineer ing or General Engineering. These scon to offer an ideal solution for those intend ing to go into safety work. Most of these have the basic requirements of all engi neering programs and a considerable amout of specialized engineering material. They also require courses in accounting, indus trial management, personnel management, etc. In addition, provision is made to allow from six to 15 hours of technical and Don-technical electives. Some of these may well be devoted subjects that will be of. value in the preparation for a safety career. Such courses as safety design, or, more properly, design of equipment for safety, and those dealing with the critical study of engineering safety codes are eli gible for consideration as technical electives. A large of literature on safety subjects is available. Most of it is very well prepared for its intended purpose, that is, for me in employee training. I have found very little available material satis factorily organized for presentation as an cnguuering course. The students question "What has all this to do with my work?" is valid. It is a question that must be answered, if his interest and cooperation are obtained. A large part of tbe responsi bility for the choice and organization of material will fall on the instructor. Perhaps, even in this program, other labeled safety courses shook! be limited to not more than nine credit hours. Care most be taken to avoid encroachment on the engineering content of tbe curriculum. Since the important objective is to arouse in the student an awareness of the problem aud to excite his interest In some of the avail able methods of attack, it seems this allot ment of time should be ample. Beyond this point bis interest and initiative should carry him through. The literature on the subject is comparatively simple. There is little As indicated earlier, I do not believe it need to sit through numerous class sessions should be the objective of tbe engineering In order to become familiar with it. A con college to niakc every graduate a potential siderable portion of the students* specialized safety engineer. In some localities there Tsafety training must be gained after gradu- may be a demand for men who plan to Nation and a great deal of it will be peculiar become safety engineers. There may also Uto the organization employing him. 152 34th National Safety Congress, 1946 In summary. 1 believe moil of u/ agree upon the desirability of making all graduate engineers safety conscious and of awaken* ing their interest in safety problem*. It seems to me equally desirable that the time devoted to safety courses in the undergraduate curriculum should be held to a mmimiim If the objcc&Vt C2D be accomplished without the inclusion of addi tional courses, that solution is ideal. Some supplementary work will probably be nec essary. lu ht case, J believe that a special course--probably three semester credit hours in the sonior year--will prove most efficient. Par those who intend to make safety a career, a more comprehensive pro gram should be provided. But even for these students the special course* should be leaving specialization for post graduate study and industrial experience. Progress Report on the Safety Engineering Program at Georgia School of Technology By W. N. COX. JRHead, Department of Safety Engineering, Georgia School of Technology On many occasions thru past years, we have recognized and expressed the need lor belter trained safety personnel. We Itave fervently hoped that the American engineering college would accept this re sponsibility--bat to no avail. However, had the War not forced the cancellation of the 1945 Congress, I should have been pleased to announce to you, one year ago, that the Department of Safety Engineering had been created at Georgia Tech on July 1, 1945. and that a comprehensive study program to satisfy the needs of halmtiy for trained mfety personnel had been developed. Now, as the Department is well into Its second year, I can state that, without ex ception, each of the several program activ ities as outlined fat the prospectus which served as a basis for the National Safety Council grant has been initiated at the Georgia School of Technology. Further, I can state that the development of these activities has proceeded steadily and to an extent beyond die expectations of those who shared in the preliminary planning of this endeavor. In the forefront of our aims ha* been the desire that each Georgia Tech graduate develop an awareness of the accident prob lems in his chosen field, and that be weigh safety considerations with those of 8tr<mph, efficiency md tcMioaiy ui hi* problems of design, construction and opera tion. f likewise, a number of the laboratories and shop* have already called upon the Department to help them in reorganizing their layouts to incorporate true safety pradioes which will serve as proper ex amples to all students. Safety lectures have also been. incorporated as a part of other courses. It has proved desirable to provide a senior course for the purpose of crystall ing and supplementing the safety informa tion obtained through the integration process. In the graduate division, we have ac cepted* a two-fold responsibility. First, the needs of industry and government for trained safety engineering specialists have been acknowledged, and a comprehensive program of advanced courses at the gradu ate level is offered to answer these need*. The courses are sufficiently varied in num ber and content so as to afford, in combi nation with related courses of other departments, a high degree of flexibility to accommodate the particular require ments of the graduate student in safety engineering. The degree of Master of Science in Safety Engineering is now of fered for the completion of a minimum of one academic year of satisfactory gradu ate study and other requirements consistent with those of the degree of Master of Science in other departments. Second, the graduate programs of other, departments, such as Industrial Engineering, Mechanical Engineering. Textile Engineering and the School and College Session 153 Mac, offer one or more advanced courses in industrial accident and health control as a logical segment of a broad consideration of the major subject The closely related activity of research, both academic and industrial, through the Georgia Tech Research Council, is receiv ing the attention of rite Department, so that one or more extensive research proj ects m safety engineering is expected in the ear future. In addition to those student projects now in progress. It is recognized that a Urge number of those persons Oo whom industry depends for safe operation cannot be available ex cept for evening or extension courses. Thus, it is essential that the development, administration and instruction of such courses more the same careful considera tion accorded other levels of engineering edmtion. Individual courses in the Eve ning School <4 Applied Science are now available, hot miphirif has been directed toward a Safety Technician's Course of 990 howrii dwiiiuk extending over nine school paittvi. and providing a founda tion of mathematics, physics, chemistry, drawing, ckaueutary electricity, applied tmehanif and other snbjects in addition to the mart nurwlirrd safety courses. The Extension Division activity has al ready included the very successful Annua! Southeastern Motor Vehicle Supervisors' Training Coarse for several years, while demands for a short, intensive Institute of Industrial Safety have re sulted the organization of a SO-hour institute coarse to wfaidi experienced safety supervisors and inspectors from industry and selected representatives of casualty insurance companies will be invited. This course prorides for the segregation of par ticular industries daring certain sessions for consideration of their peculiar probIons. A similar arrangement will be made for norice personnel in a separate institute. Negotiations arc under way for the cstablishfncnt of evening classes and in-plant training at locations away from Atlanta. It is expected that this activity will be arranged at many industrial centers in the Southeast in the near future. Of late, it has been evident that many engineering schools and colleges through out our nation have been giving serious thought to the inclusion of safety in their undergraduate study programs, and many have made some hesitating steps in this direction In the belief that we at Georgia Tech had an obligation to encourage and assist in these efforts, we held the first Southern Safety Conference of Engineer ing Colleges in September, 1946. In a three day conference, the selected repre sentatives of the president and deans of engineering met for the discussion of pro cedures and problems involved in the in clusion of safety in undergraduate curricula of engineering colleges. Shares of this tremendous task, with its many ramifica tions, have been allotted to the various schools, and already we are receiving ma terials from them to be edited and dis tributed to all interested parties. The success of our new activity requires a generous share of promotion and pub licity. Here again, the Department, with the able assistance of our Director of Pub lic Relations, has demonstrated its ability to carry on an impressive promotion pro gram with industry, business, the engineer ing profession and the general public. The ambitious schedule of lectures, the descrip tive literature, the participation in safety conferences and technical society programs, the exhibit at the Southern Machinery and Metals Exposition, and the frequent news and periodical releases have all contributed to a better understanding of the scope of safety engineering and the benefits to be realized through a closer combination of the facilities of college and industry for the reduction of accidents. The Library of the Georgia School of Technology now includes a sizable collec tion of textbooks, reference books and pamphlets oo safety and related subjects. Regular subscription* to leading safety engineering and trade publications arc maintained, and bound editions of safety periodicals for many years past arc avail able for u$e. Through the interested cooperation of our librarian, the safety engineering library at Georgia Tech is now second to none in the South. A campus safety program was one of oar earliest activities. This incluuded con sideration of alterations, new construction, purchase of equipment and machinery, in vestigation of campus accidents, while detailed surveys of holdings and campus areas and the resultant recommendations have assisted in the proper use of Georgia 154 34tk National Softly Congrats, 1946 Tech facilities so badly overtaxed by the influx of war veterans. Gentlemen, your wishes--your ideas are bearing fruit. Your food hopes are no longer in the future, they are realities today--here--now! The future can now be relied upon for extension, for adjustment, lor beneficial results. May I borrow for you from Col. Blake R. Van Leer, President of the Georgia School of Technology, in his first Annual Report to the National Safety Council, this message--"I relate these accomplish- ments of the Department of Safety Engi neering at the Georgia School of Tech nology with justified* pride, and a profound sense of gratitude, Co those whose virion and energy and financial sponsorship have made the acoocnplubmcnts possible. "It is regrettable that the begaming of this activity should have been so long de layed, but the rapid pace of the first year betokens real progress in the conservation of life and property in the years shod" Progress Report on the Safety Engineering Program at New York Dnivenuty By WILLIAM F. O'CONNOR Professor of Safety Engineering, New York Univ. This report covers the eight month pe riod Irom November 1, 1945 when Dr. William F. O'Connor was appointed Pro fessor of Safety Engineering. Because of the newness of the field and the oovdty of approach it was necessary to spend the first few months in orientation and contact work. This was carried on simultaneously on the campus, in industry and in the insurance held. On February 13, 1946, at the meeting of the executive committee comprising all the administrators and beads of departments. Dean SaviUc announced the Safety Engi neering program to be established at New York University. It consists of three dis tinct areas, undergraduate, graduate, and research. The safety organization, accepting the pattern of successful programs in industry, follows (he existing line organization. The executive committee, with Dean SaviHc as chairman, is composed of at) administrators and Department heads. Policy is established by this committee, and the progress of the program is reviewed at regular meetings. Department heads have the responsibility of developing the departmental safety pro gram. They will decide the nature and ex tent of the safety material to be included in the various courses in their departments. Safety material, techniques and procedures will be taught by the regular instructors as part of the regular subject matter in the various parts^of the courses where safety has been indicated. An interdepartmental safety committee, composed of departmental representatives with the membership rotating, meets monthly. This committee follows the de partmental developments in detail and ex changes information among its members so as to improve their own work. The Professor of Safety Engineering is a* staff man, and as such he acts in an advisory capacity. He is advisor to the executive committee and the interdepart mental safety committer :oa' matters of fire and safety. He assists department beads, professors and instructors in every way possible in their efforts to incorporate safety and safety engineering principles and practices in their lectures, their demonstra tions and laboratory work. He will de velop and recommend a program for gradu ate study in safely engineering. He will develop, in cooperation with the Director of Research, a program of academic research and sponsored industrial research in the fields of fire' protection and safety engi neering along the lines fpr which the Uni versity Staff, facilities and equipment are best suited. In keeping with good industrial practice and following the recommendations of the various committees mentioned before, we have already started to integrate safety into all the undergraduate engineering courses. School and Collage Session 155 In late 1945 and early 1946 there were three different, engineering programs in operation at the same time on the campus, namely; The Army Specialized Training Program (ASTP), the accelerated day pro gram with four 12-week terms per year and die regular day program with two 16week terms. The courses of all these pro grams were very carefully organized with due regard for the immediate need. Since these courses were soon to be discontinued or changed nothing would have been gained had we attempted the safety integration process at that time. The time was utilized in preparing the way for more intensive work in this part of tint program starting September 1946 when all the accelerated programs will have been completed and the regular sanestcr program will be under way. Some preliminary effort* were made by the entire field of engineering, it is just good engineering in all the various branches. An engineer must be safety-minded before he can be a good engineer but in the past the only opportunity he had to develop this safety mindedness was after graduation We propose to develop tlus safety minded- ness in all oar engineering students througfauQl their etstite four years. Safety should never be something that is tacked on as an afterthought, or something that has to be purchased later on a separate requisition. Safety should be built into every engineering design or creation at the time of designing and by the designer. If at the time our students are learning the funda mentals of a particular branch of engineeritig they are taught the safe design, the safe layout or the safe rcqnircmcnti in all their work then they will know no way to do it other than the safe way. They will personal contact, by reviewing course out graduate after having had four years of lines, and by supplying supplementary mate rial, to incorporate safety into the following courses; association with the safe way of doing things. We fed that this will make than better engineers, better supervisors, better A.E. 70 Aircraft Design managers and better executives. A.E 84 Air Transportation GlE. 51 Organic Technology Ch.E. 85 Chemical Plant Design M.E. 40 Shop Practices and Equipment The following question is taken from the But bow are we going to get this infor mation to the engineering student; how are we going to surround him with safe equip ment and safe procedures during his four ycar college course? final examination in Ch.E 51, Organic We mast stimulate ao interest in safety Technology: on the part of all the faculty and all the No. 7 In tabular form compare the student body. This must be done without following items; Materials of construction Safety Precautions Health Hazards Fire Hazards as they apply to each of following; the the assistance of any of the industrial production mtadives We w3J never be encouraged by a reduction in the frequency rate or severity rate. The accidents that this program will eliminate can never be subjected to statistical analysis. We will never know how many lives are saved or how many millions of dollars are saved Sulfonatioo because we are preventing nut today's acci Nitration dents but the accidents that might happen Dtazocizarion . 5 years, 10 years or 20 years hence. The idea of putting safety* questions into the examinations is a means of assuring grasp of the subject matter by the students. Reorganization and re-equipping labora tories and shops so as to surround the student with safe equipment, safe condi Safety is taoght as an essentia) part of tions and safe practices is under way. The each course by the instructor of that sub inter-departmental safety committee, whose ject. not as an isolated instance or as a chairman is Professor M. C. Giannini, separate course by a different instructor, or for that matter by the professor of safety executive assistant. College of engineering, is planning a thorough inspection of all the engineering. If safety is part of doing a laboratories starting the last week in July. job right then safety is part of teaching a subject correctly. Safety engineering coverv The report of this committee will make recommendations on matters involving fire 1S6 34th National Safety Congress, 1946 hazards and safety hazards and will mark such items: A. for immediate attention B. for correction before June 1947 C. for correction before June 1948 The necessary fund* to eliminate these hazards and thus have our laboratories and shops conform with accepted safe stand ards and practices will be included in each departmental budget and will be expended for no other purpose.* Preliminary work has been started on developing Self Inspection Blanks for in clusion in all laboratory experiments and shop work. Safety analysis sheets will be developed for certain experiments and as signments. Since campus activities and student papers have not recovered from their war time curtailment, nothing was started here. We intend to develop student projects in safety and to inaugurate safety promotional contests, using campus publications. An adequate safety section in the engi neering library is being developed, the col lege has subscribed to the best fire protecdon and safety journals. The National Safety Council donated an industrial mem bership and the college has taken out membership an the Greater New York Safety Gmiwril and the National Pare Pro tection Association. A very modest start has been made in a collection of reports, papers and pamphlets for reference pur poses. Our graduate program is being developed a bit more slowly. It is generally con ceded that graduate study in safety engi neering should be given only to engineer ing graduates who base bod at least a year's industrial experience in work where safety is given important consideration. Graduate study will afford an oppor tunity for more specialized study in the students* field of major interest. The re search work will develop originality, *new techniques and perhaps uncover new fields for investigation. The research problems will stress safety matters in the various brandies of engineering and will be di rected by a research committee under the immediate supervision of the appropriate department bead. It is planned this fall to offer graduate study leading to the master's degree, the course content of which would be approxi mately 45% Technical subjects 40% Safety subjects 15% Safety research We are including a Proposed Tentative Program specially worked out for a num ber of Air Corps officers who are con templating graduate work in /safety engi neering. Because of the diversity of fields in which the safety engineer finds his problems this program of necessity must be quite flexible, and tailored to the individual needs. To secure this flexibility we are listing related courses given in the proposed curriculum. Aside from these full programs for gradu ate study, three new graduate courses arc being made available for graduate students generally, as a regular offering of the Graduate Division. These courses are known as industrial safety engineering, in dustrial hygiene and fire protection engi neering. Proposed Tentative Program for Master's Degree m Engineering (Safety Engineering Major) FIRST TERM Credits Industrial Supervision --------------- 3 Industrial Safety Engineering.. 3 Safety Engineering Research----------- 3 Cargo Handling------------------------------------ 3 Management-Practices Sc GootroL. 2 Air Transport Operation----------------- 2 Fire Protection Engineering--_______3 SECOND TERM Selection & Testing of Employees-- Industrial Safety Engineering---- Safety Engineering Research---------Industrial Hygiene-- Management-Practices Sc. Control-- Air Transport Operation------------------Fire Protection Ewgimti ing 19 3 3 3 3 2 2 3 19 Special for Air Corps Officers. Graduate Program in Safety Engineering Related Course* Advanced Applied Meteorology Advanced Engineering Mechanics Advanced Strength of Materials Airline Operation Air Transportation Economics School and College Sessioti 157 .Air Transportation Management Electrical Tsanskats I Electrical Transients II Engineering Thermodynamic;, Faginru-iag Statistical Analysis High Voltage Engineering I High w " | F gmnii il n Materials Testing and Model Analysis MetaBogeaphp Metallurgy MotknStity Personnel Administration Powder Metallurgy I Powder Mctallnrgy II Probability Statistics Psychological Measurements Public Health Engineering Theory of Meteorological Instruments Time Study amd Research Advanced Industrial Accident Prevention Basic Theory k Practices in Industrial Accident Prevention Fire Prevention and Protection Management Sc Supervision of Commer cial Vehicle Fleets Piydtokty of Safety Supervision Our first year's experience has disclosed a further avenue of development not folly contemplated n the original discussions. This hew avenue is research in safety engineering. Not only can a program of sponsored research disclose new knowledge and application in safety; such a program may m addition become the principal means of putting safety engineering cm a selfsustaining basis. With this in mind, some funds from the grant have bear used for preliminary sur veys and. experimental work to develop a few research topics to the point where they might be attractive to industrial or ganizations and tints secure their support. There is good reason to believe that by October 1947. these research developments will have gone far to place the safety engineering program on a self-sustaining basis. 1. Banana Ripening project As a result of the writer bring re tained as an expert in connection with a recent explosion in a banana ripening warehouse, resulting in six fatalities, we became interested in developing a safe method for banana ripening. Since 1923 ethylene gas has been used to accelerate the ripening of mature bananas before they are put on the mar ket. The bananas when fully growu are packed and shipped green by boat be cause a green hanana under handling, stands up better and tastes better when ripened off the tree. When received, the bananas are put in a room where the temperature and humidity are care fully controlled and ethylene gas, to the extent of one part per thousand is circulated. There arc now several substances on the market known as "plant growth hormones" capable of bringing about similar changes in fruit One substance in particular, 2-4 dicblorphcuoxyacctic acid has possibilities but it speckles the bananas and thus lowers the market value. There arc numerous related com pounds that might be satisfactory if they could be made available for study Many cannot be purchased and so we have two chemists at work preparing these compounds. Progress is invariably slow when new compounds or extremely rare compounds must be prepared. One immediate goal is some 20 organic com-pounds which we can screen for b*o' logical activity. Later the development of a satisfactory method of dispersal for commercial banana ripening rooms can be undertaken. 2. Wet Water Project It is well known that in fighting fire with water, there results a four to one ratio of water damage to fire damage. The liner Normandie is a dramatic instance- Two new developments of this past war in fire fighting have been mechani cal foam and water fog. In mechanical foam substances are added which en train air bubbles to form a stable blanket of foam which very effectively puts out class B fires by depriving them of oxygen. In water fog the water is broken up into very fine droplets so as to better absorb the heat by vaporisa tion to steam and thus extinguish the fire by both cooling and smothering. Water with a surface tension of 72 dynes, the highest of any liquid, has a tendency to form droplets whereas what 158 34th National Safety Congress, 1946 is desirable in *hi< case is just the opposite. Chemicals are available to day which will counteract this tendency by lowering the surface tension of the water. They are known as surface active agents. These are available on the market and we are obtaining these, studying thdr effectiveness and later will under take the development of a suitable method for using them. 3. Highway Lighting Project It is well known that street and highway lighting as now practiced is entirely unsatisfactory. Light from on coming cars as well as fixed illumina tion always ends up in the driver's eyes. It is proposed to break completely with the past and attempt to develop some method of getting the light onto the highway and onto objects using the highway and stall keep the light out of the driver's eyea. This project is stiU in the library stage. A separate Research Division, hi charge of a Director of Engineering Research conducts high calibre research, under con tract for various organizations, foundations, industrial firms and subdivisions of the federal and municipal governments. Contracts totaling a few hundred thou sand dollars are now under rjjiy but not one cent of it is for fire or safety research. A part of the effort to enhance the ding and reputation of the profession safety engineering and to make better known our program in safety engineering considerable time has been spent in contact work and off-campus activities such as committee work and addresses before dif ferent organizations. This program in safety engineering is entirely new. We are not handicapped by outmoded traditions or prejudices. We do know that if this program is to be successful we will heed the cooperation of every one at the university, everyone in the industrial field, in the insurance field and in the professional societies. Progthfls Report ntmoB Institute of Technology By JOHN J. AHERN Dbr., Dept of Fire and Safety, flBnofe last of Technology Illinois Institute of Technology has been operating a Safety Engineering Departnat for one year. The objectives of this department have been: 1. To iodoorioatc as many undergraduate engineering students as possible with the basic fundamentals of industrial safety. 2. To interject into engineering courses material designed to make the student aware of the importance of safety, as well as theory, la basic design. 3. To explore the desirability of institut ing work on a graduate -level in indus trial safety. 4. To activate a camp-s safety program. When we anbnrfccd upon this program, it became inmcdhldy apparent that we had a golden opportunity to contact a very large number of undergraduate engineers at this time, because of the peak load which has been placed upon our institu tion. It was obvious, however, that the integration of safety into all courses, while highly desirable in a long-range program, would not develop quickly enough to con tact the present large number of students now in school. We, therefore, instituted elective courses for senior and junior en gineers in industrial safety. At the present time, we have had an cnFoltnmt of some 250 students in these classes--250 engines whom we know have received definite training in industrial safety. In addition, in our evening division we have trained an other 70 men from industry, io this area. While this class program was proceeding, we have also been moving on the integra tion program. We have worked in great detail with the machine design courses and fed that substantial revolts have been ob tained. The 'department has started with freshman students, introducing special lec- School and College Session 159 turcs in thdr freshman economics class on the cost of. accidents. This has awakened great student interest in the importance of accident prevention in engineer's pro gram. We have also used the first labora tory period for sophomore electrical en gineers, to give detailed instruction on elec trical safety in the laboratory and artificial resuscitation, which is of such great im portance to all men in the electrical field. The Safety Department has co-operated with all other departments in the school by furnishing standards and other appropriate information useful to that particular depart ment. At the present time, we have a pro gram of driver testing under way with two objectives in mind: first, to eliminate, so far as possible, automotive accidents on the cam|ms; and, secondly, teach our students recommended methods for the selection qnd training of motor vehicle operators in in dustry. Our campus safety program has been extremely active, and, of course, has been operating under peak load conditions. The use of temporary buildings and crowded classroom facilities has intensified the prob lem normally presented in this regard. The graduate program is developing more slowly. The graduate school at Illinois Tech feds that this type of a program shoold be based upon a sound undergradu ate program. It feels that there is grcai danger izt setting up an elaborate program with no great practical benefits. Plans are under way at the present time for incor porating a great deal of industrial safety work into the graduate work of other de partments. In considering further plans, we have become convinced that while the in tegration program is theoretically the most desirable on a long range basis, it is not the complete answer (o the problem of in dustrial safety in engineering schools. The lack of cootrol over the quality of infor mation disseminated has bee of great con cem to the department, r Mess of the type of material given to another depart ment for inclusion in its courses. The man ner in which it is given, the personality of the instructor, aid the relative impor tance which he places upon this material will all have a strong bearing upon the effectiveness of the material presented. It is felt very definitely that a senior course to crystallize the thinking of the student on industrial safety and to make certain that be is taking with him from school those basic principles which we consider impor tant is a necessity. There is a great deal of work still to be done. We do not know all the answers as yet in regard to the best mcthpds by which these objectives can be accomplished, but we are working on it. THURSDAY MORNING SESSION October 10, 1946 Group Meeting on Elementary Schools Preridmg: Mary May Wykak. Supvsr., S*fctj ft Special Education, Louisville (Ky.) Public Schools, and Cbm, Nat. Elementary School Safety' Committee and Teaching Techniques Subcommittee. Calling All Teachers and Pupils (A Report of the Editorial Subcommittee of the National Elementary School Safety Committee) By JAMES W. MANN Chairman of the Subcommittee and Principal, Huhbard Woods School, Winnctka, I1L The broad objective of the Editorial Sub committee of the National Elementary School Safety Committee is identical with the objective of the whole safety program --to reduce the number of accidents among all people. Its jurisdiction is limited to children of elementary school age; but its long-range ideal is to so guide children that they will live more safely both now and as adults. But it is necessary to on- 160 34th National Safety Contras, 1946 prove (be immediate environment for tafe living, and to promote constant growth among children with respect to any environ ment in which they find themselves. This is a highly ambitious idea; and the committee realizes its relative unattain-, ability; yet we can and most move toward that goal. The specific objective of the Edi torial Subcommittee is to use or to improve the use of the written word to arromplisfa that pal From a practical standpoint it seemed best to do the foOowinc things: 1. Supplement dm work of the staff of the School and College division of the Na tional Safety Curmcfl. 2. Reach oat as far as possible among per sons identified with the safety movement for suggestions to improve the safety education program at the elementary level and to publicise these ms widely as possible. 3. Publicize the work of other subcommit tees of the National Etcmcftaxy School Safety Committee. In the remainder of this report,. 1 shall detail the accomplishments of the Editorial Subcommittee. The work of the committee has. to an extent, been supplementary and advisory'. Busy sdbool people, as you know, find it difficult to take time for detailed work; yet some really exacting editorial work was by members, and for that we are most grateful. The rrmtawm\t^frn. has edited two mimeo graphed palpitations during die year. Tfie Safety Sentinel is published for child safety organizations, particularly junior safety councils found in a number of schools. One copy is sent to cadi organization to be posted on the bulletin board or read and discussed in council meetings. In this way interest ia aroused, duevsnea takes place, and action may follow. During the past year, in which three issues were published, two main projects were attanpted. The first was a questionnaire designed to show the type of school safety organization prevalent among its subscribers. A composite picture of the results was published b a following issue. The second project was u intergroup unit capable of bring integrated with social studies and designed to outline safety as pects of children's environment through comparison and contrast with that of chil dren living in rather different circumstances. The first article was a picture of Chinese home life and of the safety problems of Chinese children. 1 was interested to find out bow intrigued some of the children in ray school were in the topic. The hazards of lamps, stoves, and houseboat living pro vided stimulating discussion material. The cccond article on the home life of South west Indians was equally intercstiag. This type of material seems to the Committee worth farther exploitation, both man the standpoint of safety education and of gen eral cultural integration. The use of re lated bibliographies and' exchange of letters should increase the value of future issues for classroom use. The Safety Beacon, a newsletter for teachers, was also Issued three times during the past year. An attempt was made to secure wide participation among its readers by for specific contributyuix Three somewhat "controversial" topics were set up and written reactions solicited. The first, "How to Teach Safety Habits Without Suggesting to Some Children the Very Ac tions We Hope to Avoid," elicited some very' fine statements. The element of age was stressed, as the most important factor. TV second question, "Gw We Avoid En tirely the Use of the Negative Approach?" aroused little disagreement but secured some sotmd psychological suggestions. The final question was, "Wouldn't It Be Well To Teach a Few Fundamental Things Such as Thoughtfulness, Courtesy, and Respect for Regulations and Forget All About the Old. Laws of Habit Formation?" We were ex tremely fortimate in securing, through Sister Mary Carmclyn, who is one of the subcommittee members, the cooperation of students at Mundelein college, who con tributed a most thought-provoking sym posium. Cdtamittee members furnished valuable aid in evaluating staff publications. The Sentinel and the Beacon were carefully dis cussed and evaluated at a meeting last March ittHH by the members who lived in the Chicago area. At this time plans were laid for the coming issues of these publications. A final project of the committee was the detailed evaluation of the official publica tion, Safety Education, from the point of view of providing service for its readers among elementary school teachers and prin cipals. Page-by-page criticism and suggts- School and College Session 161 tiotis were made by members of the com mittee and sent to the secretary, who then made a composite evaluation. This technique of evaluation proved stimulating and helpful to those responsible for the magazine. One point which came out very strongly in the magazine was the need for more good articles dealing with descriptions of actual classroom projects. This is where members of the National Elementary School Safety Committee and other elementary teachers and principals can be of great service. Have you conducted a safety project which should be reported in Safety Education ? If set you will be doing a real service to write it up and submit it Do yoo have a problem in safety education which you would like to have answered? Let us know what it is and we' shall solicit, through the Safety Beacon, the opinions of other elementary teachers. Have you solved one of your problems successfully? If so, let us know and we shall see that your solution is made available to other teachers. The Safety Sentinel and the Safety Bea con from time to time ask for reader response. Watch for these itcm9 and see if you do not have something to offer. The Safety Sentinel, for example, last spring requested that die boys and gills who read the Sentinel send in a list of playground safety rules. These rules would then be turned over to the Indian boys and girls. Some splendid suggestions were received from the pupil readers and, it is my belief, that playground safety meant much more to each boy and girl after be had con tributed to helping the Indian boys and prls play safely. One last point: 1 believe that I am ac curate in saying that the committee agrees on the fundamental thesis that safety educa tion must be an integrated part of the child's life in school, at home, and in the com munity, and that our efforts toward pub licity will be directed toward that general aid. If we arc wrong, prove us so, and we will change our point of view. If we are right, then support us to the best of youi ability* in the interests of a safer world for the children of today and the adults of to morrow. Working Together lor Safety By MRS. L K. NICHOLSON Chirmm, Committee oa Safety, Nat Coo(real of Parents-Teachen Throughout the years of war, the Na tional Safety Council has performed mag nificently in keeping before the people of this nation the lamentable rising toll of death and accidents on the boiuc front with accompanying instruction as to how to re dact it I am reminded of the Chinese proverb "Caution b the parent of safety. He who will not look ahead must look behind." In not taking heed of the warning of the council we arc continuing to suffer consequences. With all that has been done in this field of, accident prevention our record is bad. Where are we foiling? In my humble opin ion it is not at the national level but in states and local communities. The problem is inescapably a local one and will only be solved by community ac tion. This means that we most coordinate all safety groups now attempting to promote safety. We must have cooperation an order to coordinate the program of these groups. We most build on the premise that coopera tion, or the lack of it, is the foremost prob lem m the field of accident prevention. Safety education/at best, is a cooperative enterprise engaged in by all the construc tive forces in the community. It must have its roots in the community but must have the support of the state and the nation. Wc milst have informed and participating com munity groups supporting the schools* safety program; is other words, organized public support Teachers and Parent-Teachers Associa tions are in a position to interpret the needs of the school to the community, to gain ap proval and support of all groups. In order to create a good, wholesome en vironment in which children are protected from needless accidents, each community must make full use of all its resources. We have just finished a war that brought teem- 162 34th National Safety Congress, 1946 mg miHions of people together to withstand their common enemy and out of this `'to getherness" canv a widespread reawakening of what tan be accomplished by vity of purpose. This can and most be accom plished in tbe field of accident praatioo if we are to solve the major problem fat this nation today. We speak of tbe bousing shortage and it is of major concern bat unless we solve the accident boos ing wiO cease to be a problem. There will not be any one left to live in those booses w e so urgently need. I hope I shall not sound overly trite in saying that we can keep faith with our boys who so valiantly fought for a cause they believed righteous by fighting, on the Hook iroot, for a canse scarcely leas worthy--a 'fifth freedom"--freedom from preventable accidents that take their toll in human lives. Surely, we can. and most, mile all forces to tbit end. The war has made us community conscions. We discovered that to arm tbe war we. al home, had to pool our efforts, com bine our forces, act together as community groups. Likewise, we mast now vote in co ordinating all goops attempting to promote afety education. Tbe problem of aeddont prevention being a community project wiO therefore be solved at ibis level by canted ccnniwiiij action A principal of an dementsry afaool said that he was approached by many groups wanting the reboot to pa* o a safety program. Whs asked what phase of safety t*** re quired the reply was, "anything--we^ have no special program." All groups working in >*otatiao gening nowhere. The modem community, be it that smallest gcugiapiuea! area known a a neighborhood, town .or city, thinks of itself os a unit and rightly so, for it has been made a plan to the American people that if we are to have peace, prosperity, health, happiness and freedom of opportunity for ourselves and our children they must secure these bless ings for our neighbors and pur neighbors* children as well. Family Safety Training Each type of community has its specific type of problem and hazard to children but Ijecause the center and heart of every com munity is tbe borne, many of these prob lems are grouped around the family. How ever. homes alone cannot adequately <1mI with accident prevention. Disease, poverty, poor housing, lack of safe recreation, the exposing of children to traffic accidents-- all of these hazards must be controlled by community action if that community is to be made a safe wholesome place for all of its children. I. The school responsibility to every child is: (a) -adequate safety instruction in the ctcmcinouy grades, (b) safe construction of school buddings, (c) school buildings provided with safety devices, (d) safe school routes, (e) safe playgrounds-and equipment (f) safe school bus transporta tion. II. Tbe bontf's responsibility: (a) a com plete knowledge on the part of tbe parents of al) safety requirements, (b) parents* understanding of the school program, (c) parents* edacstgo on bow to cooperate in the ou^of-school activities of school chil dren. Hi, Parent-Teacher responsibility. (a) should provide for a dose relation ship between the schools and other agencies in the fil'd of safety serving children and yonth. (b) work for adequate financial support for the school safety program. (c) participate with the school in find ing a place for safety education in the corrienhnn. We can have as moefa safety as we are willing to pay for. (d) Parent-TeacW Associations must seek support of the public, realising that in the thirty million young people enrolled ia the schools of the marina lies oar greatest hope for tbe solution to the mounting high way traffic accident toR. Thor minds are receptive to new ideas. Thor are at an age when habits and skills cam successfully be established. They are reachable. It is gratifying that schools have included safety in the curricnlnm more generally at the elementary level than at the secondary. We must lank die school with community life. Oar American education system tmIQce most countries is unique in its purpose and relation to tbe community and there should be a dose relationship between the local school and local community it serves. I like what Paul d Hoffman says, `'Safety is inclusive and not exclusive.*' The School and College Session 163 school has a distinct opportunity and re sponsibility in furthering the teaching of safety in cooperation with parents, the fire and police department, all youth serving clubs and groups, boy and girl scouts, camp fire girls, 4H dubs, future fanners of America, churches, press, radio, all other organized community interests. Teachers should have the opportunity to participate in the actual affairs of tbe community of which they are a part Teachers must know increasingly what services other groups can perform and bow they can contribute to the safety program of which children are the center. Coming out of tbe education committee of the President's Highway Safety conferace are the following recommeodfatious: (1) all school children should have day by day instruction in safety education. (2) a definite program should be established for coordinating the work of school, home and community. (3) support of Parent-Teacher Associations and houses; school groups should be enlisted to recognize the need for protection, guidance and control of pupils who are learning how to use the streets and highways. A concept of safety for youag children should be jointly developed, understood, and practiced in school, home and community. When these youngsters start to school they axe a part of the com munity. All community groups are re sponsible for their safety. The call is for community coordination of all forces working together for safety, for the ultimate rim of safety education is the development of intelligent, and re sponsible persons in the community. Working together for safety will help to attain this desired end. A feeling of re sponsibility for the safety of the community is a mark of intellectual maturity. Let us reach this maturity by working together for safety. If experience teaches us anything, it is that a spasmodic safety crusade now and then will not bring results. It will take cooperation of all groups and a continuous crusade. Tailing tha World By J. E. WINDROW Difn Peabody Dcmonatxatioq School The world should be told that America is now confronted with the greatest acci dent toll In the history of the nation, and this, in spite of the fact that death by aeddent is almost 100 per cent unnecessary. The world should be told again and again that wiiile premeditated lolling on the battJefroot has ceased, unintentional killing by acddoits on the home front goes steadily on and up. As a result of accidents in 1WS. 96,000 lives came to an unnecessary end. 'But, unfortunately, we are not greatly im pressed with statistics, and the subject doesn't lend Itself to poetry. "The usual thing," we say. Yes, the usual thing for those persons suffering the agony of tom, bruised flesh, broken bones, and mangled bodies. Carelessness, stupidity, indifference, and whatever other causes may be involved are exacting a terrible toll. The world should be told that the accident death rate increased in all age groups from 1944 to 1945; and during that period a driver or pedestrian who had' been drink ing liquor was involved iu one out of every four fatal accidents. This samt driver or pedestrian was likely, the product of some elementary school of our nation. Twofifths of all serious traffic collisions in IW4 occurred at busy crossings amply protected by gates, lights, bells, or watchmen; amply, but for the imperfection of human nature ; human nature, which might perchance be changed or at least modified through proper education. The best safety device engineers can construct can thwart the motive that produced it if carelessly used. Engineering, enforcement, and education, therefore, must all come to a focus on the problem. And the American home continues to be the most unsafe place, with a death toll in 1945 of 33,500. Consider that, the American home! The world should be told that the United States paid more for accidents in the year 1945 than she invested in the total opera- 164 34th National Safety Congress, 1946 tional com oi the public schools of America. Her schools cost two and one-half billion dollars. Iter accidents more than five billion. Since the National Safety Movement started in 1913, the death rate by accidents oi all hinds has been lower than the 1913 rate each year with the exception of the j-cars 1917 and 1936. What the current situation might have been but for this effort one dare not contemplate. The National Safety Council has demonstrated what can Ire done through intelligent effort and co operative action, Which brings ns to the I>oint of our disenstioo. A good program of safety education in the elementary schools of our nation ss greatly needed. It would help to reduce property loss and to eliminate this unneces sary waste of human life. This does not mean, of course, that excellent programs do not now exist in favored communities throughout the country, but in the light of the job to he done only a small beginning has been made. The responsibility* of the schools to teach safety in its broadest implications is no longer a controversial matter. The issue is, how shall It be done? A well-organized program of safety education in the ele mentary schools should build individuals into better citizens, create in them a re spect for the rights and privileges of others, give them increased recognition of the value of human personality, and, who knows, per haps a sense of obedience to constituted au thority. Since the word "obedience" is ob solete, perhaps I should have used the more progressive term,* "willful cooperation." Such a program should build a- safer community in which to live and should contribute to tbe improvement of all cither phases of the school effort. It should be based upon the school and community needs, and should be designed to bring freedom from accident hazards to all the children of all the people. Safety education is not a matter of accident prevention only. It has to do with diameter and character building. It should be a continuous and cooperative enterprise participated in by the home, tbe school, and the community. It should accentuate the positive and eliminate the negative forces involved. Naturally if we would save our children from some thing, it is only in order that we might uv< them for something else. Tbe late Mr. Whitney aptly phrases it in these words: "Teach a boy to play football safely or to sail a boat safely, or to use a gun safely. In each case, you are showing him how be can have a good adventure instead of a bad one. Instead of the bad adventure of breaking his collar bone, he can have the good adventure of carrying the ball across the goal line. Instead of the had adventure of tipping his boat over and end ing his adventure entirely by drowning or temporarily by the stupid wait for help, he can have tbe good adventure of sailing on to a thrilling finish. Instead of ending his hunting adventure with a bullet through his leg, he can have the better adventure of the chase." Such a program should seek to develop in the child the habits, skills, and attitudes necessary for safe living, and it should become an integral part of the total school program. Because the safety of the indi vidual is so dependent upon such personal qualities as reaction rate, temperament, in telligence, emotional stability, and general physical condition, all members of the in structional staff interested in the study of Human growth and development should find such a program stimulating and chal lenging to their professional zeal. Soch a program will involve a survey of all possible accident hazards in the buildtog. on the playground, to and from school, and in the community. It will take into 'consideration the child's ability to prevent accidents; his physical handicaps, if any; his knowledge of safety procedures, and, more important, his willingness to practice them. Six thousand, six hundred people were tolled last year jnst crossing the street. Drivers can drive a little slower, watch the lights and observe common courtesy. Pedestrians can look both ways, go with the signs, and never jaywalk. Such lessons must become a part of our educa tional training if we would prevent the suffering; heartbreak, and tragedy that ac cidents bring. Such a program will provide an oppor tunity for the child to develop a well-con ditioned body, knowledge of how to protect himself, safety awareness and interest, sensi tivity to* the welfare of others, emotional stability, confidence in himself, and an unwilliitjptess to take unnecessary risks. It will be concerned with his capacity to use good School and College Session 16S judgment in situations involving accident hazards. It will, of necessity, he based upon an effective system of recording accidents, and an intelligent use of these records. And this brings us to our second point. Until the teachers and the prospective teachers of our nation understand, accept, and assume thtir responsibility for safety education, there can be little improvement in the current situatum. The teachers colleges of the nation and all other institutions engaged in teacher education must, therefore, assume the re sponsibility for placing in proper focus a sound cooerpt for the teaching of safety. These institutions must lead their students to know that safety, like health education, is not an end in itself bat -is a "***" to' an end. That end may be pleasant recrea tion, a new adventure, efficient work, or helpful service. The goal of the teaching of safety, therefore, is not to impoverish life by restricting activity and adventure, but to train the indhridtml in the proper and safe way of doing things. It should lead to the enrichment of life- The teachers colleges should lead their students to understand the substitution con cept of safety education; the exchanging of one experience for another, replacing a bad experience with a good experience. They should lead their students to understand that most accidents arise from circum stances inherent in uncontrolled environ ment. Not always, to be sure, but for the most part, accidents are due to carelessness, absence of foresight, personal incom petences, and not to uncontrollable condi tions. Safety, therefore, implies a plan of living so well ordered that the scene of an accident is rarely set Safety is synony mous with efficiency. The child should be prepared both psychologically and physically to live in reasonable safety in a potentially dangerous world This cannot be done until the teacher gets a sound point of view con cerning this vital issue. It is mo much to expect the child to develop sound habits of thinking toward safety unless the teacher is strong in the faith. In the very nature of things safety edu cation lends itself to an activity program. Children learn tbe right and safe way of living through doing. Simply placing the child m an environment relatively free from hazards will not suffice nor will talking about safety solve the problem. There must be experimental learning. If one would learn to drive an automobile without jeopardizing himself and others, one must practice driving an automobile. If one would learn to swim, be must go into the water. Both activities are hazardous if improperly approached. Activities should be planned, therefore, to permit learning by doing. When this responsibility is fully under stood and accepted by the teachers col leges of our nation, an important step will have been taken toward safety--for you and yours. It is encouraging to know that the Com mittee on Standards and Surveys of the American Association of Teachers Colleges, working in conjunction with the National Safety Council, is concerned with the type of instruction prospective teachers need to enable them to understand their responsi bility toward this probion. The report of the Public Relation Com mittee of the National Elementary School Safety Committee should he based, perhaps, upon what it aspires to br, rather than what it is. What it hopes to do, rather than what it fair dour, and what it tttouid present, rather than what it is presenting. This committee is composed of 56 persons representing 32 states and the District of Columbia^. Tbe members for tbe most part are serving on the staffs of the laboratory schools of the teachers colleges of our country. They were recommended by the president, dean, or some administrative officer of the iostitutioo which they repre sent, on the basis of having manifested concern in the problem of safety education and competency in the field of public rela tions. They were selected deliberately from the teacher education centers with the hope that they might further stimulate the teachers colleges to a more intelligent awareness of the problems involved in Safety Education. To this moment these institutions have not distinguished them selves in this particular field. It was farther believed that tbe labora tory schools, which serve as visitation and observation centers for literally thousands of young teachers entering the profession, might make a significant contribution by demonstrating in their own program an in telligent approach to tbe teaching of Safety. Certainly these schools cannot serve their 166 34th National Safety Congress, 1946 dynamic purposes and ignore this important problem. The Public Relations Committee has sought and shall continue to encourage through the usual means of communication --radio, newspapers, magazines, forums, and the tike--discussions and articles which will stimulate interest in Safety Education. Ko district, state, or national education as* sodation meeting should be permitted to ignore this important issue. It has been and shall be the purpose of this committee to encourage the editors of the educational journals and professional magazines to give appropriate space to this important problem. As time is reckoned by the National Safety Council it is now 10J0 AJf, Cen tral Standard Time Since the reading of this paper began three of your fellow Americans have met violent deaths by ac cident. three hundred others have been In jured, crippled and disabled. And if you are dollar minded, it is all at an esti mated cost of one hundred and fifty thou sand dollars. Pupils Work for Safety (Report of Pupil Activities Subcommittee, National itl------y Safety Committee) By HELEN HALTER LONG Principal, Cbatswosth Am School. Lnxtamoot, N. Y. Presented by VIVIAN WSKOON Executive Secretary, National Elementary School Safety Committee The sub-committee members were given entire free reign as to the selection of com mittee members. Miss Edwards chose a few persons living in a relatively small geographical area. This made it possible for the group to come together for discus sion. Five meetings were held during*the year. Miss Edwards' group of seven comes from the Westchester and Connecticut sub urbs of New York; It is composed of two elementary school principals, four grade teachers and an art teacher. There arc five women and two men. Five different schools are represented, one is rural and one is private. So it is apparent that this small group has a wide variety of interests. One of the first tasks the Pupil Activities Sub-committee attacked was that of the posters and lesson units. As you know Safety Education has foe the past 15 years or mote published a monthly poster with a teacher's guide for the study of the subject of the poster. In 1944 the lesson units were changed so * they might be used as a pupil's work sheet as well as a teacher's guide. One of the decisions that must be made each year Is what snbjeds are to be cov ered by the monthly lesson unit and posters. Up until last year this has always been a staff decision and in spite of their long experience in subjects (or per haps because of it) the monbers of the staff have always welcomed the openioo of classroom teachers. A tdtaiive schedule was set up by the committee, examined, re examined and finally recommended to the staff. This schedule is the one on which the elementary lesson units are being writ ten during 1946-1947. After the topics for the lesson units were selected, slogans developed by the staff were submitted to the committee. For ex ample, the suggested October slogan was "Big Fires from Little Matches Glow." This was thought by the committee to be too intriguing. The committee members said that many of the chflArtn weald want to experiment to see if the slogan were true. As a matter of fact the awnmittre went oa record as not approving the no tion of the word "matches" in any poster. The slogan as you undoubtedly pocked was changed to, "Measles are catching!" The word "measles" was crossed out and tbe word "fire" written above. The committee outlined wfat jt would like in tbe lesson units by listing tbe safe practices to be covered. For example, the School and College Session 167 October topic was first defined simply as "fire prevention," it was next stated as "In spection for fire hazards at home and school" and still later expanded to include such specifics as "teach not to use matches," "teach what to do* in a fire drill," and so forth. It must be admitted very frankly that on this task tbe committee's contribu tion was rather limited as they themselves bad not thought through the content of safety lessons. As one of the avowed pur poses of tbe committee is to furnish safety information to its members, this is not surprising. 1 shall deal with that phase later. Miss Wecdun gathered together for the committee aD the comments, positive aod negative, about the lesson units and sub mitted them for evalimtion. Fifteen such comments or criticisms were studied and recommendations for action turned over to the staff. An example of such a comment is, "The 'safety lesson unit' is an excellent method of getting something to happen in school What actually will happen depends so modi on the teacher's methods in presorting these lessons, that I wonder if it wouldn't pay to have in the magarine a page of teaching and method suggestions covering the les sons." The committee's dictnm came hack clear and forceful. "Teachers have had enough work h methods--let them apply methods tbe way they think will work best" Tbe committee also evaluated tbe various activities which had been or might be used an the lesson ants. For example, drawing a picture through the device of drawing, lines connecting a series of dots was voted a good activity for both grades 1 to 3 and 4 to A Coloring outline pictures was said to be especially good for children in grades 1 to 3 bttt doc for children in grades 4 to 6. A completion test was voted good for the 4 to 6 level but ordinarily too difficult for grades 1 to 3. And so cm. Another question which the committee stodiod ia cmmectiou with the lesson units was that of terminology. Previously the lesson units had been designated as grades 1-3; and 4-6 Some of the teachers who were using the, lesson units as pupil work sheets objected. It is obvious that a fourth grade boy for example, will not be in terested in working on a lesson unit labeled t to 3 even though it fits his needs, and his interests, thoroughly. This objection was turned over to the committee which recom mended the scheme now used. The committee also attacked the prob lem of posters. The members were in agreement on ooc point ... the posters are too small. On the basis of this criticism plans were made to enlarge the 1946-47 poster series only to have the decision re versed by the paper shortage. The committee will continue its work on lesson units this year. In addition two other major projects are planned. I don't want to steal any of Miss Wyman's thunder but I am sure she is going to tell you about the new manual. Tbe success which the manual MUCH TO DO ABOUT SAFETY (about which I am sure Miss Wyman will tell you) ts due, according to Miss Weedon, to the wonderful cooperation of the com mittee in trying out the preliminary edi tion. The task of tbe Pupil Activities Sub committee will be to try-out all the pupil activities in the new manual, FOUNDA TION FOR SAFE LIVING and to de velop many activities which are not in the experimental edition. The second project will be an intensive try-out of the inter-group series from the Safety Sentinel. As I promised I want to speak for a moment about one of the purposes of tbe sub-committee, that of furnishing commit tee members with information about safety education. All of the members of the com mittee were capable educators in the fall of 1945 bat only two could have been termed safety educators. It is hoped that before a term of committee service is over each will be a full-fledged safety educator. Thus the committee; following the approved educational principle, will be learning by doing. 168 34tk National Safety Congress, 1944 Teaching Safety and the Green Light ior 1916-47 (A report ot the chairman to tfao Notional Klcmmtary School Safety Committee) By MART HAY WYMAN 8apmq Safety St Spedal Xdocdoe Lodnfllc (Ky.) Public Schooh and Chm, Not 8 1Xkncotity chool Safety Committee, Gnu Chnx, Safety Supvana Sect, N. C. Mr. Dearborn, m a masterful address, said: "A glance at the record of child accidents is appalling. Of every three childrcn from five to nineteen years of age who die, one death is acddootaJ. We kva oar children, but wc don't love them quite enough- We doo*t edneate them in safety and we don't protect them from accidents. We intend no neglect, bat the horrible facts are inescapable.** You, too, get Accident Facts. You know that what Dr. Dearborn says is true-- painfully true. We have a way, however, of thinking of these facts as pertaining to some other locality--not oars. Too few of us keep adequate statistics. We therefore do not know our accident picture. Wc sue prone to think in terms of fatalities that happen between school and home. These are isolated and certainly among the less frequent causes of death. We pat ourselves on the back and think wc are doing a good job because we view only a very smalt part of the whole picture. We cannot dodge oar responsibility. We cannot say wc ace not included in this indictment of Mr. Dearborn's. Wc school people arc part of the guilty neglect. For many ` years, educators have put health u one of the major objectives of education, but teachers, principals and su perintendents of schools still give only lip service to health when maintaining the nec essary condition* means effort, ne-evaluations and taking stands. And so it has been with Safc|y, except in isolated places. There are encouraging efforts in the field. A few years ago the Department of School Administrators devoted their year book to safety. The publishing of that book was a milestone because it gave Safety a real place in the thinking of educators. The National Education Administration has an active committee at work, bat we cannot say that Safety is now. a vital part of school edneation. True enough, texts are appearing eo all levels. Many readers present safety at tractively and in fairly complete coverage. Health texts include safety and many books used in school shops seek to make safety a part of their teaching, There are movies-- more and better ooes; more radio programs and in general, a more nearly adequate supply of teaching imntrialr As Mr. Dearborn would say, *Thb b good; but is it good enough?" Our fundamental policy uyinhg safety remains the same; safety adoration must change behavior. It is not fingh to know. The true test U what our Uuhkcn do as they face life situations in school, al borne, on the playground, on the stiucti as they go cm errands- in short, in tfaar every ac tivity. More materials for enriching the school program m safety are available. True enough--but the best material remains the real experiences of the children. Vicarious experiences enhance--but are not substi tutes for the real. School is a place where we live and the school can teach safety through this living. Next, some ooe person in every school system must be responsible for the pro gram, in safety education for that school system. There may be a committee to assist this individual, but the person in charge must not be so overburdened that be has no' time to give to the necessary work with teachers, principal*, and the community agencies involved in a good school safety program. In the third place, wc `must expect our school systems to provide some ftaods for this phase of the work. We spend money for every phase of our school program. Why, then, should we expect saftty to be taught without funds or to be supported by agencies in the community? It may be necessary, even desirable for there to be some supplementing by some community agency--such as the local safety cocaaril. became supplying bnd is one way of pro moting and confirming interest. A gtiod safety program should be devel oped around the needs of the community. There are certain factors in safety that arc School and College Session 169 commoo to al] communities. Loaisville, like Chicago, has similar traffic problems ard although we think our pedestrians are n>ore observant of traffic lights, the funda mental problem of bang a good pedestrian is about the same. We lave, however, some problems that Chicago does not have and our program should consider these. In like manner, schools within a dty should be encouraged to adapt the program to its needs. Proximity to a railroad, for ex ample, may create a hazard for the children in one neighborhood; children in the next school may not have this problem but an other occasioned by an intersection where six streets come together. Conditions in a neighborhood change. The person in charge of safety programs in the school must not only be await of these changes but must be on the alert to see them. Community agenc. can help with these dnngrs. Therefore . neces sary that the person responsible j safety have not only the vision, but the ti -ec- essary to contact the personnel in icse agencies. ft necessary, moreover, for the safety supervisor to work with teachers to have them realise that although the problem is the same old one to the teacher, it is new'become die children facing it are new in her room and have dm solved this prob lem. To my way of thinking, this failure on the part of teachers to recognize that problems old to them may be very new to the children in their classes, constitutes one of the reasons why accidents among chil dren continue. We need to make safety respectable among our school problems. By this term 1 mean that we should give education in safety as important a place in our thinking ' as that given to any other subject or pro gram, and stop apologizing for spending school time on a vita) issue. The elemen tary schools io general have gone moch farther along this lore than have the sec ondary. We must stand pat against exploitation of children; society trusts us to protect as well as educate children. Our school pa trols should be definitely educational in nature and not be permitted to become a means of saving the community the ex pense of providing necessary personnel to direct traffic." A patrol can be the means whereby the entire school receives definite education in traffic safety. We must protect our children against out-tided programs. No one phase of safety should receive undue emphasis all the time. Children are more than pedes trians. They live at home, they play, they arc at school, and in many, many places. All of these should be materials for our safety education. We need to be aggressive in our own rights--the school is the chief . agency charged with the responsibility of educating youth. The school safety program is a part of this general education, ft is, if you please, our program. In this, our program, in safety educa tion, we can use and need the help of many agencies in the community. There are the police, the firemen, the traffic en gineers. the parent-teacher organizations, |he local safety councils, welfare organi zations. luncheon and civic clubs, and pri vate industries, to mention a few, who stand willing to help. If, however, our children are to have a well-rounded pro gram, wc must assume the leadership that utilises to the utmost the contributions these agencies can make to the total welfare of oar children. We must join forces with every agency that can make a contribution to the safety program. Finally, it is ours to ranember that ours is not only a privilege but a grave responsibDitj---"Inasmuch as ye did it not" carries a ringing condemnation for those of us who dodge our responsibility. Community consciousness has given us a green light. That light is green. Let's go! 70 34tk National Safety Congress, 1946 THURSDAY AFTERNOON SESSION October 10, 1946 General Meeting Conducted by the Safety Education Supervisors Section, School and College Dhr_ N. S. C. rtsiding: Maby May Wyman, Supv*r, Safety & Special Education. Louisville (Ky.) Public Schools, and Gen. Qua. Safety Education Supervisors Section. A Total State School Safety Program By GORDON WORLKY Director, Division of Supervision, Texas State Department of Education Wars -- with (bar preparation for and .gntnnpUtion of -- scon to make life rdaivdy cheaper than usual, and before any thing Eke the maximum or era a reason able rate of progress can be made in the dimnotion of hazards to safe liviof the contry mast first regain and greatly extend its concept of the sacredness of die life of individuals of the nation. Our plans for a total stale school safety program are not yet at all commensurate with the geographic sue of our stale, or with oar general disposition to join Cali fornia, Florida. North Carolina, Virginia, and Massachusetts in boasting to the rest of the country *nd to the world about our greatness. However, within the past decade much progress has been made in the de velopment of safety education. About 1937 Texas Safety Association, lac, initiated .a move and plan for the development, of improved safety conditions. The State Public Safety Department, the State Department of Educatioii the Par* ent-Teachers Associations, the Red Cross, and many civic organizations were brought into the plan. It became apparent about 1940 Ihat if safety conditions were to im prove rapidly, safety education would, of necessity, have to be incorporated into the curricnlnm of the public schools as an in tegral part and be seriously worked al In 1943, the Texas Safety Association proposed to the State Superintendent of Public In struction that it would be willing to pro vide the tsoocy for the salary and travel of a director of safety education. The offer was accepted immediately and a man was placed in charge of the development of the proposed program of safety education in the public schools. A series of 14 district meetings were held throughout the State through the cooperation of the Texas Safety Association, State Public Safety De partment, and the State Department of Education with mom than 1QUOOO teachers attending. These meetings revealed the fol lowing: (1) ^A few schools of the State were already offering some type of driving education; (2) that teacher materials in safety education were very inadequate; (3) that school administrators thought the age for issuing drivers* licenses should be low ered in order that youth might take driver education and driver training and secure their licenses to drive before they had learned-a lot of bad driving practices; (4) that, generally, teachers recognized or felt their responsibility for preparing youth to fit themselves into a mechanized pattern of life as. thoroughly as they did in the social and economic patterns obtaining. Following this series of meetings with the teachers throughout the State, the Texas Safety Association, the Texas Pub lic' Safety Department, and the State Department of Education used their influ ence to get the Drivers' License law amended so as to permit youth who had taken and passed, driver education courses to be issued drivers' licenses at 14 years of age when, and if, they had satisfied the Department of Public Safety of their knowledge of and proficiency in driving. In order to provide needed curriculum material for the purpose of enriching and making more effective the program of edu cation for safe living, a curriculum lab oratory was set up at The University of Texas' and $100 fellowships provided to forty outstanding teachers and superin tendents interested in safety education. School and College Session 171 These persons spent the summer of 1943 in The University of Texas, developing plans and material for the program of safety education at both the elementary and high school levels. The assistance of out standing authorities in the field of safety education from over the nation was sought and received. Among these persons were Marian Telford and Vivian Weedco of the National Safety Council. The Texas Safety Association, the State Department of Pubtic Safety, the State Department of Edu cation, The University of Texas, and in terested school officials throughout the state gave unlimited assistance in the develop ment of the curriculum materials. The final result of the work of these work-shop people was two bulletins for use in schools, the first of which was tided Guide to Safe Living in the Elementary Schools, and second a companion book. Guide to Safe Living in the Secondary Schools. The theme throughout the Elementary Guide is integration of safety teaching into the regular class subjects and playground activities. In the Secondary Guide, safety education as a specific subject is recog nised and it includes driver education or driver training, industrial safety as studied and practiced in manual training shops aod home safety in home economics classes. These guides have been distributed to all public schools of the State and are gener ally being used as text material in the development of the program for safe living. During the current school year, 286 ac credited public high schools have already signified their intention of teaching classes h driver education or driver training to approximately 35,000 high school students. However, 286 schools are but a relatively maii fractional part of the 1,344 accredited high in the state and 35,000 students are bat a relatively small fraction of the lA.PPO boys and girls of driver age in the hrgfa schools. Our problem is to extend the number to mdode aD the schools aod all their duMim Our teacher training institutions are more and more reoognizing the necessity of train ing courses with improved crotent and techniqoe of education for safe living and are offering courses in safety education. The State Committee on Classification and Ac creditation of Schools has recognized safety education and has provided that safety edu cation may be counted as credit toward graduation from high school. Last year, Texas Safety Association, the Texas Department of Public Safety, the American Red Cro^s, and the State De partment of Education cooperated in the holding of bus drivers' institutes in the 2S4 counties of the state. More than 6,000 bur drivers attended these institutions and re ceived instruction in the rules and regula tions of safe driving, first aid, and dis cipline, etc. These bus drivers transport daily almost aoe-haif million children, it is recognized that they are tremendously im portant in tbe program of safety and every thing is being done that is practicable in preparing them better to meet their re sponsibility for the safety of the children and of the general public These bus drivers' institutes were initi ated last fall arid are being held again this falL It is the opinion of the officials of the Texas Safety Association, the State De partment of Public Safety, the American Red Cross, and the State Department of Education that these institutes are potenti ally very valuable and it is planned to make them a part of tbc regular program bring promoted and carried oo for the develop ment of education for safe living. Plans are now being developed for the holding of institutes or short courses for janitors or custodians of public school boildings to prepare them for their duties aod responsibilities in the development of conditions for school safety. Unfortunately, we to Texas still* remember the tragedy of New London a few 'years ago in which 300 children lost their lives, probably partly through carelessness aod neglect. We do not want such a tragedy to happen again, and there is more genuine interest and unselfish cooperation on the part of many State tod civic organisations in be half of an intelligent program of education for safe living than for any other aspect or phase of education in Texas. But before we solve the problem of safe living we are going to attack much more seriously and intelligently the problem of nutrition beginning with the lands which produce our foods and the feed of the animals whose products become basic in our diet A people whose diet becomes 172 34th National Safety Congress, 1946 progressively more deficient in even the necessary trace elements cannot ever be educated to act moat wisely in the com plexities of a mechanized age without first insuring that his did contains the neces sary dements to enable him to sec and to act quickly and wisely in emergencies. Attack upon this will surely follow. Rwnohiltnnsr for Safety B, GEORGE P. SILVERWOOD Director of Safety, Green Bey (Wit) Pollic Schools The title of my talk, ~Immobilizing" im plies that, somewhere along die line, a demobilisation process took place. This im plication is based upon adnal {act, and the genesis of this truce in the war against accidents can be traced bade to the latter part of 1942. Up to that time the safety movement had been affected very tittle by the war effort. Local safety organisations were doing a good job and were experiencing little diffi culty in obtaining working memberships and operating funds; Communities were safety fnt,cfWMit and took active interest in i/v-al and national efforts to lower the ac cident rate. Law enforcement agencies and government authorities did their share m the drive against needless accidents. Host of the nation's schools hid effective safety programs and incorporated the teaching of safety into the curriculum, either ms a regu lar classroom subject or as incidental to other subjects. Newspapers and radios preached safety -- as did the clergy from their pulpits. And we were going places! In 1936 our national accident rate was g5.7 deaths for cadi 100,000 people in the United States an alt-time high. From that point on, as a result of intensive work in accident prevention oo a natioo-wide scale, a steady downward trend took place, until in 1942 we bad our lowest accidental death rate m history--69.3 per 100,000 population. And then, at the dose of that year, we had our armistice in the war against acci dents. The ranks of our local, state, and national safety organizations were de pleted when key men and women were picked for civilian defense or war' produc tion jobs, or votmrterrcd or were drafted for military service. Other safety workers found that the labor shortage stepped up the tempo of their jobs to such an extent that they no Imager could spare either the time or energy for accident prevention. Oor newspapers and radios no longer featured the crusade against accidents as a public service. They had a more pressing prob lem--to get the latest war developments as quickly as possible to a news-hungry public. Perhaps another factor was the psycho logical reaction of the average individual to safety programs and safety propaganda during the war years. Even though acci dents xvrr* increasing in the community, the problem seemed so trivial when compared with a war in which our nation's future was at stake--and in which our boys were giving their lives. The fact that people were being accidentally killed hi continental United States at about the same rate seemed unimportant. The glamour and excitement of war apparently not only dulled oar per spective--it blacked out our sense of rela tive values as welL (Paradoxically, the armed services bad safety as a major con sideration m all operations.) And so, at the close of the war, we found that while some agencies still nomi nally existed in the accident prevention field, most of the operating organizations had been buried in a mass of war work. From a national standpoint much previously generated momentum still existed, but in individual localities it was necessary in most cases, to start from scratch--just as our communities did twenty and twenty-five years ago. As far as the remobtlization process is concerned, I can only tell you about the way we tried to handle it hi Greco Bay-- in the hope that some of oar methods and experiences may help you to solve some of your reorganization problems. When 1 came back last winter I found a situation that probably was matched In most of onr cities. I don't hesitate to say that the recklessness which seemed to characterize School and College Session 173 civilian life scared me -- particularly the way in which people drove cars, and the way pedestrians crossed intersections. There seemed to be a return of the old feeling "It's smart to take a chance" that we thought had died an ignominious death years ago. Upon surveying the situation, 1 found that the county safety council had long since given up the ghost; that its liquid finances had been donated to the Red Cross, and its equipment sold with the proceeds going to the USO. The Public Schools had dropped their membership in the Na tional Safety Council, and no longer sent a representative to the National Safety Congress. For the most part. Junior Safety Councils had been disbanded and school, safety patrols were given scanty supervision or attention. The amount of actual class room instruction in safety was just about nil. In our community, home injuries and deaths and child accidents rose to an alltime high in the three-year period 1943-4445 and traffic casualties reached a new peak m 1945. Industrial accidents seemed little affected as our particular city had relatively few war industries. However, while in the Navy. I had first hand contact with the ship-building industry on the West Coast and, if the manner in which this construc tion was carried oo was typical of war in dustry--well. it makes me shudder. In the din and confusion of slapping ships to gether m the shortest possible time, the emphasis was on speed and more speed. Previously conceived ideas of accident pre vention were thrown to the four winds. And so it went--a gloomy picture of demobilisation. The one gleaming ray of sunshine was the fact that, when the tumult and shouting of war had died away and people got their feet on the ground again, sentiment for effective accident* prevention programs was not slow to reassert itself. People knew from past experience what .could be done through safely education, through engineering, through iaw enforce ment, and through .constant publicity. We were a prosperous nation, too. So John Q. Public, with an Admiral Farragut touch, said to safety leaders, "Full speed ahead, and damn the expense!" Onr first move in Green Bay was to re vive our old county safety* council. We contacted civic leaders and drafted a Idler which went to schools, churches, industrial firms, retail stores, wholesale establish ments, and municipal and county officials, notifying them of a meeting to be held in the Supervisors' Room at the Courthouse. The response was such that we couldn't begiu to get the overflow crowd into the Supervisors' Room. We had to move to the spacious circuit court chambers--a new ex perience for those of us who were accus tomed to small gatherings at safety meet ings ( The Council reorganized at that session, on similar lines to its predecessor, with one notable exception. It was decided to stress youth activities, and the concensus was that this could best be done through enlisting young people in the Safety Council itself. Accordingly, all of the high school princi pals in the county were interviewed and wc found them unanimously enthusiastic The next Safety* Council meeting found standing room only in the circuit court chambers, and over half of those present were high school boys and girls. A high school boy was elected first vice-president of the coun cil and the membership of each committee included a high school boy or girl. The effect of this new blood oq the safety council was astonishing. It was like putting a ''souped-up** engine into a Mode! T Ford. The dull and prosaic meeting was a thing of the past. These youngsters orated, argued, made suggestions (seme good--some not so good), they criticized and they didn't care who their targets were --the mayor, the city* coimcil, the school buard. and--the -school director of .safety. No one was safe from attack and everyone woke up to that fact. Things started to hum. These boys and girls wanted driver training courses in both of our high schools. This fall they've got two such courses and next semester lhey*U have four. They at tacked the problem of eliminating the haz ards that go band in hand with bicycling to recreation areas outside the city limits, and I'll almost guarantee that, by next sum mer, there will be bicycle lanes to these spots. Thor posed the embarrassing ques tion, "Why hasn't the city or the county provided target ranges for our 22 calibre rifles? People growl about danger and p*<>s taws taking away our freedom to use 22' 174 344k National Safety Congress, 1946 When you h1 wmcthiny like tbt away, youVe got to substitute wuethim for it," they told us. "Why not baiM some ranges and provide competent supervision?" The upshot of that was that right now the county safety council and the local hunting and dob arc cooperating in a move that will leas* old sand-pit property adjacent to* the two naan recreation areas in the county. By next wmnw supervised rifle ranges will he m operation at both of these locations--with sue restricted to teen age boys and girls. Just oow oar yoaog people arc focusing their attention on supervised outdoor swimming pools. Ill give odds that they get them. But these accomplishments are secondary in importance to the effect that this youth interest in accident prevention has had upon the city and county. The rejuvenated safety council has become a driving force in community life. Parents have become vitally interested in accident prevention work because their children are leaders m the movement. Industrial firms report a beneficial carry-over into their plant safety programs. A *"a" can't be continually ex posed to safety talk at home without ab sorbing some of the stuff. * Host important, of coarse, is the that all of this has had upon impressionable younger children the boy* and girls in the elementary schools who sec their older brothers aad sisters going to adult safety council meetings and working <m committees with adults. The of safety work and the develop ment of safe habits and attitudes becomes magnified many times in the eyes of these grade school youngsters--the young people who will have to contend with the dangers of a far more highly mechanised age than the one in which we live today. One thing that impressed me greatly upon my return to safety work in the schools was the lade of interest in safety education on the part of the individual daswopm teacber--tbc complete absence of a fading of at least partial ruptnaWip for the ptyaof safety of the cftfldL In an--c ruw the principal had appointed one teacher in charge of safety o the haul ling and the ocher teachers fdx that tins sbwiiul than of work m the auhkig pyiotice field. In the majority of instance* even the for mality of a teacher m change of safety education had been dsRffdoi. Onr problem was to stimulate a feeling of in terest aad responsibility in each classroom teacher. Fortunately, wc had the ntmost coopera tion from the superintendent of schools, tbc supervisors, and the principals in oar move to teacher interest. We asked that public and parochial schools through out the county be dosed for ooe afternoon, this mooch at which time a meeting will be held an the subject of safety education. The request wg* granted without question, and Tuesday [ the 22nd w are having Leslie SilvenaJc, formerly the Director of Safety ia the Cleveland, Obi* Public Schools and later a field representative of the National Saftey Council, speak to about 600 teachers and an equal number of parents from vari ous PTA groups on their responsibility for the development of safe habits and atti tudes in the individual child. Mr. Silver- dale's ^ will be entirely inspirational in character, as 4rc fed that this type of groundwork is ooe of the primary steps hi building or rebuilding a school safety pro gram. Following this meeting, we will meet at regular intervals with the teachers of each building to discuss specific teaching techniques and distribute lessoo outlines covering the leaching of child safety. In conclnsso* I can't refrain from a word .or two of advice io those of yon who are now m the school safety field. To accomplish best results, a school director or supervisor of safety must identity tire superintendent, the principals* and the other supervisors with the program. Safety bul letins, if possible, should go out over the signature of the superintendent ofschools. At a general teachers' meeting on the sub ject of safety, yoor program is given pres tige when the superintendent presides and one of the school principals hitiodum the speaker. Under those circnumanccs, out only does the classroom teacher attach ad ditional importance to the teaching of safety --the school super intmdeot and the princi pals also begin to feel as if they have an active part in the program irhkii is just tbc sort of aa ittiturW you want them to have. The more yoa bring other school people into tire limefigbt, the better your safety program. And now let me summarize what 1 be lieve arc the essential steps in remdbifiting a comimgaity and school hfety program: First: Re-development of pdUk imefcst School and College Session 175 --partit -ly that of teachers and parents --in safe, education. The under for this activity should be the community safety council. Srcond: Enlistment of teen-agers as ac tive workers in the community campaign for accident prevention. Third: Acqu.jitioti of whole-hearted sup port by the superintendent of schools. Fourth: Organization of sdiool safety councils guided and motivated by the active interest of all teachers and principals. Fifth: Acquisition of adequate materials for teacher and pupil use. Sixth: Provision for continuing safety publicity through all available channels. Safety Education in a Large City School System bt jambs A. HKNSI-EY Arimtniatrarise Assistant. Oakland (Calit) Public gfkHt A plaque which hangs in the Eastbay Safety Council office in Oakland, Cal., bears this inscription: "WINNER Group II (250,000-500,000) Population Oakland, Cali fornia." The award was for the year 1945 and reflects the work of our Safety Council, our Fire and Police Departments, our pub lic press, other civic organisations, and last, bnt we sincerely believe not least, the cooperation and the Safety Education Pro gram of the Oakland Schools. Any program, to succeed, must have a sound philosophy as its basis. We in Oak land believe that zestful experiences are the best basis for a sound education. Since we cannot create actual experience in safety education, we most substitute something else. The goal in this field as in many others is the formation of proper habits. Schools must therefore plan and build habits of safely. A habit is based on knowledge but is formed by repeated action. It is possible to get a real zest out of habit-form ing experiences, and so we plan our pro gram with the idea of building such habits by repeated performances. That such a basis is sound can be illustrated by the fact that millions of people automatically stop when they see a red light, though most of them have not learned to respond by an actual experience of trouble through failure to do so. Any program which begins is the kindergarten and continues through the senior high school necessarily varies greatly at different levels* but the ,j fundamental basis of the program remains the same thronghoot. The ramifications of safety education arc almost endless. Classroom instruction, hall control, playground rules and control, street crusting organization, special roles and practices for shops, laboratory and athletics, fire drills, police cooperation (very strong in Oakland), special assemblies, 6rst aid in struction, and regulations pertaining to han diing of injured persons are all a part of our safety education work. The mete list ing of these makes it evident that the tinte allotment fur this report will not permit a detailed discussion of them. The largest number of accidents occur in school buildings. Old and obsolete wooden buildings with narrow haOways and steep 'stairs present many hazards. Approximately fifty per cent of the school buildings in the United States are obsolete in terms of the safety of our children. Oakland is not much better off than the average city io this re spect. Realizing this, we submitted a bond issue for school buildings to our voters in October, 1945. The voters approved the bonds by an eighMo-onc majority. Unfor tunately, the materia) situation has pre vented the start actual work on any of our schools. Even whoi the program is completed, time and thought will need to be given to a safety program within the school plants as some accidents will happen in the very best school buildings. Start* in Kindergarten Any program to be completely successful must start early and be continuous. This statement applies to safety education even more definitely than to many other fields. We begin in the kindergarten. Where and how to cross streets are immediate prob lems facing kindergarten beginners. In our schools the classroom is marked of! to represent streets, and the children go 176 34th National Safely Congress, 1946 through the actual crossing process in class room play. Sometimes motion pictures arc used as a helpful aid. Mottoes and rhymes help to create needed impressions. The following is a sample: "Little Jack Homer Stood on the corner Watching the cars go by. He looked to the left; He looked to the right; And said 'What a smart boy ara IV* la many of our schools sheets of Instruc tion are given to aQ parents of kindergarten children. These instruction sheets carefully explain the location of crossings that will be guarded by junior traffic boys or by the police force and give the time for each as well as the school schedule, so that parents will know exactly when their children should leave school and when they should reach the crossings oo their way home. This makes it possible for parents to plan to meet their children at the proper time and place if they do not have time or do not wish to come all the way to the school building. Many other matters pertaining to safety are taught in our kindergartens. Among these are the use and handling of scissors, chairs-and other objects and the danger of careless running- One of the most impor tant lessons is that policemen are. friends and that their help should be asked for avid their instruction obeyed. Since the kindergarten playgrounds are separate from those of the. older children, they are im mediately taught to stay in tbeir own play area. In our entire program we stress leonmg by doing whenever possible, though as we pointed out m the beginning, actual experi ences frequently cannot be used. The fol lowing quotation from a report by one of our second grade teachers gives a fairly good idea of our work in the lower grades: "YVe learn by doing in our safety activi ties. At the beginning of the school year, after vacation, we review otir safety rules endeavoring to rnake our statements posi tive. For example: *Walk, don't run in the halls ami on the stairs'; 'Id crossing the street, look to the left then to right'; and 'Cross at a comer where there are signals, even if it means walking an extra block.' Wc follow these discussions which are ac companied by blackboard and book reading, compositions and illustrations with walks during which the teacher observes the re action of the children. These walks are followed by more discussions and longer walks. The class and teacher also cooperate with the traffic squad. This safety theory and practice afford a correlated and inte grated program in which the child develops a sense of security while progressing in the three R', the arts and pbysial educa tion.** Activities in our lower grades differ from school to school, but all schools stress their use. Some tUostratiobs are: making traffic signals, marking off streets with crossings m the classroom, mounting posters co the bulletin board, drawing pictures, making op safety rules, songs and verses, pantomine, play with toy fire engines, quizzes and skits on safety, spelling and pronunciation of safety words, stories, book Study such as "Safety Can Be Fun," making of safety type kites, visits to fire houses, talks by policemen, use of safety leaflets, story telling by teachers, riddles, pozzies, and so forth. While this list is not com pile. it does tend to show that there are a great many ways to make safety education interesting and often times good fun as wdL Rules and regulations made by children themselves are very apt to be obeyed. Early practice in democracy is present when chil dren help to determine tbeir own behavior. The Safety Education Program in the upper grades of the elementary schools, Lc., grades four, five and six, is similar but somewhat more formal than that in die lower ones. General school problems arc discussed and plans directed by older stu dents. Members of the studwit council help in formulating rules and regulations tor safe practices m the building, on the grounds, and while coming from and returning home. They can and do write stories on safety and make posters; in short, they do all the things that have been mentioned as being done in the lower grades but much more fully and more definitely. The older groups are more interested in reasons why and in a much greater variety of problems. These children discuss such dangers as trespassing; climbing of fences, piles of lumber and other objects; approach ing excavations; getting close to moving School and College Session 177 machinery; lurking around places of in fection such as dumps, sewers, or stagnated water; playing around railroad tracks; hitching or accepting rides; standing on chairs or boxes; climbing or playing in trees; tripping on misplaced toys; handling sharp implements; danger of electric shocks; careless riding of bicycles; playing with matches; throwing rocks or other ob jects; bean shooters; sling shots; and so forth. They arc taught to look for and obey all printed and other notices of danger, such as `"STOP, LOOK AND LISTEN/' "DANGER --HJGH VOLTAGE," "BE WARE OF THE DOG." and "KEEP OUT." The older groups are taught not only lo practice safety for themselves but to assume responsibility for and help - those younger' than themselves They work out slogans for the school, such as "It's Smart to Be Safe" (fifth grade product), and then plan and work for their realization. Safety committee members supervise the halls, playgrounds, stairs, and so forth lo prevent running, pushing, crowding, or fighting; they* report damaged equipment and in genrial assist teachers and principals in the prevention of accidents. (In the Oakland Schools a teacher, playground director, or principal is always on the school playground when school children are playing on it.) A selected group of older boys man the junior traffic squad which supervises street cross ings near the school. Their work will be discussed later in more detail in connection with the cooperation of our Police Depart ment. Classroom work in the fifth and sixth grade English includes one or more units ou Safety Education. As children progress from one division of the school system to another, their Safety Education Program continues with no abrupt changes. The junior high school offers many aot necessarily new but some what different and more mature opportuni ties for safety education. Shops, science and home economics laboratories, shower yooms, stagecrafts, and so forth, present new hazards and new possibilities for think ing and acttoo in safety work. In one of our junior high schools a com mittee was appointed to confer with the captain in the nearest police station. This committee's report, needless to say, was received with the greatest of interest, and its recommendations seriously considered. The student council in junior high schools usually takes a much greater share in the formation of safety rules and regulations than in the elementary schools. In some junior high schools a stretcher crew of boys is trained for emergencies. Boys of ibis age can be trained to take their responsi bilities seriously. It is always difficult to determine just when to introduce a new phase of Safety Education, but wc believe that the junior high school is not loo early for students to realize the relationship between accidents and the use of intoxicating liquor Since junior high school students can become avidly interested in the problem, units on home safety receive much attention. Swim ming. hiking and kindred activities neither begin nor end at the junior high school age. but this is an excellent time for emphasis on them. Since there is a similarity in the junior and senior high school programs, the discussion of each period will be sketchy and common activities will be discussed together. Senior high students as already mentioned do not differ essentially from junior high school students in problems of safety. They do have an even greater variety of hazards and more maturity in their attitude toward them. Although many junior high school boys and girls drive cars, the problem of safe driving becomes most acute at the senior high school age and continues through life, but all records show that the high school years and those immediately follow ing are the most critical ones so far as driving is concerned. For this reason, al though numerous phases of safety are part of our high school program, safe driving receives greater emphasis than any other Our program for this problem will be dis cussed m connection with the cooperation of our Police Department Since the time allotment for this paper is limited, it will not be possible to go into much detail of specific problems. However, the picture would be most incomplete with out some attempt to show complete pro grams in one or two schools. One high school's list of safety education activities in physical education follows. They attempt to teach: 1. The importance of prompt and proper attention to alt injuries. 2. Playing carefully and according to ability. 178 34th National Safety Congress, 1944 i. The necessity of proper personal equip- merit. 4. Gradual resumption of exercise after illness. 5. How to fall. 6. Care in throwing bats. 7. Not to wear glasses in active games. 8. Not to wear jewelry while playing9. The danger of long fingernails m many games. 10. Watching for wet or slippery floors, ground, and so forth. 11. Care when retrieving balls from the street 12. Danger of unnecessary roughness. Our shop safety program is another illus tration. Safety tests have been prepared by a general committee for each machine used in our school shops. Every boy or girl most answer all questions correctly and the paper must be signed by them and by the in structor before they are allowed to touch a machine. Rules concerning touching switches, carelessness in dropping or throwing tools, bothering another student in any way, and use of sharp tools are posted in all shops. The first few days of each term are de voted entirely to the giving of the tests and discussions of the need for care m the shop. The instructor demonstrates the handling of each machine. The entire program is intended to make the student safely con scious and to give him the "know how** to keep safe. Time does not permit discussion of lab* ratories, athletics, fire drills, stage problems, motion picture equipment, playground and other hazards, but they ell call for equally careful planning and execution. Police Dept Co-operation The cooperation of the Oakland Police Department is outstanding. The Chief of Police, our Director of Safety Education, and the entire force are most helpful. Po lice are assigned to the more dangerous crossings. Neighborhood men and women arc hired, deputised, and assigned to inter mediate crossings. Junior .traffic squads composed of boys in elementary, junior high and senior high schools take care of the remainder. Oakland is divided into three districts with a lieutenant for each who gives full time to junior traffic work. He confers with principals, junior traffic officers, and with individual boys. Tbe Police De partment furnishes caps, rain coats, whistles. stop signs, bodges, and other oquipoicm. They also follow op any cases of drivers who fail to observe the boys* ligsilt The police assist m many other wyt They confer with aatot committees either at the schools or in police offices. The police imbalances take emergency cases to hos pitals. They help at games, entertainments, and other affairs. One of tbe finest services of otir Police Departmut is that of the talks scheduled every semester for high nine students in junior high schools and for high elevens n senior high schools. In junior high schools the talks are givoi for ooe hour a day for five days and in senior high schools for one hour a day for tea days. Thai every boy and girl who goes through tbe Oakland Schools has a mini mam of fifteen hours of serious talks mixed with the right amount of good humor to be most effective by the men who have been working coutintfously with and for them-- their friends, the policemen. The following are the titles of the talks that are given in junior high schools 1. Introdoctioirand Problems of Safety. 2. Safety in the Home. 3. Safety at Play. 4. Bicyde and Pedestrian Safety. 5. Review and Examination. The talks are illustrated with slides. Ac tual occurrences are used to increase in terest and plenty of humor is worked in to give -zest. The result is a very high degree of listener interest. The stodents often remain after the lecture to ask more questions and great interest is taken in the examination. The lectures givoi to senior high school students deal oitirdy with driver problems. Tbctr titles are: 1. Introduction including: a. Need for a program denting with youthful drivers. b. Outline of the lessons that follow. c. Types of drivers. <L Road signs. 2. Required equipment ou motor vchacka. a Height, length, weight, limitations. b. Safety requirements--lights, brakes, etc. 3. Turning movements and right of way. 4. Overtaking and passing. 5. Parking. * 6. Miscellaneous regulations. 7. Speed laws. School and College Session 179 . Fdonies in vehicle code and reaction to them (Including demonstration). 9. Physical laws relating to vehicle opera tions. 10. Tests, (Certificates are issued later.) Motion picture slides, color blindness charts, reaction test equipment, graphs and other such devices arc used freely through out the coarse. Student reaction is prac tically the same as that of junior high school students to their program. Enough has been said to show that the Safety Education Program in Oakland, as in other cities, is both extensive and- com plex- Some of the activities that could be discussed at length are the work of the Parent-Teacher Associations, the Dads Clubs, tbe cooperation of the National and Local Safety Councils (this audience knows* of their work), the required weekly Inspec tion of building and equipment by our prin cipals, the first aid arid accident treatment programs, fire drills, and so forth. Surely each of these merits discussion, but time will not permit. Oakland Schools have had a definite pro gram of safety education since 1923. School children, teachers, and principals are defi nitely safety conscious. In the last two years safety posters made by Oakland high school students have woo six national awards--one, first prize; one; second; three, fourth; and one, fifth. Whatever has been accomplished lias been the result of much work by many people. The following notations were all gleaned fiom the report of safety work in just one of our elementary schools. "A new plan for entering and leaving the building was adopted. Requests were made and followed through for the removal of two or three building hazards. A revised set of safety rules and regulations was adopted. A set of suggestions for teaching safety was made. Substitute games were planned for more hazardous activities." The report of the safety education work in this one school required fifteen typewrit ten pages. It is manifestly impossible to evdn summarize it here, but enough has been said to show that Oakland schools are definitely safety conscious. An attempt las been made to give some part of the Safety Education Program in one fairly large school system. (Oakland has a school enrollment of approximately 55,000.) Doubtless other school systems have similar programs. The total program foi4 the United States most be staggering in immensity. 1 thoroughly believe that the educational work being done throughout the country by our schools is worth all the effort and that the results wQI be shown as the children of the present become the adults of tomorrow. Safety Education Clinic Participants: Ralph W. Ellis, Executive Vice-Pres., Hampden County Safety Council, Springfield, Mgss. klas. Doaoniv Olewpoxf, Asst. Supt., Wilmette Public Schools, Wilmette, 111. P. T. Prtizkau, Dir., Elementary Ed ucation. Rochester Public Schools, Rochester, Minn. Thzlka Rsa, Seventh Grade Teacher, Kaaropf School, Kansas City, Mo. ficntY C. Rowe,- State Safety Chairman, Wisconsin Congress of Parents and Teachers, Madison. C F. Scbeo, Program Production Mgr., Conservation Dept, Zurich General Accident and Liability Ibe. Co., Ltd, Chicago. Hazel Smith, Prof, of Education, Uni versity of Chicago. MR. 5CHEER: I would like to start off by asking something about fire drills and procedures. Is there some standard procedure recommended for fire drills? CHAIRMAN WYMAN: 1 will refer that question to Gordon Graham from the Detroit public schools. MR. GRAHAM : There is a definite pro cedure, I am sore, recommended by the National Fire Protection Association and the National Conservation Bureau. All I can say, at the moment, is that we have worked out oar own procedure in Detroit, and procedures I have seen in other cities differ only slightly from those in our own institutions in Detroit. I think we have tried to bridge a gap that has not been done too welt elsewhere. 180 34th National Safety Contrast, 1946 A principal or uadier wIm> is responsible tor the organization of a fire drill should be given a step-by-step procedure as to know how to organize such a drill What is the first tiling you do? Deter mine the nearest exit for each room in the school. Then count the total number of children in each room. Add the totals to find out liow many children will be using each exit, in the event they all use the nearest exist. It is well to follow this estimate with a trial drill or two. tuning each to ascertain whether or not there is any one exit at which the children keep coming out for a longer period of time. If one exit is used by too many presoos. shift the load so that ill exits dear in approxi mately the same length of tune. This procedure gives you a base drill from which you can make individual varia tions. I realise there are bound to be some variations from one hour to another in the day, depending on whether the students in the building are shifted to different class rooms every period. Blocked exit fire drill should be practical, as should the unusual fire drill in the middle of a lunch hour, assembly or other activity. I don't know any procedure that has been worked out in detail along that Hoe by any of the national organizations. We would be glad to supply it for publication or dissemination through the Council if anyone would be interested in it MR. SCHEER: May 1 ask two addi tional questions shat grow out of Gordon's reply? He mentioned fire drill procedures to cover special cases. What do you do. Gordon, in case you have pupils, in the swimming pool at the time the fire gong rings? And what do you do about per mitting pupils to get their wraps in casef of cold weather? MR. GRAHAM : Our procedure in con nection with fire drills held while young sters are in the swimming pools is simple. Let me say this first, in no instance, ac cording to our procedure, is anyone allowed to ignore the fire drill sigilal. Something must be done about it and, in case of persons in the swimming pools, the pro cedure is to stop. all activity immediately. The youngsters line up at the door ready for immediate departure from the pool. The instructor immediately ascertains whether or not an actual emergency exists. Oar swimming pools are located nearly always in a basement room or on the first floor, where they have ready access to exits. In many instances, at the time I began this work in our 'schools in 1928, the children were allowed to get their wraps. We have gradually stopped that procedure. I have, t regret to say, within tbe*lasc two or three years, found a situation in which the children were permitted to get their wraps, but that was specifically a violation of our rotes. In other words, every fire drill should be considered the real McCoy --an actual emergency. No one, presumably, should know* anything to the contrary, and going to get wraps in an actual emergency is certainly oot good practice. CHAIRMAN WYMAN: Niles Ander son of Pittsburgh, would you like tp add to that something from your experience? ' MR. ANDERSON: I think the only item I wook) like to add is that the word "fire" wrong. We oonoerve the drills as training to handle panic situation* of any sort. We insist oo quiet and order to meet any panic situation. This drill is an edu cational experience teaching the student to respond to a gong or signal in any situation that might oocur m the school or other public places. CHAIRMAN WYMAN; In Louisville with the crippled children wc alert them but do oot attempt to take them out of the building. MR. GRAHAM: With the Mind there is a problem, too. We have worked oot a sort of chain procedure. They leave the bonding, but they have a band-holding pro cedure that is an interesting thing. MISS REED: The fire chief told all our children they should hold hands in fire drill That is contrary to what they have always done. Our safety regulations tell them to keep their hands to themselves when gomg down the stairs in a fire drilL If they fall, they won't pull others down with them. CHAIRMAN WYMAN: Mr. Griffin from Chicago. MR. GRIFFIN: Of course, the reason for not bolding hands is because if one falls the other falls with him. We use a method very similar to Gordon's, in lining children up in the swimming pool and in the gym. School and CoOege Session 181 We tine them up at the door and they wait winter months and have the drills. That to see if it is a real emergency. In Chi way, although we have frequent calls, they cago, during our bad weather, we allow' aren't too troublesome. them to get their coats. MR. PR1TZKAU: I think that's a mat Wc ring a dummy signal oo the class ter of education. If you explain to the bell mid they get their coats and then go parents, they will understand. They won't obl I know it isn't the most desirable kick about their children having gone out but we are forced, by city ordinance, in the cold or having caught cold. to have fire drills twice a month. What arc you going to do in January, February, March and December, if you have a fire drill when do one is ready to go out; and i then too get numerous calls from parents saying that Johnny or Mary caught cold? I know it isn't desirable to allow them to get coats but, from a practical standpoint, it is. MR. GRAHAM: The solution there is to change your state law or city ordinance. We did that in Michigan. Our old ordi nance requires that a fire drill be held each month- Our present state law requires that there be a total of ten fire drills per year; it is permissible to hold, say, six in the fall and four in the spring, or something of that sort. This gives you an opportunity to hold a total of ten drills but excludes -the necessity of drills during January or Feb ruary, or limes when the weather is in clement. I want to change the course of thinking to the bicycle situation. What about the bicycle driver? He is the one that doesn't get any breaks at all Everyone cusses him He doesn't know where be is supposed to ride. What about bicycle lanes within the city? Of course, cities haven't been planned for youth; they have been planned for adults But what is the future in planning for bicycle lanes within the dty? GEORGE P. SLLVERWOOD: We have spent millions of dollars on highways and, in our town, we charge a 25-ccnt bicycle registration fee, yet we fail to do anything for the kids who ride the bicycles. I don't know how you could provide a safer place to ride than on most streets of the average town.. Pedestrians will com plain about the children riding on the side walks. It is a problem. MISS SMITH: Wouldn't it be apt .to create a panic, if there was an actual fire during the winter months and the children had had no fire drill in inclement weather? MR. GRAHAM : No. I don't think it is a thing that is broadcast to the children. They are not aware that there is a state law about fire drills. They just respond to a drill whenever there is one. CHAIRMAN WYMAN; I don't know enough about northern winters to answer, bat don't you ever have breaks in the weather? I know we do. We had our junior safety council in one of the high schools faring up that very point. As a matter of fact, students with cameras made some pictures and showed litem to me. The pictures, showed a bicyclist ridiog along the curb. He is proceeding in proper fashion along the curb until he comes to an automobile. Naturally be has to turn out around the automobile. At the same time the motorist decides to get out of his car--on the street side. Naturally there is a great deal of danger of crashing into that ear. The youngsters just don't get a break. MR. GRAHAM: For some years we I am inclined to think that probably the tried to use that procedure. Our Health best measure in that particular case is to Department even accepted it as long as the discourage bicycle riding, as much as pos youngsters kept active when they went out sible inside the city limits, and give bi You can't satisfy Willy's mama on that cyclists an opportunity to get outside of mots though. town on bicycle -lanes. I can't see how we MISS REED: We follow somewhat that can provide any lanes within the city. same procedure. Our city school regulation MR. GRIFFIN: 1 think statistics show requires that wc have two fire drills each payroll period, which is four weeks. The that two out of three bicycle riders in jured were committing on unsafe act. They report goes in with the payroll. We pick weren't doing the things they were expected the sunshiniest day that we find m the to do. 182 J4tk National Safely Contras, 1946 In most states, the bicycle is considered a vehicle, the same as an automobile. I know when we ride around we see bi cyclists riding down the wrong side ol the street They totally disregard stop lights and signals of all sorts. I wonder, before .we provide bicycle paths, if we might not provide better bicycle education. Then, maybe, through this means we can reach these offenders and make them obey the ordinary traffic regulations ? MR. PRITZKAU: I don't know whether we will get anywhere with it unless we do give bicycle education. This proposal which we are going to make to the safety cotxjcfl is to declare part of the sidewalk a bicycle lane. Some cities don't allow bicycles to come into the city at alL I don't agree with that technique. Why does one have a bi cycle, if he cannot ride it where be wants to go? MISS VIVIAN WEEDON : Mrs. OIedorf is here to ask questions and not an swer them, but we would be interested in having her tell us about the Wilmette bicycle ordinance, which handles such a problem very neatly. MRS. OLENDORF: As one who works in education, I spend 50 per cent of my time criticizing educators and the other SO per cent in defense of them. Today an spealdng of Wilmette and its ordinance for bicycles, I would say I am 50 per cent an favor and 50 per cent critical of our procedure. I feel, as far as bicycles are concerned, that we are trying to educate the children in the proper use of them. But the com munity also has a responsibility. We have tried to make a survey to show what the dangers of bicycle riding are and I believe we are pretty much agreed that riding a bicycle in the village street is a dangerous practice. Therefore, while we ride in the street in the outlying parts of the town, when it comes to the main streets, bicyclists are, by ordinance, allowed to ride on the sidewalks. That does have, it seems, additional haz ards. We are then confronted with the safety of our pedestrians. I think we still have improvements to make in our bicycle regulations; however, I would say that the important thing is the reasoning we are trying to do with children, in working out a program that makes sense to them. I think whatever we do in that program now, the children will be pretty much with us. We need to go further, however. MISS SMITH: I am interested in what is done before the child comes to school, perhaps through parent education. I firmly believe that no behavior is changed unless there is a positive attitude toward it. For example, in the case of bicycles, 1 know of one school in which it was thought a good job had been done. The school was trying to get youngsters not to ride two on a bicycle. So what the children did was to ride two on a bicycle mtQ they wctc within a few blocks of tbc school, then one got off. In other words, there bad been no change in attitude, although they teemed to be observing good practices. ' ! Think many altitudes aboot safety are bu3t up in the Arty years before a child comes to school, and I would be interested to know what is bring done in that field to correct faulty attitude. DR. CLARK: There tbc school de pends, 1 think, a great deal upon co-opera tion of parents and teachers through a parent-teacher program. MISS SMITH: You have been talking about changing attitudes in the school, but I was wandering about changing the atti tudes of the children even before they get to school. MRS. OLENDORF: It seems to me that one of our hazards in a safety pro.gram is our over-anxiety. We very often shortcut methods by which we know chil dren learn, by providing programs of dicta tion rather than participation. It seems to me that is probably the beginning, at least, of difficulties we see in school safety work. I even feel that implied in a good many of our programs; when we have safety people, particularly, in charge of the pro gram, we often lull ourselves into sleeping very peacefully when we shouldn't be so peaceful. Once we get the thing down on paper and it appears that we have a pro gram satisfactory to us, we wake up to find the program makes little sense in terms of what we know about child development. MR. PRITZKAU: Hasn't that come about because of courses of study? MRS. OLENDORF: That I am sug gesting very definitely. MR. PRITZKAU: We have to have School and College Session 183 some guides, but let the children be creative in their efforts. 1 think Mr. Silverwood hit a high note when he spoke about the chil dren being oa committees. MRS. OLENDORF: And abqut the classroom's responsibility and the teacher's responsibility for the program. MR. PRITZKAU: The bicycle situation will be solved by the boys and girls, if we let them handle it. MR. ROWE: 1$ it right to have boys and girts reporting on each other? Don't we then have student dictation ? MISS REED: That is the tiling I am hinting at too. Not only before they are in school, but after they axe in school, bow much have they actually learned? You can make all these beautiful verses, but how, much do they really observe on their own? MR. PRITZKAU: I think there is a sort of integration of safety, possibly, with some of the other subjects tike physical eduction. People say, well, our physical education is bad, yet bow many people die prematurely because our physical education isn't good? MR. CATLIN (Motor Vehicle Depart ment of Wisconsin) : 1 wonder how much consideration has ever been given to the proper place to teach certain phases of safety? For instance, we run into high schools in many cases where they arc talking about teaching home safety which, without a doubt I am sure, should be taught in the elementary grades. It may interest a number of you to know that, in Wisconsin, we made a fairly ex haustive study to find out about bicycle drivers. Our efforts had been devoted to the seventh and eighth grade levels, yet we found that in the second grade more than 25 per cent of the students knew how to drive a bicycle. In the third grade the percentage was 30, and so on through the grades until we got to the sixth grade where almost 100 per cent of the students rode bicycles. ( Our efforts have always been devoted to the bicycle owner and not the bicycle driver, and I think we forgot aid rely that many boys and girls know how to drive a bicycle even though they don't own one, consequently our efforts have been aimed at a higher level, perhaps, than they should be. MR. SCHEER: We apparently are all agreed that at-the-whed instruction, as far as automobile driving is concerned, is a good thing. Has anyone done anything to provide at-the-bandlebar instruction for bicycle riders, perhaps by including this study in a physical education course ? MR. QUALLY (Oshkosh) : We haven't done anything about that in Osltkosh. 1 think if you did do something about teaching bicyclists, by the tune the kids gut up to eighth grade they would be able to ride bicycles safely. MR McFAKl.lN (Cleveland) : In co operation with one of the newspapers sev eral years ago, bicycle training courses were laid out in several sections of Cleveland, or one would be laid out in a school yard if requested, and the boys and girls went to the nearest course to take the tests that were given by the Cleveland Police DepartiRait in co-opcratioo with the Greater Cleveland Safety Council. A movie showed what was expected of the examinees who, if they passed the test, were given a cer tificate stating they had passed the test and were safe bicycle riders. This method helped quite a great deal to ease the bicycle situation in Cleveland. MR. GRAHAM: These are skill tests, aren't they? MR. McFARUN: Yes, skill tests. MR. COCHRANE (Eric, Pennsylvania) : We have a problem in bicycle safety. We made a survey similar to the other cities. Our city has 120,000 population, 16,000 public school children, and 8,000 parochial school children. We have enlisted 8,000 bicycle owners of school age, but we have no idea how mahy there are in the uut-ofschool age group. There are possibly 3,000 or 4,000 bringing up the total to around 10,000 to 12,000 bicycle owners. Thai doesn't indicate bicycle riders. There are even more riders. Our education program has been rather feeble. Our enforcement is as follows: If the police see two boys on a bicycle, they report the incident and try to warn the riders. Sometimes the riders will get off fpr a little while, then when the policeman is out of sight the boys will get on again. Well, the policemen see the same offenders and this time they take the bicyclists burnt. And what do the parents -say? "Why don't you catch those burglars down the 184 34th National Safety Comgrett, 1946 street ? Duu't bother the young lodi. Don't pick op them." We don't get much co-opcratioa (root the parents, as far as enforcement goes. We do not have a bicycle ordinance; oar mayor is opposed to it, in tact tie says that you won't reduce accidents with a bicycle ordi nance. He |,b||wc a bicycle ordinance is just a means of charging a fee for licensing which entails a lot of red tape the city officials don't want to handle. That is oar situation. We are trying to do something about it through education but it is slow, aod we would like to have any suggestions you might have for improving our situation. MISS REED: Why do you get so little co`Operation from the parents? MR. COCHRANE: Eric is a highly industrial section. We have a great many broken homes which we have busy teach ers investigating only to fiod that there is almost oo parent interest in the child. We have a good Parent-Teacher Association It does try to help. Hot. there has been very little done. In the last jnr, we started a program by means of which we hope to cal! the bicycle situation to the atten tion of the citizens. So far we have had little success. We would like to hear of some work able plans. Docs the ordinance actually reduce bicycle accidents? Is an ordinance worth-while? Does it work? MR. CATLIX: I would like to refer you to Racine, Wisconsin, where there is a junior police department composed of high school boys who have authority under the city ordinance to enforce the bicycle ordinance. In that particular community, the parents are co-operating 100 per cent in enforcing the bicycle ordinance. I don't think that, unless you have an enforceable btcyde ordi nance. you can expect to get the public or the parents interested In the bicycle situ ation. We have two or three cities In the State of Wiscosnin where they have a really enforceable bicycle ordinance. In these dues the law enforcement agencies have the co-operation of the parents. I would like to compliment the members of the panel who have been referring to bicycle riders as bicycle driver*. I think the sooner we all begin to call these yocmg boys and girts Utydc diiwn the imnn we will get to tbrnfru^ tint their job of driving a bicycle tg soanesUng rather important. They do so not for sport or pleasure. They mast obey the same rules and regulations, laws aod niiToww as the motorist must obey. Then vc nay get better bicycle drivers! MR. GRAHAM: I just wanted to add that it seems to me the Erie problem is ooe that involves more than just the achonl. It involves program of public education of the parents to the need for more rigid dis cipline; especially with reference to control of bicycle drivers. It U a job that needs to be done by community orgamsations, by local groups, to get Che forests to realize the need. There is a lot to be done. There arc bicycle courts in Dayton, for example, and in many other citiers. In Detroit we are trying to work it out with the juvenile coart so that they cm impound a bicycle for two or three weeks; something of that sort. MR COCHRANE: You can't do it legally in Pennsylvania. MR. GRAHAM: There are a number of states where it can't be done legally, yet it is being done. MR. PRITZKAU: In other words, education has to go into the community. Very definitely, there has to be an inter flow of responsibility. The school alfpoe can't do it Wc can't do it without a safety council. We can't do it without the parents. 2 thought a very good point was brought out by Mr. Hensley in the type of police service in their community--where local citizens help oat the police. MISS REED: I like that soggcsttoti of making use of all community organiza tions. I took it. from what Mr. Cadin said, that that was perhaps what they did in Racine. Is it? MR- CATL1N: Yes. MR. COCHRANE:' How Img did it take? MR. CATL1N: As 1 recall, it was only a matter of a few months. Once the ordi nance was passed, we started to enforce it and from that time on it began to develop. MR. BORGERSON (Laming Mkh.): School and College Session 185 U tSia wooer of Uht accidents of such acssowwem Am we are goix to take all the fun and adventwre onl of riding bikes? CHAIRMAN WYMAN: It is a serious pnblm in many sections of the- country. MR. BORGERSON : 1$ that proved by Accidwtt Facts? CHAIRMAN WYMAN : Miss Telford, I have had an opportunity to watch some of the school systems, including Detroit and other* f know of no greater example of violation of safety habits than I see when watching a group of tcacbeis come out of a teachers' convention flock ing into their automobiles or dashing across strnb. In other words, I want to bring to your will you answer that * MISS MARIAN TELFORD: You run attention this thought--while we are leach ing wc must also he examples. in an average year about 500 fatalities from In my school system, we are endeavoring bake accidents, somewhere between 30,000 to cdocate the children on this bicycle and noo-fatal accident problem. We find that most of our boys MR. BORGERSON: The estimates on and girls know there is a bicycle law but, the m?u**T of operators or pilots or drivers like many of their parents, they do as they or riders of beke* varies from 8 to 12 please regardless of the law. milling If it is 12 million, maybe the rec (n Ute matter of fire prevention, I want ord which they have now is good. to bring up these thoughts because 1 feel CHAIRMAN WYMAN: Still the total that fire prevention is a vital matter. hirst, i 500 fives. MR. COCHRANE: In our city wc made a survey in 1945, and found there were 19 accidents and no fatalities. MR GRAHAM: Forty-five per cent of ours were fatalities. MISS NICHOLSON: I would like to ask Mr. Rowe if they are doing anything to inform parents of the ordinances? I i^A we get oo oo-operation from parents betaine parens do not know there are bicycle mdinanctj in existence. I think it is the duty of the Parent-Teacher Asso- to get together with the school to fnnf put where their responsi bility lacs mid where their co-operation fit green to the school's program. in fire drills you give serions consideration to the so-called lost child. In other words, that single diild who may be in the base ment, may be in a special room, may be with a doctor or a oorae. We made a survey here about two years ago and dis covered some very interesting things. We thought wc had an extremely fine fire drill, h require* that the children shall go a distance from the school when they Rave building and that every person shall leave the building, bin we found a weakness in the cherhwp which showed that a child might remain m the basement or in ooe of those other places unnoticed. Wc also found another weakness. Who is to notify the fire department in case of a fire? We have supervising princii*als in MR ROWE: I presume she is right the City of Springfield and when the prin The parents are not wdl informed. Adult cipal is out of the building, no one had location is the problem. No doubt, Ra cine. Wisconsin, has handled theirs. The the authority to notify the fire department ia caw of fire. Now, of course, if it is parents there do understand the whole only a drill you don't call the fire depart problem. I think the majority of our ment but, nevertheless, it is of vital im bicycle problems do come from the home, when the school is doing what it can. So portance, as illustrated by the La Salle Hotel and other fires, to get the fire de it becomes a parent problem, as well as a partment on the job promptly. child problem. The third thing 1 would like to mention CHAIRMAN WYMAN. Have we rid is in regard to the children wearing coats den this bicycle far enough that we can when they go out. We made a rule in go on with something else? the Springfield School system, following MR ELLIS: I am going to switch from bicycles back to fire prevention It i my firm conviction that the teaching profession teaches children to "Do as I say" rattier than "Do as I do." consultation with a member of the Na tional Safety Council staff who was in our city at that time, that young children in the lower grades should put on their coats before going out. However, we have re 186 Utk Jffliotml S*ftty Cvmfrea, 1946 viewed the matter and are going to make a change. Miss Bartlett of oar Springfield system is chairman of the permanent cur riculum revision committee in the field of safety. She is here, and we are just waiting for the staff member of the National Safely Council to pay us a return visit next month in order that we can discuss making the dunge. I want to call to your utendoo the fact that local safety councils have a marvelous opportunity of serving. We have a great deal of material. We are very proud of Wayne Hughes and the staff of the Na tional Safety Council. We think the Coun cil has the finest staff it ever has bad, and we believe firmly that your supervisors should call on the local safety councils. I know wc, in our community, are glad to be of service whenever we can. We don't oar school systems call upon us enough. But 1 want to leave that thought, because f am the only member on the panel from a local safety council. MISS REED: Mr. ElKs has mentioned local safety organizations and fire preven tion both. What do yoa think about local safety organizations offering prizes to schools for a 100 per cent return of home inspection blanks during fire prevention week? MR. ELLIS: 1 don't believe in local safety councils offering prizes for schools, and I don't believe in prizes for schools for posters or for anything else. We have certificates offered by our council which are furnished lo the principals of the schools, public and parochial, to - be used in awarding any child who has done an outstanding job in connection with safety. For example, in Miss Barlett's school, 32 children in a classroom made posters. Some one child might do a very poor job, but all 32 posters constitute the combated and best efforts, hence we believe that everyone of those children should be given a certificate for his effort in promoting safety. The same thing should be done with members of the school patrols, or with anyone else that is working in the safety field. MISS REED: When we raised the question with the local safety organization, it came back with the answer that the Chamber of Commerce required if. We were told that by awarding points for the number of home mgtttka Mania returned, pressure could he brought to bear oo mak ing a good showing. MR. ELLIS: 1 WgH say that in oar particular community we furuabad blanks to the children and m most instances we tore off the bottom port of the Hanks which asked them to return H to the prin cipal. I don't believe any teacher wants to give the idea that she Is snooping in a home* and that b the mXerprctatioo many parents put cm the inspection Hank. We. therefore, tore off that part and now print our own blanks. MR. PRJTZKAU: Talking about home accident protection, some of our teachers have as tornsea) plan. The chtVdrm a classroom adopt a family, getting the fam ily's permission to go to this home and make an inspection for fire hazards. In this way both the parents and the children lam MISS SMITH: Mr. EUis. f inter- esled, too, in your suggesting that by and large the majority of teachers vmfly don't believe in safety. MR. ELLIS: I wouldn't say that. MISS SMITH: Well, they don't prac tice it. I have seen a lot of trial you mentioned. What would you snggTtt eoold be done? MR. ELLIS: I have a fading tint if you just say what I've just said, you will have a very decided effect upon them I have been saying it, and I think it has bad an effect. MRS. OLENDORFF: la defense of education, this is the tune, I think, 1 can definitely say that I believe the school can teach whatever we think is important to teach, but specialists have two jobs. One is to think in terms of teachers now in schools who have been teaching for years and had no preparation for the kind of work you are asking them to take on. These feel it is not important because it was not stressed daring their teacher train ing. That, to me, is die in-service job we have to do. To the degree that teachers think it is important, it startles me what we can do with groups of children. We need to let them know that it is important Today the School and College Session 187 teacher b bring (old what is important and the things are so numerous that, un less we can get first things first, she is going to be a pretty confused teacher be fore long The second point is that in long-term planning frppl^p* should be on child health id safety. Until all teacher-training in stitutes this we will have to continue an in-service program that pro vides for die lack. Specialists have a real job to plan such a program. MR. ROWE: The question has come up: what is the age at which you should start school patrols, that is, with the fifth or sixth-grade child or sevoith or eighth? Io a community where there is a high school, the question urfU often be debated. . MR CIIXAHAN (Oklahoma) : We are just beginning a new program iu our city. We arc establishing, in a number of our elementary schools, what we call safety councils. Wc have a peculiar situation in that we have a junior police force which is sponsored by our Kswanis. We have found it has beta only a disciplinary or ganization and not a safety organization. In souk of our schools, we are setting op our safety psogiam around the student policy and others around the student coontiL la others we arc starting with the safety it--iril and oat of that we have obtained certain patrols. We have an acddoat-irputtiug patrol, inspection patrol, jtaiior traffic patrol However, we are careful to place stu dents ca patrols which arc within their ability. Young, small chidren are never placed, of course^ oo the junior traffic pa trol. We put knadcrgartai and lower grade children oo minor patrols in order that they may partidpaie in the program and fed that they are a part of it. MR. SILVERWOOD: We consistently use fifth and sixth-grade youngsters be cause of the fact that; as in many other school systems, we have the six-threethree plan. If yoa want a safety patrol in the intermediate or primary grades, you have to use children from three grades. We find it works out fairly well to use largely sixth-grade children, having a few fifth grade ones only so we start with some experienced people cad) year. MISS TELFORD: May 1 make a com ment on that? My observation over the country has been that, ordinarily, the upper two grades of a building--where it is a sixth-grade building--are used. Where it is an eighth-grade building, the seventh and eighth grades are used. MR. YAGER (Sioux City): Wc have had the junior patrols since 1929, spon sored by the American Automobile Asso ciation. We have the six-three-three plan, and we have tried to keep our active patrols among the senior sixth graders with our substitutes coming from the senior fifth and junior sixth. We have a substitute for every active fellow and, when he is off, his substitute is supposed to function. Usually by the time a student gets to the senior sixth grade he has had substitute training and he a pretty good officer. We have another little stunt that has been started in the last two or three years. We hare put girls to work. They have the safety of the building as their task. Wc have safety patrols in the buildings and the girls take care of that. These girls have more interest in safely than they would otherwise. We feel this is a pretty good plan. MISS WEEDON: Miss Wyman, we are going to have to get out of this room very, very fast Before we go I would IOoe to -bring this discussion back to the child. We -are *nriif about patrols and organisations and SO on* 1 want to fix attention on the individual child. Miss Smith and Mrs. Olendorff and Miss Reed can toas to see who is going to answer the question. Last Saturday I was packing to come down to the Congress and my eight-year old niece was in-need of amusement, so I pat her to working the National Safety Gottndl lesson units. I was oo one side of the room and she was oo the other, so she was reading the questions to me, se lecting the correct answer as she went along. She came to one: "Mary and Jane are walking down the Street. Them are some branches and some wires down. They should step over the wires and go on. cross to the other side of the street and remain there warning other people of the wire.** I was to give her the right answer. *1 suppose it is this one." she said. I said. "Well. Catherine, I think that was supposed to be the right oue but 1 am not sure I agree with it- Suppose your mother wanted yoa home?'* Her mother 188 34tk Sat'wnol Safety Congress, 1946 always expects her home immediately after school. I said, `'What would yoc do?" She was silent for a few moments, then she said, "I would so in to a nearby house and I would phone the fire deportment. I would say there is a wire down b front of such a number on such a street" Then she hesitated and'added, "As a matter of fact, l would probably ask the lady to do it." Perhaps she was going back to some thing she had been taught, i would like fo know how you develop that type of think* ing in children. MRS. OLENDORRF: Good safety edu cation, of course, is good thinking. That is what it is and it begins, of course; id a good home. It is carried on in % good school. Let me tell you how I Uunk it should begin in school. I visited our four-year old group the other day and was watching one youngster climb over one of these little wooden jungle gyms. As he climbed he called back to die other fellow following. As be was calling, it was apparent to me that the fellow following was a newcomer and that the first fellow had been in school two or three weeks longer. As he called, he said. "Get down off of these, don't you bear roe?" John kept right on coming. Soon the other fellow in exasperation hmal around and started hwrlr down. He pvt his hwd* on bis bips, "Didn't yoo hear me, John? We don't do that in here. Is here every body takes his tuna, me first and you next)" I was particularly amused by his safety angle. It is "me first and yoo next" He is in the four-year old group. I think before be is with the five-year olds, St will not always be "me first and you next" MISS SMITH: I think, too, that per haps in the case of your niece, she has adults taUdng with her and not to her. We talk too much to children and not with them. 1 think children learn a great deal when they arc allowed to express their opinions and think things out MISS KED: That i* jmt the kind of Atntowg that is done on any problem in every day living. Unless yon have that kind of thinking and that kind of living going on in the home and the classroom, you won't meet yomr safety problems any more satisfactorily than you meet other problems. Traffic Section THAFFIC SECTION Executive Committee 1946-1947 Central Chairman Paul J. Fucx. Cape, Traffic Div., Dayton (Ohio) Police Dept. First Vice-Chairman--Joseph M. Wyatt, Chief Justice, Baltimore (Wd.) Traffic Court. Second Vice-Chairman--Hasxy E. Neal, Chief Eogr.. Div. of Traffic and Safety, Ohio Dept, of Highways. Third Vice-Chairman--F. C Lynch, Secretary-Manager, Greater Los Angeles Safety GoimciL 1 Chairman, Committee an Traffic Accident Records--). E. Johnston. Traffic Eng.., Nebraska Dept, of Roads and Irrigation. Chairman, fmirirf Congress Program Committee--Ekmuno B. Sam, Judge, Kansas City ,(Mo.) Municipal Court. Chahmmt Membership Committee--Haiou F. LtU-ir. Manager. Lansing (Mich.) Safety Cornell. Memberr-at-Lmge-- A. W. Bosun, Executive Dir. American Assn, of Motor Vehicle Administrators. Ncmmam Damon, Vice President, Automotive Safety Foundation. William M. CeszrtE, Dir. Connecticut Highway Safety Commission ' J Intel. H Hahvzy. Unagig Dir. National Conservation Bureau. W. A. Huggins, Chief, Bureau of Accident Prevention, California Dept of Motor VehiclesA. R. FouSTrit, Dir. of Training, Northwestern University Traffic Institute J. J. Quullm, Judge, Traffic Div., Portland (Ore ) Municipal Court. T. J. Sramur, Traffic Engineer, Kansas City (Mo) Dept nf Public Works. Ehwim S. Smith, Dir., Rochester (N. Y.) Safety Council A. Glemk Smoot, Traffic Engr., Arizona Highway Dept Hachy W. Whitcomb, Supt, Accident Prevention Dept, Philadelphia Transportation Co. Ejt-officio Members Traffic Court Division Representatives-- Wayne L. Muxex, Judge, Fort Wayne (But) City Court, fi.wv H- Pout**, Chief Justice, Evanston (111.) Municipal CourL Police Division Representatives-- Rulon Beknion, Inspector, Utah State Highway Patrol. \V. L. G*oth, Capt. Virginia State Police. Post General Chairmen-- W Graham Cole, A*sL Sccl, Metropolitan Life Insurance Co. Caul J. Rutland, Chairman, Dallas (Tex.) Citizens* Traffic Commission. Secretary--Doau> S. Be**y7 National Safety Council, Inc. 189 190 34th National Safety Congress, 1946 MONDAY AFTERNOON SESSION October 7, 1946 Gronoral Saasion Presiding: VV. Gbaham Cole, Asst. Secy., Metropolitan Life Insurance Go. Traffic Safety and the Public Attitude By JOHN W. DARK fits. Institute of Public Relations As a prelude to my discussion of traffic safety and the public attitude, let me read you one of the finest editorials I have ever seen oo public f opinion. It was writtoi by the editor of a "grass roots** newspaper in South Dakota. It will describe in better words than I can the fickle character of public opinion and the challenge to those seeking; to influence it. "Strongs ate the ways of Public Opinion. "In her varying moods she becomes a savior of mankind or a destroyer of that which by her own demands she has saved. Today a. vampire, tomorrow a saint; a Trojan in her demands for what today u heralded as right, as fickle as' Cleopatra when tomorrow's multitudes dedwe that right was not right. "Brave as a roaring liop and yet as cowardly as a skulking wolf which has been separated from the pack. "Virtue-laden when Puritanic idealism possess the land, she tarns chameleon when that idealism takes wings and van ishes away. Intolerant and yet a persecutor of the intolerant. Such is Public Opinion. "She wears a halo to light her path and then destroys the very path on which she found her way to the light "She is no rcspcctor of persons, or of truth, or of fact, or of historical revela tion, or of prophetic vision; lover of truth and hater of the application of truth. "She struggles through the years for the accomplishment of a great ideal, then m a day deserts the ideal and sees her own followers suffer the agonies which are cer tain to result from her popularly endorsed folly. Such is Public Opinion. "Today she leads an army la a righteous cause; tomorrow she has turned traitor to the cause and enrolls in the battle lines of her erstwhile foe. Today she is mo bilized to construct, tomorrow to destroy. "She murders a Caesar on the ides of Msrcht and on the morrow follows a Mark Antony from the funeral to destroy those who obeyed demands for Caesar's blood. "She bums Joan of Are si a witch, and then sanctifies herself to the Incense of the smoking ashes. "Sbr talks 'peace on earth,' and at the sound of rolling drums plunges into a world war with pcace-preaching Christian murdering peace-preaching Christian. Suck is Public Opinion. "In a year of popular demand she capi talises on the trichtrigs of a century and passes bwi for the preservation of those teachings; in another day of popular de mand, with a flash, she destroys the very laws -which were formed for her own pro tection. "She knows no constitution if that con stitution blocks the way to her desire. She is a builder of governments and a destroyer of ardization, a defender of constitutional rights and a defa--er of the very constitu tion winch protect those rights; a hero and a deserter; a thinker today, a careless follower of uncertain fladism tomorrow. "Dr. Jckyfl and Mr. Hyde: Thy name is Public Opinion..* We may as wefl recognise that we must have solidarity of public opinion to achieve the gams for which we are striving. At the outset, wc should not confuse public attitude with the public tnaod. We do have a public attitude on traffic safety, but it's mainly an awareness that the problem is serious, that it desefves major attention, and that there should be strong enforce- Traffic Section 191 moit for the ocher fellow. What we want is a mated pubhc will for action. One of tbc outstanding reasons that we do not have this public will is because, through the yeasa, the traffic safety move ment has to a targe extent completely ig nored thn sowd and proven roles for mold ing fmnflk public opinion. Some of you, no douM. w3t challenge this statement. Box the records dearly show that over the lodg poB we have never stemmed the tide of traffic deaths and fatalities to the extent wc desrt. To orhirer fubHc support--if we are willing to booestly recognize that it is absolutely essential, and I assure you from my long experience that it is--trr must fret put our own house in order. 1Vhat tnr knot dour up to now is to formulate programs which ww believed the public *komU accept; regulations which we be ttered were best for the people; enforce ment methods winch we believed were most practical; and educational efforts which we believed to be sound. Not enough attention has been given to what the People are will ing to accept end give their indwiduot and collective cooperation. I need not remind you that this is the procedure that has been followed in Wash ington over the last few yars and we are today witnessing the confusion and dire results. Tt Is my confirmed opinion that the American people will accept and sup port only those restrictions and regulations which they understand fully, which they believe to be reasonable in their own in terest and the interest of other people, and which they believe to be necessary for the common good This should always be kept in mind if we are to make a real approach toward public support of traffic safety ob jectives. One of the great difficulties in traffic safety, in My opinion, is that we have made public support a secondary objective--an objective to be achieved after our engi neering. enforcement programs were work ing satisfactorily. What little I know about public relations convinces me that the American people wifi not join in any move ment wholeheartedly unless they know where and bow and when they fit into that movement. I do not want to be critical of what is being door, dot do I want to underestimate the progress that has been made in virtu ally all fields of traffic safety. In fact, l am convinced that the traffic safely move ment is headed in the right direction, if it u ill quickly recognize that public support is the misting element and move aggres sively to get that support. At the risk of being elementary, let's look at the whole problem just as if you were a client of mine. What are we trying to achieve? We are trying to assure movement of traffic with maximum efficiency and convenience and a minimum of hazards. How are we trying to do this? By en gineering into our highways the maximum degree of safety for drivers and pedes trians up to the limits of available mate rials and money; by enacting laws govern ing the movement of both vehicles and persons, setting up regular standards which must be met before a person can drive, setting up traffic courts and law-enforce ment arms, and by broad programs to train persons at the wheel and afoot. Ait of these things are essential and sound, but we must go farther and reach 130,000,000 people--everyone who drives and walks--with the reasons why we are doing these things and build understanding and . cooperation. Let me give you a case in point from my own business as to how to build coopera tion. Some time ago, the hat industry became concerned over the fact that an increasing number of people were going hatlcss. If the trend continued, it would mean a steady decline in manufacturing, with tremendous implications oo the capital invested in the industry and employment. As a result, the Institute of Public Relations, Inc, was asked to survey the situation and make recommendations. We knew from the start that laws to force people to wcar hats would be absurd. We knew that to stop people in front of stores and drag them in and pot hats on their heads would be equally as absurd. Wc knew that badger ing people who exercised their American rights to go bareheaded also would be absurd. Instead of trying these absurdities--ami efforts to force people to be safe are eqully absurd from a practical standpoint --we launched a program through the Hat IV MU natonal Safety Corniest, 1946 Research Foundation to find out why people went hatless. When we found this out we then found ways to make people conscious of the advantages of wearing hats, and thus created a desire for hats which is proving advantageous to a vast industry. I believe that the same principle can be followed in traffic safety. If you will utilize the findings of the public opinion survey for the National rnniwHi# for Traffic Safety, which confirms many points I am making, you will have made a start. The traffic safety movement provides an extremely interesting anomaly. The effort to secure efficiency in traffic is the ooc-- and perhaps the only--effort in our com* piex life without any organized opposition. Everyone is aware of traffic conditions and, properly sparked, will join any constructive move to better these conditions. When we analyse these factors, is it not rather ama*. ing that we have not progressed farther toward the goal of easy-flowing and safe traffic? In other words, with no opposition to be overcome and no lack of awareness to be met, why is it that we do not have the public mind behind our objectives? 1 believe that if we cannot find a means of simply moving automobiles with the restraint necessary to avoid collisions and protect those afoot, it *w'nin',TT our chances of finding that domestic and inter national unity we are all seeking. I believe that if we cannot get our 48 states to simplify and make uniform the rules gov erning interstate traffic, it almost foolhardy to wonder why wc are not at taining grater success in the effort to help fix the conditions under which people will live behind international boundaries. I believe that if wc cannot get our law enforcement officers in traffic courts and on the streets and highways to show for mo torists and pedestrians the same degree of consideration they expect from these same people, we cannot talk too loudly about people in other lands not living in harmony. If-we can achieve the ultimate we are after in traffic safety, with it will come a new appreciation of how people themselves can point the way to meeting other condi tions that are extremely pressing. Let me requote a phrase about public opinion: "In her various moods she be comes a saviour of mankind or a destroyer of that which by her own demands she has nrtd" This observation seems par ticularly appropriate here because we all recognize that public opinion--public atti tude translated into action cm bring bet ter traffic conditions, or the public can make these conditions worse than we have ever known. Developments in the whole national pic ture should be watched as a pattern by all concerned with improving traffic conditions. During the war restrictions were widely imposed upon the American people. They were accepted krauc of the war. People were told that they would end at the end of the war. However, these restrictions are still with us and we all know the public attitude. All appeals for public support and all pledges and promises are proving unsuccessful in changing public opinion. All the power of government is behind these restrictions, but the power of the people will ultimately prove stronger. From the'`standpoint of traffic safety, we may as well recognize now that the much vaunted 3 E*s--the whole basis of traffic safety--will never be effective to the maxi mum degree unless they have public sup port. The very essence of reaching the public and securing public support is simplicity. I feel that my friends in traffic safety be come a little bit involved tu their own techniques. They are so sincere, so deter mined and so crusading that they do not stop long enough to let public opinion catch up with chon. Some years ago, when I was responsible for the CIT Safety Foundation, we brought to New York 48 "Safe Drivers'* from every state in the union. It was a refresh ing experience. Those who were guests of CIT were asked to make suggestions on how traffic conditions could improve. Many constructive suggestions were forthcoming. But the one that struck all of us most was very simple. It said that what is needed most on our streets and highways is "motor manners." This suggestion provided a theme which was followed in aU efforts of the Foundation. We sought ways and means of improving "motor manners.'* I am convinced that it is the key to the whole problem of the individual driver and individual pedestrian. Often I feci that if. we were to review the whole traffic situation in simpler terms. Traffic Section 193 'forgetting for the moment "techniques, re-orientation" and a lot of other highsoundiogs words and phrases--we would begin to have some new conceptions. Wc would find that the surest approach to efficient and safe traffic and to a solution of the other manifold problems is in recog nizing that the basis of society is still the home, the school, and the church. This was recognized in by-gouc days when things were on a much sounder basis than they are today. People are gradually getting back to fundamentals. Out of it may come a new consideration for others. Thus I believe that with new attention to funda mental principles and methods of develop ing broad understanding and reasoning in lieu of unsound and unpopular regulations, we can achieve our objectives in traffic safety. I readily realize t: a it means trying to reach 130.000.000 people--all who drive or walk. Yet we most reach them to have the fullest degree of public cooperation and public support. In the states and com munities where the people have been reached there is evidence of improvements, f ym Informed that later in the day awards will be made for gams in bettering traffic conditions. I am confident that a qocstiou ta those involved will bring the answer that they achieved these gains because of state or community support. One of the direct approaches in arousing public support is to end once and for all the conflicting and confusing statements on accidents and their causes. There should be one recognized source whose statistics will be accepted. The various statements on accidoit causes serve to confuse the public just like the conflicting statements from Washington, with the result that people do not know wrhat to believe. Let me read you a letter I recently wrote which was published in the New York Times. "I am amazed at the amount of con- - Aiding reports and statistics which are being published concerning the various factors involved in traffic accidents. Let me illustrate by citing three examples from your own fine newspaper: "On July 28 you carried an article under the by-Une of Bert Pierce, in which he quotes the editor of the WEEKLY UN DERWRITER as authority for the state ment that *90 per cent of all car accidents result from ovcrindtdgence in liquor/ In The New York TIMES Magazine of August 11 you published an article by Maj. Gen. Philip B. Fleming, who was general chairman of the Prcsideut's High way Safety Conference. In this article General Fleming lists the outstanding causes of accidents as: "l. Failure to obey traffic laws. "2. Substandard traffic laws. "3. Differences in regulations and traffic- control devices in various states. "In regard to the subject of drinking. General Planing refers to an analysis of what he terms 'the most accurate figures available' and makes the statement that `one out of nine drivers in fatal accidents had been drinking.*** "And again, on August 12, The TIMES carried an article on a traffic accident sur vey made by the New York Police De partment and the Greater New York Safety Council, and you quote the Greater New York Safety' Council to the effect that two of every three serious accidents involving automobiles were the result of faulty brakes and other mechanical defects. "It is most important that the cause of accidents be known before curative or preventive measures can be applied. But isn't it rather confuting .to the layman to read ooc day that 90 per cent of the acci dents are caused by one factor, and an other day to see that two-thirds of the accidents are caused by something ebe. gni) another day to find that there are three entirely different major causes, in the opinion of -someone else? "The National Safety Council has for many years made careful study and classi fication of accident causes, getting their facts from police records and official sources throughout the country, and com piling them most accurately. So why no' let's their figures as standard and authoritative, and go on from there and do something real about correcting the situation?** I anticipated when you invited me here that you might expect me to give some magic formula for arousing militant pubfice support for a new consciousness in traffic. I regret that I cannot do so. Magic formulas are the greatest foe of sound public relations and the greatest barrier m 194 Mti Xetim--I Safety Congress, 1946 an aroused public opoiion There is no magic. It is a cue of getting bock to fundamentals and it applies to every field of human endeavor, whether it be inter national, national, state or local. However, I will highlight a few elements of the problent which I believe ro be helpful: (. We have continuously tried to approach the problem from the top down-- thinking too much in terms of restric tions, regulations, techniques, cam paigns and other activities in terms of things the people should accept. Public attitudes are not formed by commands and oirectioo. It requires a knowledge of what the public wants and what the public will do. Thus the first requisite for success Is letting the public^ whose support we are seeking, have a part in formulating our program. 2. We must have better coordination of traffic safer}' efforts if we are ever to secure mobilized public support. Un less those who are faced with prime responsibility can get together TM"| themselves on what they oyca the public to do, they rannot hope for the support they arc lurking Org--eaj needed and not because of the whims of some indtvidsaL Ptmuit sales manship has foisted on the American people untold thousands of unneces sary lights and signs that have no purpose in efficient and safe movement of traffic. The public Is becomin- -ware of these conditions. 5. We must meet the changing times with new methods of arousing public con cent and public interest. With some minor changes the whole traffic safety movement is following the same old pattern. Just as business, labor and politician have been forced to utilise new ways of reaching the public, those . in the traffic safety effort must also revise their methods, la to yen today--an oppor tunity for which I am gratefol--I know that I have departed from the customary pattern of a traffic safety message. I have not used any statistics. I have oot told you bow rood-building has been delayed, bow our vehicles an bong worn out, how the tnupui of people ate raggpd. advanced any new techniques. I have simply tried to speak from my heart cm some of the basic damps which I believe give new direction is the traffic safety effort. Uaqr of there ffiqi you already know. Some of them I W*r tried to hammer bouse m coofer- that the tam be taken to efioa of It is there that ptffitic farmed and that's the place the support and anl to taming nriifuut trends ad sokrhig other disturbing this era. of wKf Russell McCfcre. Gqr Nmpr W Wichita, regrets ffiat Sam wcasMl him from appearing here today. He affiwd tint I fill his vfipssed and present has address. Wichita, Fantat affords mi tjmlhm example of a city where a thnvrmgh-cospg Mfay campaign has brought resafts. Every city has an eanrmnos stake is traffic safety. We Midwesterners are oot prone to brag, bat I tfardr we have met the aocidcat piiMiai with fortitude aud never with procrastination- Did yoa know that there Trafic Section 195 is a city of nearly aftflOO population where there is 100 per cent pedestrian observance of traffic signals? Wichita is word eaaay on a selected safety subject. A0 public schools have as an integral pari of their cmik.nlurn a complete safety edu that city. When a city continues through 16 years to win high places in National Safety Traffic Safety Contests, there must be a reason. Safety is individualistic. It should begin m the family and certainly the city, which is the first echelon of government, muse be the programming agency. What consti tutes a good safety program? I think that it has two principal ingredients; balance and complete public participation. A city is not blessed with unlimited resources and must, therefore, decide the merits and priority of each improvement or service. Balance is very necessary if those engineering improvements are to be located where they are most needed and will do the most good, if enforcement utilises fully manpower and equipment, and finally, if education realises general public acceptance. All mast operate as a team, afl assisting each other. D puUffig to gether. The faslnre of say oast viB destroy the effectiveness of the entire program Traffic safety is aa imqptqf part of sv city idnsiiamia. Wr hfiew in a trimly penoffiaod sarrim to mar otienji 10 derailment*, and Ah mdudes safety. cation program. The city has three scheduled radio pro grams daily cm traffic subjects and a public forum program is broadcast weekly with citizens participating. .Public address sys tems on police vehicles are used on the streets to issue warnings and attractive safety posters are used at all principal intersections in the downtown area. The entire community participates in the program. The Traffic Commission, com posed of 16 leading citizens, meets monthly and studies current traffic problems. These are public meetings and are attended by many persons seeking a hearing on traffic changes or with ideas to present for con sideration. After determining the need for traffic improvement, the Traffic Commisikn recommends to the City Commission and receive* its full support. The Chamber of Commerce lias an active and extremely successful safety rnmmin^ Many worthwhile traffic ini pfiu mu in i haw originated with this organsaataoiL. For example, they are now sponsoring aa off-street loading drivewav to serve nor largest high school and inter mediate school, and if past experience is repealed. I am sore that they will uot reduce their efforts until the project is a certainty. Every mk ckah, every Parenj-Tcachfr Arowsatiou, yes, every civic or public or- fneariai Wichita has a safety com- uitoe. The Boy Scoots and the Girl Scout> throngh --wgifc of numbers assist in MtoT f*ty aslivitim which require some hard work, ftarimtj the Boy Scouts sten- offid safety messages for pedestrians on ad wkmfla ia Vtichta Every mho station m Wichita uses at feast one safety slogan or safety message every boor throughout the day. Everv (heater show* safety shorts every day ad vertising safe ways to walk or drive. We have a well staffed traffic engineering divi sion. We are prood of our police depart High srfce wls hour traffic camrt* of their carp aal high affinal uaadenes arrested for traffic ~inhfir-- appear before this court comforted by stodcacs with a teacher and a police sergeant as observer*. Convictions usually bring a sentence to write a 5,000 ment ; enforcement is positive and without discrimination. A0 city officials and all diy employees are cognizant of their respond bilitics in providing safety in all facilities and in cooperating completely in the traffic safety effort. I could go on and on, but 196 34th National Safety Congress, 1946 l doubt if this is necessary X think you must understand by now that to us "the public is the thing.** Here lies the key to success. Paradoxically, Wichita ranks at the top among cities in the United States for per capita possession of motor vehicles and in 1945 was rated Tty the United States Bu reau of Labor Statistics as the nation's number one war boom town. For these reasons, traffic safety records are no small achievement. To safety-minded Wichita citizens, winning contests is only an incident. Sure, they like to win--they expect to win, but what really counts is that, as the result of Ikrir safety program, many children, many of their friends and neighbors are alive today. This to Wichita is worth more than the awards won. Hie State's Stake in Highway Safety By W. KAJiL HALL Manuals Editor. Mwmi City Globe Gazette and Cbm. Nat Com. for Traffic Safety In tbe past several years I have worked in many fields of highway safety activity. I might ate my newspaper editorship, my participation m our state Safety Council and my current position as Chairman of the National <"*"*-- for Traffic Safety, but only to indicate that no single task has carried quite the responsibility of repre senting the Governor of the State of Iowa in an address cm "The State's Stake in Highway Safety.** commentary on the Americap ability to work together. In my opinion, unless we can correct condition* through the existing state governmental structure, with the aid of techniques and devices now available, it is only a matter of time before the Fed eral government will assmne jurisdiction in tbe statutory regulation of highway safety. If that time arrives I doubt that any amount of screaming about "state's rights* win return our lost opportunity. This fact Perhaps toy deep appreciation of both alone might be considered one of the state's the honor and the challenge of the next priodpal stakes In highway safety. nineteen minutes is rooted in my firm be lief that certain factors combine to gri*e a state government the leading role in highway safety. At the very least, a state gets an equal billing with the individual highway user,`with the municipality and with public support organisations in this drama of deaths and injuries. Whether you insist that we have an all-star cast, or whether you arc willing to set a state atone in the spotlight's center, you -will agree that safe highway transportation is a shared effort in which every component has an opoitunity to prove capability. A state's unique position ip traffic safety is derived from its smicgir location as the center of legal and moral responsibility. Except for certain phases of interstate commerce, the Federal Congress has left traffic laws and regulations, and their en forcement, as the province of 48 sovereign states. Thai thirty' years of haggling and bickering has failed to produce completely uniform motor vehicle laws or completely uniform traffic control devices is a sad It is not unreasonable to claim that a state government has tbe most direct re sponsibility for the coordination of the official - highway safety program and the stimulation of local activity . is traffic safety. This is a natural outgrowth of the fact that municipal traffic ordinances often hinge on state laws, and that such impor tant items as state traffic law enforcement are resolved in the county aod municipal courts. It is obvious that. a state should expect more and better highway safety in minucpalitie* only if K sets a good example. The 1700 delegates to the President's Highway Safety Conference last May de veloped a pha of action which, it was hoped, would serve as a guide for those who have charge of brktging highway safety programs up to the standard which U essential for reaHxation of a permanent reduction in the traffic accident toll. This Action Program was not bum an a muddle of theory, ft was written by those who have the job to do an every section of our country. This plan, together with the seven Trafjic Section 197 technical reports of the Conference, repre will place the blame for failure of a high sents today's total fond of knowledge way safety program squarely on the shoul accumulated through our experience in the ders of legislative leaders. The average quest for afe highway transportation. To administrator will contend that special in day, little more cua be said or written on highway safety except as an amplification to some particular portion of these re terests, trades and pressure groups influ ence the law maker when he considers a matter of regulation. The popular hue and ports. Only time and further experience will cry against regimentation has made it make any material changes in that which is proposed as tbe way to highway safety. Included in the Conference recommenda tions are tbe successive steps which a state must follow if it has set its sight* on an objective of safer highways. What must a especially difficult to secure the enactment of traffic laws which even hint at the invasion of private rights. A legislator who will agree with the idea that we should have safe highways will hesitate before be will record his vote in favor of periodic state do? Pint, it must perfect its own official program for highway safety. No state measures up to all the specifications of the Preaidoit's Conference master plan. The difference in the amount of change needed to attain this very practical idol varies only m quantity. I am presuming that no one challenges the wisdom of the position that a state must set its house in order first before tbe municipalities or the general public can be expected to exert their full power m the same direction. Second, tbe process of '"setting tbe house in order* requires the elimination of over lapping safety jurisdictions and duplications of effort. It t* not uncommon for a state to have from sii to nine departments con cerned with regulation of the use of the public highways. If these departments themselves cannot agree nt either funda mentals or details they cannot expect a favorable response from the highway user. We have even seen the extreme of dis agreement h state departments over the type and color of clearance lights which Rxuk the width of a track. 1 con cite another state in which ooe department regulates vehicle and driver licensing, another deportment vehicle weights and widths, another department the hours of service of commercial vehicle operators and yet another department exerts general inspection of motor vehicles or re-examina tion of drivers at the age of 60 before issuing further license privileges. In con trast, legislative committees will point out that administrators have been given broad general powers to issue such administrative rulings as are necessary to carry out the intent of a particular statute. Under these conditions it will be claimed that the ad ministrator is not malting full use of the authority with which be has been vested. Frankly, my sympathies are with the ad ministrator--if he makes too much use of his power to regulate by riding he will find himself oat of a job when bis appoint ment next comes before a Governor or an Executive Council. Fourth, a state most take much of the initiative in seeking public support for its official highway safety program. Some of this support will be automatic when the public is convinced that the state knowwhat it wants in public safety and how it proposes to get it. Other SQpporY will cone only through a gradual evolutionary process, patiently educating the people tm til they can see ecooouuc gain as well a> social betterment in a single forward step. These four objectives are stated in ram bling terms. Were 1 to expect them to be a sufficient mapping of the route to high way safety 1 could be justly accused of evasion. Actually, these are the specific policing power. Such confusion con only steps: produce confusion as to what items con 1. An analysis and comparison of a stitute the official highway safety program. state's highway safety program with the Third, a state most agree, within its own family of departments, as to its fu ture course in attaining highway safety. Official steps may he made through only recommendations of the President's High way Safety Conference. This is largely a matter of self determination. There can be little question on any specific point A two "*"*: legislative action and adminis trative roles. Tbe average administrator state's driver license law either measures up to the standards necessary to achieve 198 34th National Safety Congress, 1946 safe highways or >1 docs not. We only fool oorsdm >f we read into our law the principles which are massing. To justfy a lack in oor law because in our state the situation it Ma little different'* is an open admission of weakness. This analysis is the first step toward coordination. Assistance is available to ns through one or more of the important supplemental highway safety programs currently bring conducted in the United States. tory its traffic accident prevention pro cedures by ccanparing them with those of its neighbors and in the light of recom mendations made for its own well bcing- Iu connection with Its National Traffic Safety Contest, the National Safety Coun cil is offering an analysis service of which any state can well afford to take advantage. The inventory is made at the time the annual Coolest report is prepared. When the judging is complete and the outstanding 2. When the analysis is complete, and coordination is about to become a reality, each state should bold a highway safety conference. This conference accomplishes the double purpose of advising the public of the outcome of the analysis and co ordination and inviting public support by encouraging public assistance in formulat ing the future program. To dare 13 states have held highway safety conferences stnoe May 10, 1946. Foot other States have set definite dates before the end of the year. Other states have agreed to hold a con ference bat are hesitant in naming a time. While I will acknowledge the gains which have been made in the past 4)4 months I . do not hestiate to ay that for % of the records .and programs arc recognized, each performance item on the report of each state is* tabulated. Thus, performance stand ards are developed. Possessing this information, along with the recommendations of the President** Highway Safety Confemce and those of various' organizations, such as the Inter national Association of Chiefs of Potaoz. the American Association of Motor Ve hicle Administrators, and die American Association of Stale Highway Officials, the Council can make a crtical diagnosis of the traffic program of aiqr state so requesting. Such an analysis was made this year of states to take no positive action since the national meeting on highway safety has all the earmarks of a disgrace. Such a lade of understanding is indicative of political ter ror, moral atrophy or mental stagnation. 3. Invaluable help In a state program can be secured by a full scale participation iu some of the broad and important supple the reports submitted by 33 states, ntiodmg the State of Iowa. Despite the fact that my slate was singled oat by the Contest Committee of Judges for the Soar Grand Award, the analysis report revealed many imperfections and deficiencies in onr traffic accident prevention program tom minor-and some glaring. You can be assured that this analysis was forcibly mental highway safety programs. The Na brought to the attention of each state tional Pedestrian Protection Contest is a department head concerned. good example. Every state must recognize the benefits of the Brake Emphasis pro White these analysis reports to states gram of 1945 and the Police Traffic Safety Check for 1946. Still closer to the imme diate problem of coordination and plans for are kept confidential, several governors have revealed the content of their report* for public scrutiny. the future U the National Traffic Safety 4. A state which wants and receives the Contest. greatest measure of public support for its There are times when a state must stand before a mirror and do some scrutinizing. highway safety program is one which gives its material as well as its moral endorse A state must scan its own official reflection for imperfections and shortcomings, par ticularly when these Imperfections and shortcomings may be taking the lives of the people the state is intended to protect. Self analysis is good, but not enough. Like people, a state needs to look at itself ment to the activities of a statewide safety organization. We have in existence today a sufficient number of examples' of state safety council supported by state funds to indicate that political domination is not necessarily a part of such support. Frankly I believe, as did the Committee on Or ganized Public Support of the President's through the eyes of others. A state must see`itself as it is seen. A state must inven Conference, that financial assistance for a non-official state safety organization is the Traffic Section 199 best way for a state to recognize the putyic nature of the enterprise. If this condition cannot prevail, it b no way lessens the importance of the safety organization, but it does intensify the need for the strongest possible Karting from a state government for the idea of an active state safety group. The stale's state in highway safety is a matter of the public welfare and of eco nomic stability. No government can over look the humanitarian problem which re sults from fatalities and injuries on our streets and roads. No government can afford the economic loss from these per sonal deaths and injuries, and the attend ant property* damage. In recent years, dwpte expenditures running into biOioos of dollars for highway construction and' maaoSenanee, the monetary loss from high way arilnitf has nearly kept pace. While oor hsgtiaij income has been the greatest in history we have dissipated it in property damage and, at the same tune, have suf fered the incalculable loss in human lives. If a state recognizes the extent of its stake in highway safety its program arul accomplishments will only be as good as its leadership. This leadership starts with the Governor, and goes on down through tiie various department heads and em ployees to the point where it has direct, on-the-spot contact with the general public. A weakness anywhere along the line may nullify the gains made at other points. A coordinated program for highway safely mcm consistent hard work and oo devia tion from the objective. The public roust be ready to support **a ceaseless campaign to give our public officials the essential laws, personnel and budget to operate an adequate safety program ....** This sup port can be expected only as a complement to a forceful, intelligent official program. Common sense will allow no alternative How We Did It (Fuad Diaamua) By rqxomtitm* from oty and ttte*wmnera in. the 1945 National Traffic Safety Contact Ditcmssion f rarfir.- Norman Damon, Vaoc-Prcn, Automotive Safety Foundation. Pnrtidpamls: rank O. Bayne, Dir. of Safety Edu cation, Wichita (Kam.) Police Dqt Majou J. H_ Boice, Chief, Lynchburg CVa.) Police Dept James Owe, Mgr., Buffalo (N.Y.) Safety Covad. Jem Hamy H. Poem, Chief Jnaticc. Evaiwmn (HI.) Municipal Court. \Y. Howasn Skazt, Eng,, Craurtiim State Hwy. Dept Jack W. Sowamo, Asst Mgr, East Bay Chapter. NSC Oakland, Calif. Catt. A. F. Tumvle, Chief, Texas Driver lirrasc Dhr. Cam. T. Bauky, Exec. Dir, Utah Safety Ovaol Bear L Woqbcock, Dir., Safety Educa tion Dhr, Iowa Dept Public Safety. UR. NORMAN DAMON : I u. * lie to pay mj personal tribute to the. win ners. They set an example that can well be followed with profit in each state and each community. These men. represent the leaden in traffic safety for 1945. I hope that n 1946 all states and all cities will cqnaDy become leaders. 1 would filoe to point out to all of you hat I believe the NTSC provide* the best naming inventory that any state or any day couM auk as a measure or a gage of pnmm or of backsHdmg. UK. BAYNE: In 1945, Wichita won the gzand award m the Traffic Safety Con test. I think I can tell you how we did it m aboot two>word*--hard work. We drove home safety' education every minute of the day in every conceivable manner to all rliNiru of people- and if you really do that, ladies and gentlemen, that's work) he Jax of 1944, we lost the services of our traffic engineer and were unable to replace Un until November, 1945. So, wittier the mivkes of a traffic engineer an Mi m had to redouble our effort in 200 34th National Safely Congrats, 1944 This was done with the 100 per cent co operation of all civic dubs, the Chamber of Commerce, the schools and even the churches, where 75 per cent of the pastors admonished their congregations to drive and walk safely as they left their respec tive churches. The program carried on in Wichita can be followed by any other city. We feel that we have a long way to go before attaining perfection. 1 think that all dries can improve their safety* program by ex change of views and ideas with other cities. We in Wichita are ready at all times to exchange oar plans with those of other dries, not in rite spirit of "We are the winners of the grand award,** but in the spirit of bdpfiitness and friendliness with everybody; in the hope that the ex change of ideas may improve our respec tive programs, and that our program may be so designed to be of greater hdp to us all in saving more lives in this humani tarian work we are all engaged in. MAJOR BOICE: The third paragraph of the pamphlet "Amelia's Traffic Safety Champions,** under the heading of Lynch burg, Virginia, I think will explain to you how we accomplished this feat. This ^sen tence merdy says this: "It is interesting to note that despite the manpower short age, 75 per cent of the total uniformed force spat at least 50 per cent of each day working on traffic** Now our theory is simply this: every uniformed man we have in our department is a traffic officer. Despite the fact we have a Traffic Bureau, we do not allow an officer even on foot patrol, to pass up any traffic vio lation. We supplement the Traffic Bureau with uniformed patrolmen. We carry it one step further and do not allow plaindoEhesmen to pass up traffic violations. It might be interesting to you to know that I have to appear in court myself a week from Friday on the case of a drunken driver violation. 1 think that every chief of police should set the example for his men to follow and should insist that his men abide by the rules and regulations and by the ordinances of his city. We are meticulous on that point We maintain a right chain of com mand. I realize wc are a small dty as com pared to the dries represented here by other members of the panel Our Traffic Bureau consists of eight men to start with, but one of tho&c men has the duty of keeping in contact with the newspapers to promote safety; another one with radio stations to promote safety; another one keeps in touch with the civic dubs and P.T.A. Association, and we have assigned cadi man to some specific thing to pro mote safety right down through the whole category. For instance^ the man who con tacts the newspapers, preserves all the dippings that pertain to safety in our local newspapers and at the end of the year, he has that file and it is a tremendous bdp in making out our report. MR. CORK: Cooperation is responsible for the fact that Buffalo won the honor of being tbe safest dty of SOQJXX) population or over last year. We have what is known in Buffalo as a Board of ^Safety. It is comprised of dvic members interested soldy in the activ ity of traffic safety. That committee meets every week formulating, discussing, and approving plans on traffic safety. Many of the requests that come in from the public are received through our organisation, the Safety Council, and we in turn pass them over to the Board of Safety. We feel that the greatest credit for winning that award perhaps should be given to tbe police department They have done an outstanding job. They made something like 2300 arrests for traffic in 1945. We have a squad of about 350 motor vehidc am that patrol tbe streets constantly. Our automobile association has dooe a remarkable job in school patrol works; in furnishing patrol badges, and various kinds of material to educate students who arc trained by our police officers. They also furnish posters and literature of all types to tbe schools in Buffalo and all through out Erie County. A great deal of credit can go to our radio and newspapers. Last year we at tempted to put on a program for a 13 week period m which the radio stations participated. However, dne to the Presi dent's death, and the ending of the war. we did nee finish out that particular phase of our work. We felt, however, that it had dooe a tremendous lot of good. It readied everybody in the home as well as the people on tbe street Traffic Section 201 Our newspapers also helped us in bring which has changed our picture one single ing out traffic violations in picture form whit. We kept the heal on in traffic law- and in news items and various other ways. enforcement. We have kept an intensive We of the Safety Council last year con educational program. Our engineer iv pro ducted about 200 meetings of all types. gressing this year. We have eliminated We never let a meeting go by. Through in the main center of town a fountain and our PTA's, the women's clubs, the Boy that straightened out the kinks in the main and Girl Scoots, and any other type of traffic. Complete candor requires me to organizations we could reach, we stressed say that this year since die 18th of Janu the value of their cooperation with m We ary, we have had three traffic deaths. feel confident, that if tbe spirit of coopera MR. SOWARD: On the 1st of Octo tion can be obtained in the cities in which ber. a new captain in our Traffic Division you work, there is no doubt but that acci requested us to outline a program of dents in traffic will be reduced. intensive selective enforcement an-' selec JUDGE PORTER: As you know, our tive education for the -remaining three Traffic Safety Council commenced about months of the year. We could not, 1 re the fall of 192& We reached, I think, the gret to say, do all of the things the new* raaxmmm peak of enforcement along about . captain wanted us to do, primarily because the year 1911. and we have generally in of lack of finances. However, within the Evanston held the level of enforcement ai division, the Police Department arranged that peak ever met. Complete candor re to take care of many of the things that it quires me Co idl you that during the year was not possible for us to do. |9tS there was on change in our program The radio stations, the newspapers, and Oar edaatiaanl program has been for all the other agencies of public information many years now, intensive; That program gave us whole-hearted cooperation during did not change, and in short, 1 have spent the remaining three months of the year. an boar and a half talking with tbe com On October 1. the traffic death rate for mander of our Traffic Division of our the City of Oakland was higher than it Police Department in Evanston, prior to had been the previous year as 91 persons coming to this session, trying to pry from were killed. The three mouths of selective him. some one thing that has been dooe enforcement and three months of educa in our city in 1945 that was different from tion paid off as It reduced tbe death toll what has been dooe the year before or m from 91 the previous year to 69. Those any year before. He was at a complete 22 deaths were saved in the last three loss to explain anything new that had months of the year which shows definitely happened bn his department From Novem that intensive selective enforcement and ber 30, 1944 until January 18, 1946, or a iatauhre selective education can do it. period of 13 months and 18 days, we went We are still carrying on the same type without a single traffic death in a city of of program, not so intensively, bat we will, 70.000 population, swollen by the war to during the Last three months of this year, 82,000. Our city has long delayed furnishing us with a proper buQding for carrying on the do the same. At the present time, our death rale is 6 below last year, which, in turn, was an improvement over the previous police court activity. This year, as dis year. tinguished from 1945, they finally have CAPTAIN TEMPLE: 1 think the pri- have given us a new city hall building, i raary things that led to the winning of the have never seen anything that was so ut first place award in the Southern Region terly amazing as the attitude of those people who come into the courtroom in were public education and state-wide en forcement Even though our highway pa this building. The room is exceptionally trol was only 75 per cent of full strength beautiful. A considerable amount of mooey during 1945, the job was carried on b> Ka< been spent on it and in contrast with each man working longer hours, making the attitude of the public ,in the old build ings, we have an entirely different jitialioo more accident investigations, making more arrests, malting more warnings and travel now to handle in the courts. ing more miles. However, I might say that nothing has In addition to these things, numerous occurred during the year 1945 in our dty police schools were carried on during the 202 34tk Notional Safety Congress, 1946 year. Each returning veteran tn a de partment was placed an a retraining school. Several schools were bdd lor traffic officers from the various stale departments in the state. It was primarily public education. We think that is responsible lor the record made by Texas in 194$. The Texas Safety Association gave as their wholehearted support and coopera tion in reaching the people of oar state They not only have provided time on the radio and press releases for contacting the people, bat they have assisted U*e Depart ment of Public Safety in the distribution of three quarters of a milium pamphlets cm safety education. They have assisted the department in placing a driver training course in more than 200 of our high schools. They have assisted us in all types of the traffic schools that have been con ducted and have cooperated with the De partment in tnakyig the State of Teas a safer place in which to drive an automobile. The traffic courts of our state have made the penalty known to all drivers when they are arrested. That has helped to a great extent is holding down aocidculs. Our Accident Report Section has been reorgan ized and better use was made of the rec ords in 1945 in selective oforceamat and selective education. Those things, we think, led to the win ning of the first place award in the South ern Group of Stales. MR. BAILEY: We started oar traffic safety program in Utah in 1939, and at that time the governor of the state organ ised a traffic safety council. He set op a Traffic Safety Coordinating Committee consisting of leaders of various deport ments. Since that time the efforts we have extended as a state organization with* the cooperation with the cities and various civic groups, have gradually developed a public consciousness of the seriousness of the traffic situation. We recently completed a Governor's con ference. We had represented at that con ference $6$ people representing 91 of oar cities and all of oar connties. We feel that through their cooperative effort, we have been able to do the things we have done. I am speaking of 1945. We arc looking forward to a more aggressive year in 1946. There are three essentials as I see it, in trying to curb traffic accidents. The most important is stringent enforce ment of the traffic regulations. That is the qukk-rahge method of getting results. That can only be --* through the cooperation of various police departments and the justices and judges. The second, of course, is education. We have a fine cooperation from the pros. We have 66 newspapers an the state that belong to the Utah Picas Aaoewtio^ and they have pmi os an watirtnl -- of space in their medications. The sty press have done likewise. We bare an adnmffif driver Beaming bureau. We have strpped up the require ments for driver iiwmim We bad a lot of opposition to that, but nevertheless it stuck.. MR. SHARP: The State of Connecticut has been fortunate in receiving over the past several years, nz awards rod three honorable mnginm for Its traffic and safety work from the National Safety r"*m"1 The traffic division of the State Highway Deportment docs not dun to be the agency solely responsible for these awards, bat we do fed that the traffic engineering work carried an by the traffic engineering division is a definite contributing factor a winning these awards together wkfa the cooperation and coordinated effort of the other state agencies hnerested tn traffic and safety'work We fed that the tutrnthl functioning of our' traffic engineering division is due to the practical application of the theory of traffic engineering and also the research work which is confhunBy being carried on. One of the basic research fmsetioms of our traffic engineering dhinog uhhh m fact should be a function of every traffic engineering agency, is the anafrrsis of high way accidents to determine the factor which may be contributory to the mxhhiit by the highway, by the vehicle, or by the driver. We have in our files a card system showing the analysis of every accident occurring on stats highways for tho past six years. The facts gained from this traffic analysis are used to a great extent m determinmg design features, location and method of delineation, has painting, and so forth. We also maintain an accident spot map which is continually watched for the development of an ucruhut "hot spot," so that we may be able to take the neccs- Traffic Section 203 sary steps to correct conditions before public sentiment is aroused. It is felt that the proper use of a few signs is more advantageous to .the safety of the highways than the use of a great many *p* which is a habit quite easily acquired. With this in mind, we instigated a sign inventory system whereby a record on a p**4 onl system is maintained of every sign in the field. This record, of courety as not made until after a desig nated of the state has been inven toried by a tnned man to determine what signs are needed and to see that each sign is t,MrW to convey a definite message to the public Our highway system is 7$ per cent cotspktp under this system, and we have bens able to riusmate approximately MHO tigs. As yet, we have not received iDphixi from the motorists or eoforce- <cut or local traffic authority doe to tiie lack of adequate signs. We have limited the use of special signs and over- -jgrrr through a study of the exist ing cmuStioos. It is felt large signs should be fhml to indicate the condicioa to the twwluiy g| a high rate of speed far enough in advance so he can bring his or under control to execute whatever may be fufuired All which are used oq the state highway system with the exception of parking **g"* are reflective so tbat the some inner may be conveyed to the driver at night that is conveyed daring the daylight hours. We 3000 miles of line painting on the state highway system. Kncp m mind that Connecticut is a small state. Three thousand miles comprises a great proportion of our total state highways. Tn addition to center line painting, we rffwhiii shoulder lines in areas where there arc no sidewalks provided, but where there is quite a bit of pedestrian traffic along the rand. I might explain the ver nacular I ose here of "shoulder lines.** In a 'great many of oar rural areas where there are schools and where the areas can not financially afford sidewalks, we is Con necticut, a cooncctioD with oar regular highway construction, maintain a hardened shoulder. It may be an oiled shoukkr which in proximity to schools, churches, and Idee that, "h for the safety of pedestrians. We place a white line on til- edge of the pavement so that the pedestrian can use what would be normally called a shoulder area for walking pur poses. Since we adopted that principle, I do not recall having any injuries of pedes trians within the marked area. There are also maintained stop signs at all side road intersections on the state highways, as practically all of our trunk lines are considered to be boulevard stops. Guide lines approaching all channelization installations in areas where the roadway may he restricted by bridges or under passes are maintained Prior to the final drafting of plans for new construction by the design section of the Highway Department, the traffic en gineering division was given the oppor tunity for reviewing these plans to deter mine whether the design of the intersec tion would handle the traffic with the least amount of accidents. I am happy to say tbat the cooperation between the design section and the traffic section and the re sults obtained are gratifying and certainly result in a safer highway. MR. WOODCOCK: We in Iowa have a lot of problems. To teO you how we happened to win the grand award in I94S, I would lake to say this: such an award doesn't just come. It isn't through the effort of one organization or department or division that such an award is won. Oar real program in traffic safety began in 1939, and it has been increasing ever since. I would say in making a generaliza tion that the award really was won becaase of the complete cooperation of all state departments, of the State Safety Council, and so forth, with extra cooperation from the Highway Commission, and I don't know how many engineers. We might take s poll of pokce chiefs here and find very few. but wc have two of them from Iowa. Our highway commissioners are here every year, and they attend all of oar confer ences in the state. Then, our Educational Departmait, in cooperation with the High way Patrol, is responsible for thousands of speeches in service dobs and all types of organizations. But, I think that the traffic coolest it self probably has done more than any other medium to promote the program of safety throughout the whole state of Iowa. The state working with the cities and the 204 34tk National Safety Congress, 1946 cities in turn working with the state, all pull together to reduce the accident toll in the State of Iowa. Just generalizing, it is the complete cooperation of all state or ganizations and then the grand help of alt of the members of the national organia* tion that has made it possible for ns to win. Diacnsaion JUDGE HILL (Dallas): We pass `iwel laws, give a man a Arte highway to travel on and a powerful automobile oat of which he can get an excess speed over the speed limit, and then wc expect him to observe that speed law. I would like to ask. wouldn't it be. much more simple for the automobile makers to put a governor upon that which he could press and regu late his speed? Most of the people I catch for speeding do so unintentionally. Wouldn't it be practical and possible for the automotive engineer to place a gover nor on a man's car and when he gets hi tlte 45 mile zone, he could press a button and he would have a 45 mile speed. If he is in the 60 mile zone, be does the same thing. He would be automatically within the speed limit Is that practical? MR. DAMON: l ub not an engineer, but the engineers have been able to answer most questions with respect to car manu facture. I can only quote to you what General Knudsen. former President of Genera] Motors said at ooe time; and this goes bade to public opinion; "If the public wants cars with governors, we will bufld them with governors." I think if you could assure the industry that today people will buy cars with governors; that they wouldn't tamper with them; that they wouldn't disassemble them, and that you could enforce that in the 41 you could put governors on the 2S.00QJX)0 cars now on the road. I frankly dart know whether we would grin or lose because obviously if you have a car from one state on the toad with a governor and you have another car along side of it and he doesn't realise in die r*ft~T maneuver that the other car does have a governor, you are going to pOe Ifaco. <v bnd-o*. I think perhaps those who are traffic engi neers realize that in the r there is an extraordinary mall fraction of time, a small margin of safety left by da time that clearance has taken place. I think the suggestion is one that can't be answered categorically by saying "No, it couldn't be dooe," or "Yes, it should be done." I would like to call on someone else to express airy views oo it. JUDGE HILL: What would you need in the way of public opinion to convince you dot that is practical? MR- DAMON: Public opinion that would pot governors on the 2S.000.000 vehicle now on the road, would presum ably require state laws in 48 states. Does that answer that part of it? The question is in two parts with respect to the practica bility of first, putting governors on new cars; second, the question of putting gov ernors on the cars now on the road. Oth erwise yon would have speed differentials that crate a passing hazard far in excess of the hazard now eadstag. MR. CLAUDE STUBBE (Sc Paul. Safety Engineer): Is it required by the Department or Education that safety edu cation be a part of the school curriculum in Kansas? MR. BAYNE: No, it U not required. During the past two years, wc finally got to a pant where the Director of Education in the State of Kansas made a few passes along that lane. We have safety education in only 35 of the Kansas high schools, but I do believe we arc on the road to getting progress in that direction. MR. STUBBE: Do you believe the Fed eral Government should require all states to adopt that in their public education. MR- BAYNE: Decidedly so. I think the majority of sa* 'y men would agree with me on that. MR. BAfLF V: In the State of Utah it is a requirement for teachers' certification. They are required to have'certain credits for safety education before they are certi fied as teachers. MR. HODGES (Grew Britsto): Bear ing m mind the <Efcrm numbers of vcfcsdcs, difference* in jnpnlslimi. differ ence* m donates and variant things of that land, how do you nonage to judge them hnpartnffy? I was aery moemd la the remarks made by Chief of Fobs Boies. In Great Britain: we have some 250 Chiefs of Police and Sloan without mpriqpc every one of *Mbr W4iJ Ik movement. Traffic Section 205 and. if 1 tell you that out of those 250, nearly 100 of them actually acted as local secretaries to the local safety council, you will see we have a great deal of help from the police. MR. DAMON: That is one question we should refer to the International Associa tion of Chiefs of Police in this coentry. They have a Safety Division which is doing a very effective job and this past year carried no ooe of the most effective nation-wide programs we have had. JUDGE POWERS (Akron): I have been disappointed that we haven't bad an educator on oar panel. If public opinion and public support are needed to cut down our traffic accidents mod traffic fatalities, why dup't wc begin in our schools? Why don't we give full curricular credit for teaching safety education and driver training? It has been proved in Cleveland. They have tested it oat They had 1800 persons who bade it in a certain high school. They traced their driving careers. After five or six years out, they found this group had less than 50 per cent of the accidents and deaths as against another controller -cup of the same number. If. we can cut d` . traffic accidents 50 per cent by resorting to that simple expediir.t, why don't wc listen to it? Why don't we do something about it?. MR. DAMON: I would like to point out there arc two questions again involved in your own que ion. Ooe, (be matter of public opinion that will hack an educational job in the school; and second, the accept ance of that responsibility by the educator. On the first question, my attention is called to the fact there will be a public safety session tomorrow morn ing. I thank you will find that topic fully explored I would also tike to call attention to the fact that the National Committee for Traffic Safety, including 64 organisa tions in Sts membership, has just accepted am assignment to support driver training and driver education in the high schools in'this nation as one of their major proj ects. MR. WOODCOCK: Perhaps you didn't notice I happen to be the Director of Safety Edocation. One of oar leading sec tions is the Educational Section. Public opinion of course, as the other men told you, through press and radio Is important In the Iowa Teachers College, they have a safety course for teachers and we are on the road to making it mandatory tliat every one graduating from teachers colleges will have to have credits, probably a minor, in safety education. They are going to have a practice driver training range available for adults in the communities, high schools and so forth. Teachers will get driver training and then they can go out and teach. In Iowa, there are 300 schools that have some form of driver education, and our experience has bum as you mentioned. We have cut down the accident rate. Wc will not get anywhere until we train drivers and 1 think that answers the speed proposi tion. Speed is not one of the main hazards. It 'is not the cause of accidents and I think we are up the wrong tree when we chop down the speeder altogether or try to regulate automobile speed mechanically. The engineers will tell you that we can build the safest highways in the world and you can go out and kill yourself on them, and you can do the same thing with the safest automobile. Certainly if anybody drives 50 mites an boor in a 35 mile zoue, he doesn't know what he is doing. We won't get any better unless we train them first. Until everybody is trained to drive an airtpcwhite and know what they arc doing and can pass a comprehensive driver's examination, you are not going to have safe drivers. MR. BAILEY: At the Governor's con ference in Utah there was a recommenda tion by the Educational Committee which consisted of leaders of our educational group. They recommended that they de velop and have in some of the schools now, a driver educational program as an extra-curricula. They recommended, too, a behind-the-whee) program with the un derstanding that many of our civic clubs will provide cars with dual control as a civic dub contribution to many of the school districts to carry the program through. INSPECTOR MILLER (Washington, D. C.) : In 1939 we passed a pedestrian regulation, after we had submitted the program to the public and found we would have public support. Wc went through with an educational program for several months and then we attempted to enforce Z06 34th National Safety Congress, 1946 il. We increased our enforcement until we reached the peak, I believe in 1944. Since that time, it has levelled off a little bit, but now we think that we have good observ ance It is good, for example, in the down town section, bat in the outlying sections where traffic signal* are somewhat scat tered, not as good. This year, our program seems to be more effective than usual, in that our deaths so far are much less than they were at the same time last year. At present, we are carrying oo more of an educational program than an enforce ment program. The radio stations are co operating and have given 6* more time than wc have ever had in the past. The newspapers carried on a program the brat part of August and on into September. In the District of Colombia, we went 23 days without a traffic fatality, which shows what you can do if you intensify your program by use of the radio and news papers. But, don't lose sight of enforce ment. We stepped up the enforcement, not only with the pedestrian, but the drivers. We had more traffic cases the first months of this year than in all of 1945. JUDGE HILL: What is your pedestrian percentage of deaths as compared to all deaths? INSPECTOR MILLER; The average city percentage npu around 67 per cent to 70 per cent. Oar percentage of pedestrian fatalities in the District of Columbia was slightly less thap 79 per cent and a frac tion. UR. DAMON; D*ck Barnett, Secretary of the Safety Contest will give >eo a summary of what the discussion has cov ered. MR. BENNETT: I think by and Urge our pond members an-' members of the audience have put a stamp of approval oo the words of ooe of our earlier speak ers, Mr. Darr, that public support is abso lutely necessary. 1 know from my own personal observation that none of these cities and states that won in the 1945 contest got way out m front of the public --they took the public along with them. That is bow they woo. Another thing I notimd was that every spcihrr toed the word '`cooperation." Some of *t>** it mmyr, many times. 1 fhdt thst it important too. Another point they mentioned was bal ance. I think Bert Woodcock said no one department conld take credit for H. You have got to have balance. The National Traffic Coolest helps get balance. It shows the weak points and shows where the sec tions of yoer over-all program aren't up to standard. As Mr. Damon told you. the National Traffic Coolest, does provide a measuring slide It is an inventory. We arc not inventorying you; you arc inven torying yourselves in comparing the re ports. I hope yoa all do. TUESDAY MORNING SESSION October 8, 1946 Group Session tor Police Presiding-' Caft. William L Gdotk, Safety Eng. DepL, Virginia State Poljce. and Qum, Police Div., Traffic Sect, N. S. C. Why Investigate Traffic Accidents? By PROFESSOR J. L. LINGO Director, Public Safety Institute Purdue University The value of accident investigation as an important phase of any traffic accident pre vention program has been generally recog nized and accepted since the theory was first proven through practical application in Cleveland and Evanstoo nearly twenty years ago. Most of us arc familiar with the usual claims which are made regarding the values and purposes of accident investigation. We know that accident investigation is the very foundation fipon which most of our really effective traffic safety efforts are based. We know that it is the only method yet foend Traffic Section 207 to adequately get the facts so oecessary for doing enough in traffic safety to justify use in our programs of enforcement, en malting a report? Does it mean that the gineering and education. police departments in two-thirds of our We know that accident investigation will help to determine if law violations art com mitted and, if sow to collect evidence which will support a prosecution. We know that it is the only way we have to gather factual ia/oniahnn oouL'eming1 the circumstance9 cities are ashamed of the job that they are doing and want no record made of it ? Does it mean that over seven hundred city police departments arc just not interested in conducting a sound traffic enforcement program? of accidents which can then be used id pre Whatever the meaning, it dearly indicates venting future accidents (he need for drastic improvement in t>c Before we can discuss the reasons why we should investigate traffic accidents, it becomes necessary to analyze the entire problem in relation to what is being done majority of our tity police departments. It also serves to characterise the past and present conditions regarding this important problem. and what needs to be done. In other words, if we are willing to accept the premise that accident investigation is the very founda tion for all effective traffic safety effort*, how well have we accepted our responsi bility for doing the job ? lust where do we stand today in regard to the use of effective aeddent investiga Id order to be effective, the results of accident investigation must be translated into practical summaries and reports. These ' summaries and reports must be placed into practical use. What about the uses that are made by our police departments of the reports and records obtained through acci dent investigation? tion techniques by our city and state police Again referring to the National Safety departments? This is certainly one of the Contest for 1945, we find the following in- questions that must be answered before we teroting summaries: (I) "Enforcement can proceed with our general discussion. planning was based on accident reports and It is quite evident that the police of this country' are doing a very poor job of acci dent investigation today. This also implies that the police are doing a poor job of the other traffic enforcement activities that must be predicated on the facts gathered -iirough proper investigation of traffic accidents. I seriously doubt that there are a hundred police departments in the country today who axe conducting truly effective traffic accident investigation pro records in slightly more than half of the cities over 250,000 population but in only* quarter of the cities between 2S,000 and 250,000 population.'* (2) "Only about onefourth of all cities indicated that accident reports and records were used for educa tional purposes.** Again wc must keep in mind the fact that wc are referring to only about one-third of tQ does over 10,000 population, who were sufficiently interested (o submit reports in the Contest. grams. Whether or not you agree with this esti mate, the important fact is that, individually and collectively, the police of this coontry bit not yet fully accepted and lived up to their msponrihflatiss for saving lives and conserving property through sound traffic law enforcement. In the stale section of the National Con test the reports also showed serious weak nesses in the uses of accident records. A quotation from the reports states: "Rela tively few slates made special tabulations of accident data for enforcement planning and only about a third use special summaries for this purpose." The repents submitted by states and cities For nearly twenty' years wc have agreed enrolled in the National Traffic Safety Con that accident investigation is a ve>y valu test further substantiate my previous state able and important technique, that it > ment regarding the poor showing made by basic to the entire traffic safety program of most of our police departments. Of the nearly 1106 cities in this country with 10^000 or more population, only 380 any state or city. Yet with alt of our agreement, its practical application 1ms been sadly neglected. or about one third submitted reports in the Unless this responsibility is more gen 1945 Contest Does this mean that the other erally accepted--unless the facts about acei two-thirds, or about 700 cities, were not dents arc better obtained and used--most of 208 34th National Safety Congrtst, 1946 our efforts to pbce accident prevention oo a factual basis will prove futile. What then, do wc need to do in order to correct the present difficulties 'and place accident investigation on the plane where it belongs? How can wc make police admin-, istrators and police offieem more conscioos of their responsibility in this fidd? Perhaps the best answer to these ques tions lies in again pointing oat certain of the present weaknesses that exist in many of our police departments today. The weak nesses would range from poor attitudes oo the part of police officials in certain de partments to complete lack of equipment, personnel and training in others. In my work, a part of which consists of making traffic surveys in various cities, we find city after dty where such weaknesses have been allowed to continue for years. One of the very surprising factors in this regard is that, in many instances, the police officials of the city are not aware of or arc not interested in the conditions, that exist Many city polite departments still oper ate under a policy of ignoring completely those traffic accidents in which no injury <y death occurs. Others limit investigative attention to those accidents in which there is death, serious injury or where the com bined property damage is $25 or more. The fallacy of this policy is obvious but it is still the established procedure in many de partments, with tbe result that only a small part of the city's accident picture is known. We have found city after dty where only a fourth or a third of their traffic accidents were even reported to the police. This, of course, means that even a smaller number were investigated. Most of us know tbe advantages to be gained through complete reporting and in vestigating of aeddents in any dty or state. There is no mystery about the methods that can .be used to increase such reporting and investigating activities. Wc know that there are many police departments who have done an excellent job of getting tbe public to report aeddents immediately, through the ' use of an immediate reporting ordinance backed up with proper public education. Another weakness which wc frequently find involves the quality rather than the quantity of accident investigation. This is the condition where the department is re ceiving a high number of aridcat reports and sends squads to the scene to investi gate every accident. The weakness ties m the poor quality of the investigation that is made at tbe scene and in the poor report that is prepared by the mvestigalmg officer. While drivers' reports of accidents are known to be almost useless from a real factual standpoint, we have also seen many reports made by police officers that cer tainly do not provide much baric infor mation. Tbe reason for this condition usually in volves the attitude of tbe individual officer. This attitude may be based an many factors but is generally due to a lack of knowledge or understanding of the importance of fees particular job. This, of course ri| indi cate tbe definite need for better admiiwstradoo and training In the department. Overspecialization in traffic work, lack of proper equipment, low salaries and many other factors play mnimportant role fat moulding the individual officer's attitude toward tbe job of accident investigation and traffic law enforcement generally. Many times, the poor attitude of a police officer toward accident investigation is doe entirely 10 the practice of the department of not malting the proper use of accident reports and records. This may be due to a lack of understanding of the value of such records and to wbat uses they may be pot by the department On tbe other band, the officer may know that the time and effort spent in 'investigating accidents and in the preparation of reports will prove futile because the reports are not used to any advantage. This factor, I feel, b probably the great est weakness in tbe traffic safety efforts of most police departments today. They either make no effective use of the facts gathered through accident investigation or they fail to properly acquaint the individual officer with the uses that arc made of Ms reports. Wc have seen that there t) much room for improvement in our efforts, both col lectively and individually. We must realize that the time has come to stop kidding ourselves about tbe place and responsibility of- law enforcement in the traffic safety field. We must make realistic answers to these questions and sincerely strive to elimi nate the conditions that make such weak nesses possible in oar state or dty. Trmfc Section 209 Wc ma aft realize that accidents cat< collective police responsibility and nor just be reduced kxawc, in a true sense, they the problem of a selected group within the are not natty arridumi Too many of us department. This, of course, implies more bare keen riunha% of accxhwti as some thing bound to happen and accepting a defeatist actatndc aksn reducing them. At* effective coordination of all police activities and a broader concept of law enforcement generally. It means a change of emphasis extents, in the mam, are mated, and usually some rirdariou nr tjohoun of law arc in tbe trend toward over-specialization in traffic work which has been responsible for involved in the canes. Because they are nosed, they can he controlled. Such control depends tpos the ihnoutincu with which many of our present difficulties. We have, in many departments, carried specialization In traffic activities to the point where less the police attack the problem of investigat than a fourth or fifth of the potential police ing the occurrence and reporting the facts cnforccmoit capacity is even expected to be whadi they discover. Perhaps it would devoted to traffic activities. improve oar thinking along these lines if ere changed oar terminology and substituted Bruce Smith, an eminent authority on law enforcement, has stated: '`Strenuous efforts anothrr word for auidrntf strongly fed that tie police depart have been made to convince general patrol officers and specialized traffic officers that ments of thb noontry should make a sin each should play the other's game. Such cere and realistic effort to evaluate thtir efforts have failed, in large measure, be traffic eafoveemaa activities m relation to the nationally recognized standards recom cause the generalist lends to be distrustful of the preoccupations of tbe specialist, mended by the Presidate*s Highway Safety while the specialist tends to narrow down, Conference. If they do not meet tbe stand rather than to widen the scope of his in ards, every possible means should be taken terests. If the functioning of the police to make the necessary changes. Every police department should enroll and participate m the National Traffic Safety force, or any part of it is made dependent upon the closely articulated action by a number of specialised units or bureaus, the Contest- Whether or not tbe city wins an failure of one may destroy the effective award it of little significance in relation lo tbe valuable services which it receives through the analysis of its report and the followup assistance which is available from the National Safety Goaorfl. Every polka department should take ad vantage of tbe survey and in-service as sistance programs available through the International Association of Chiefs of Police Traffic Division, the Automobile Pro tective and Information Bureau, various ness of all." In concluding our discuisioa it might be well to return to our original question: "Why Investigate Traffic Accidents and try to point out some of the outstanding advantages from die standpoint of the police department and of the individual police officer. Accident investigation, property used, on be of great benefit to any police department. We have already seen some of the weak colleges and universities and oilier agencies. nesses that are sure to exist when law Every police department should recog enforcement is based on opinions rather nize tbe value and need for adequate trail than upon facts. These weaknesses are not ing and should utilise tbe services of the many organisations which are capable of limited lo enforcement alone but arc sure to be found in alt of our efforts involving rendering assistance in tins important field. education, engineering and legislation, a- In many departments the job could be well. greatly improved by the development and use of more dficiewt policies and procedures and by more affective administration. Police administrators must accept the How, for example, could we hope to re vise our outmoded dty ordinances unJes> we have the facts about what is needed ? Accident investigations can provide a large reality of traffic law enforcement as an integral part of modem police work and not consider it as a stepchild to be kicked part of these facts. How could we conduct a selective educa tional program for pedestrian safety unless around by "ward heelers,'* so called "traffic experts'* and other amateurs. They must we know the facts about pedestrian accident experience ? Accident investigation can pro realize that traffic law enforcement is 9 vide these facts. 210 34th National Safety Congress, 1946 How could wc determine which of our intersections need engineering attention un less we know where, when and how our accidents are occurring? Accident investi gation can give us this infoi (nation. So then, the most important answer to our question is that effective accident in vestigation will provide the facts upon which all of our efforts toward real acci dent reduction are based. Most of us arc primarily interested in the enforcement phase of the traffic safety problem. We could spend many hours of discussion on the great number of advan tages to be gained for law enforcement through effective accident investigation. In general, these advantages are the same as would accrue to any business project that was being operated on an efficient and factual basis. Some of the more important advantages to be gained through effective accident investigation are: 1. It raises the standards of police per formance and brings law enforoemoit nearer to the professional status that it so rightfully deserves. We bear a gnmt deal about profession alization of the police service today. One of the retarding factors in this regard has been the enthusiastic; but often premature attempts to apply the word "professional" to policing without sincerely facing its im plications. Factual accident investigation, properly used, would do much to assist the police in meeting the implications and re sponsibilities of professionalism. 2. It shows the public that the police are aware of their obligations to enforce the law and to protect life and property, thus resulting in better public support and im proved public relations. In other words, effective accident investi gation and its related activities in poticing, provide one of the best media for public cduatian and for obtaining public support for the needs and objectives of the police. When higher salaries or more expensive equipment is needed, the pnbltc will sup port tbe police only if they are fully aware of the reasons why such things are needed. 3. It provides for an effective utilization of police manpower and equipment on the basis of real selectivity. We all are familiar with selective en forcement and the advantages to be gained from basing our program on the facts about where accidents are occurring, when they are occurring and the major violations that are causing them. The importance of selective enforcement needs no further elaboration ou our part today. 4. It creates an attitude on the part of the driving and walking public that acci dents are not merely individual affairs but that they arc likely to result in action by the police. In a sense, it protects the in terests of. those who arc the victims of a wrongful act or violation of law. It seems incredible that many police de partments today will arrest a dnver who goes through a preferential street without stopping, bat where no accident occurs. Another driver commits the act, an accident results, and no arrest is Tbe creation of a pnhlic awareness that police action will IQody result from a violation of law in accident, cases is one of the best means of deterring future violations. Just as these factors are sure to mate rially benefit tbe department, so will they prove most advantageous to the individual officer. Effective accident investigation will also benefit the individual %* in a cumber of other ways. It provides a real interest motivation and incentive for doing a better job. He will know that the departmon is *--g as a coordinated unit and that his efforts play an important part in the suc cess of the departmental program. He will know that the information which he spends time and effort in obtaining is being prop erly used. He will know that informa tion and bis part in the mtire program is vital to the reduction of arridrnti--to the saving of lives, human suffering and money. These factors are very important became no .departmental program can he effective if the individual officers are not thoroughly interested in traffic law enforcement. In concluding this disemsiou. I should like to express my thanks to aD of you who have listened so attentively. I hope that at least I have been able to bring yon a new thought or two regarding tins im portant matter. I hope that when, you go back home you will make a realistic inventory and evaluate the job that is being done in yunr own department. Traffic Section 211 I hope that aU of you will realize the value of the factual approach to traffic safety and make every effort to place your operations on such a basis. I hope that we may stop making excuses for poor performance and really begin to get the job of accident investigation done property. 1 hope that law enforcement generally will accept its responsibility in the traffic safety field and that in the coming months we may experience some real results m accident redoction throughout the nation. Law enforcement today b ou the spot. All of us can help to place it in the high position where it rightfully belongs. Why Investigate Traffic Accidents? (Summary of Panel Discussion) Leader: CAPTAIN JOHN P. O'NEILL Accident Investigation District, Bureau of Police, Philadelphia, Pa. Participants: Catt. J. Mhi-aho GmsoN, Commanding Traffic, Police Dept, Sioux Falls, So. Dak. H. W. Johnson, Siql, Traffic Safety Div., Police Dept-, Kansas City, Mo. Catt. Roxton M. Rivz^y, Maryland State Police. Lt. Dept, Wauiu, Traffic Div., Police Mich. Sct. Majob PmsTON B. Wattes. Acci dent Reporting Div., Georgia Dept, of Public Safety. Enforcement should be handled by all members of a department, but accident in vestigation should be assigned to specially trained men whenever it is possible. There should be as much specialization by per sonnel in accident investigation as there is in criminal investigation, since accident investigation ti fully as intricate and requires an equal amount of special knowledge and training. Every attempt shook) be made to increase the quantity and quality of reports turned into tbe police deportment. The steps which must be taken to increase such reporting are proper legislation, education of all members ol the police department, educa tion of tbe public through all possible media, prosecution of those who fail to report Or who report late, improved service to titizens who do report promptly and properly and wider use of the sound slide- film, "On Record," to make the problem and its 'solutions known. TUESDAY MORNING SESSION October 8, 1946 Group lor Traffic Court Judges card Prosecutors Presiding: Judge Joseph M. Wvatt, Chief Justice, Baltimore (Md.) Traffic Court. Adequate and Consistent Fines and Penalties (Summary of Panel Discussion) Leader: JAMES 1P. ECONOMOS Es. Secy., Traffic Court Committee, Jr. Bar Conf., American Bar Atan. Judge Rtnian D. Hendrick, City Court, Shreveport, La.: Laws are made for the protection of the life and liberty of citizens. Tbe enforce ment of such laws should be designed to further this purpose. All aims of the judges occupying tiaffic benches should be directed to the education and correction of offenders. Punishment is secondary* and revenue should not be taken into considera tion. In order for a traffic court to be effective, its activities must be coordinated 212 34th National Safety Congress. 1946 with the needs of the community along traffic safety and enforcement lines. Judge Revo Beck Bosone. City Court, Salt Lake City: Xo matter how minor an individual's rights might be, they' arc of sufficient im portance, judicially speaking, to warrant individual attention by ilte judge. This ideal is not achieved where a Cafeteria Court exists. The cooperation of the public plus a rigid application of uniform fines has proved effective in Salt Lake City.Thus the imposition of a $35.00 fine on. all speeders who are unable to show legitimate excuse or extenuating circumstances has been so effective that virtually no repeater problem exists. This can be attributed to the high fine and impartial imposition thereof. When an offender does appear with two previous convictions of moving violations against his record, a jail term is imposed. Drunken drivers get a high fine and short jail sentence for the first offense; a straight jail term for the next misstep. The ex perience has been that an increase in fines if followed by a decrease in accidents. Judge Guy Shearer, Traffic Court, Louis ville, Kentucky: Records are subject to the rules of evi dence but ,are of great value to the court both in determining guilt or innocence and for the assessment of the proper-penalty. Such records as arc not acceptable under the rules of evidence for the purpose of determining guilt or innocence may be help ful, if received after that issue has been determined, on the question of punishment. A conviction oo felony charges, records of physical facts concerning the scene of the offense, and facts set out on driver's license of the accused are generally acceptable as evidence. Those listed below are generally pro hibited : (1) Records of all previous motor vehicle violations and convictions other than felonies. (2) Records of conviction for misdemean ors in Police, County and Magistrates' Courts. (3) Records of accused's previous attend ance at the Traffic Safety School. (4) Records of traffic accidents occurring at the scene of the offense over the past five or ten years. (5) Records of the Traffic Court's penal ties. Judge Edmund R. Smith, Municipal Court, Kansas City, Missouri; and ViceChairman, Traffic Court Division, K. S. C. . Juveniles include the group of persons under 21 years of age. Some courts with traffic jurisdiction are enabled, by the gov erning statutes, to handle those age groups above 17. What a particular court can do in treat ing violators within these groups depends upon the power and authority given to the court. The most effective deterrent is to .arrange to take away the juvenile's driving privileges either by suspension of license or parental cooperation. Another excellent punishment is attmUncc at traffic schools, particularly for those who do not know basic requirements of the traffic code. How ever, this ptmithment is no better than the management of the school. Fines are only worth while if the offender "sweats them out" and not if the parent pays. The use of parental cooperation on this score is im portant and cam easily be obtained. Judge Otis R. Hess, Municipal Court, Cincinnati, Ohio: Since judges administer laws aod laws usually specify penalties, the judge is legally bound by the provisions of statutes..Punish ments not therein provided should not be used. .However, where the court is permit ted probationary powers, it can, by means of offering violators probation provided they agree to accept certain requirements, utilize provisions not ordinarily provided for in the law which creates the offense and specifies its punishment. Examples of this are having license plates turned in for a specified period, restricting driving privi leges and sending offenders to traffic school. Judge Joe hf. Hitt, Corporation Court. Dallas, Texas: The purpose of traffic courts is to obtain compliance from drivers. Punishment is not an end in itself. The experience of one driver in court should be passed on to those who escape the experience of a trial. This is traffic enforcement through education and depends, m a large measure, on the radio and the press. Two important aspects of enforcement which' cannot be over-esti mated are certainty of punishment and the Traffic Section 213 leSsoo of courtesy. Most infractions are committed onUoikiftgly. All drivers are prone to violate traffic laws and the job is to impress on them the importance of con centrating on tiie job at hand. 1 f we were able to sell (be idea of courtesy behind the wheel, much of the traffic hv enforcement problem would be eased. TUESDAY MORNING SESSION October 8, 1946 Group Session for Traffic Engineers Presiding: T. J. Sown, Traffic Engineer, Department of Public Works, Kansas City, Mo. The Responsibility of Highway Features in Traffic Accidents Traffic By WAYNE N. VOLK *! State Highway Comndaahm of Wisconsin, lladiwm A few years ago statements on the* assignment of responsibility for traffic accidents to highway features could he made with impmsiy since few facts were available. Now. however, the Interstate Highway Accident Study being conducted jointly by the PwUSc Roads Administration and the National Safety Coend! should result m the development of factual rela tionships between highway features and traffic scrihn This study is based upon accidents rec ords rather than opinion, and from now on. anyone who makes statements on the sub ject takes the risk of having at least some of his trr*mnn contradicted by tb^ findings of his survey. * There have been, m the post, a few reliable which indicate very definite relationships between highway features aod accidents. Tnginrrn have worked with these mcmpkse data m rcbmldtng high ways > states aod conmnitics, especially in the `case of divided highways with grade separations and the use of the freeyay principle The peneraAy accepted definition of a freeway s that it is a highway upon which direct access to abutting property and all possible coufbcting or interfering traffic flours are cliamnifcrl la California, for example; arridrnfs on regular major city arteries were compared with accidents on two express highways to which access was controlled and all cross traffic removed by grade separation structures. On two regu lar city streets, there were 4.4 and 25 fatal or injury accidents per million vehicle miles respectively, while only 05 fatal or injury aocidenU per million vehicle miles occurred on two sections of expressways which car ried comparable traffic. Control of cross traffic plus diminatni of pedestrians from the express highways accounted for the major portion of the accident redoction. You have no doubt noted that these acci dent reductions have been accomplished by improvements produced by building a vcr> high type of highway ranging in cost from $60,000 per mile in favorable terrain to $1,000,000 per mile or more m urban areas. The Public Roads Administration has esti mated that from 95 to 97 per cent of state highway mileage nay never progress be vend a 2-lane highway simply because funds would not be available and traffic volumes would not justify a higher type of road way. It is necessary, therefore, to study the characteristics of 2-lane highways and traf fic behavior on them to eliminate features which cause or contribute to accidents. Some of the highway features contribut ing to accidents are specific flaws in the roadway itself such as a bole, stock pile of material, loose surface material, etc. Driv ers rarely blame the accident on such factors as lack of proper signs, the sharp ness of a curve, restricted sight distance, etc. When a representative of a highway department makes a persona) investigation of any location having an accident record, the first thing that he hears from residents and other interested parties is that there aren't oiough signs, and secondly, that the curve is too sharp or that some other high way feature is not right 214 34th National Safety Congress, 1946 Classifying holes in the road, etc., as `'defects" has enabled some students of this problem to use the term "fault" to describe such factors as inadequate lane 'width, re stricted sight distance, narrow shoulders, sharp curves, etc. Using the more inclusive term "fault" it is possible to blame the highway for 15 to 40 per cent or more of the accidents. But modern superhighways from which these "faults" have beat elimi nated do not necessarily result in a reduc tion of the accident rate. In building the Pennsylvania Turnpike all available knowl edge was utilized to make it foolproof and eliminate accidoits. Yet accidents occurred. Instead of driving too fast for the roadway as is usually the case, motorists on the Turnpike were driving too fast for their own physical limitations or the condition of their cars. Accidents still occur oh some of the na tion's most modem highways, yet, we all know of many roads having poor physical features which do not have a high accident rate. This incongruity leads one to believe that newspapers may be correct in speaking of the "scene" or the "location" of an accident. Rarely do they cite the highway as the cause of the accident. Defects such as a hole in the roadway, rocks on the road, narrow shoulders where emergency parking is often necessary, and so forth are "causes" of accidents, but lack of proper and reason able care, skill and judgment on the part of drivers furnish by far the greatest "cause" of accidents. Because we cannot hope to build many miles of foolproof superhigh ways, wc .will have to have increasing co operation from the average motorist If we are to achieve any substantial reduction in accidents. One element of the highway involves curves and turns. Io South Carolina a study showed that the accident rate was 1.6 per mile on curves and 141 per mile on straight stretches, both sections carrying similar traffic. Ohio found that curves of greater than 4 degrees made up 6 per cent of the total rural state highway mileage, but contributed 15 per cent of the accidents. We hope to have data sometime to tell us what is the critical curvature above which accidents will increase disproportionately, so that new highways can be properly de signed. Until that time, we will have to be content to eliminate or ease some curves. and to mark those remaining so that they will not be the scene of accidents. Hills may also, contribute to accidents. Ohio found that hills with a grade exceed ing 7 per cent constituted 2 per cent of the total rural state trunk highway mileage but accounted for 8 per cent of the accidents. Excessive grades are rarely reduced except in large-scale reconstruction projects, but if ope of the factors involves bamrdous over taking and passing of slow-moving trucks as they grind up the hill, one remedy is to add, a special lane up the hill for such vehicles, thus freeing the rest of the road way for faster traffic. Intersections are the scene of a consider able proportion of accidents- Many familiar things can be done to help drivers negotiate intersections safely (warning signs, speed control, stop signs, traffic signals, channel ization. lighting, and finally separation of grades). Most of these remedies can k applied to Existing highways. The subject of signs is controversial. Many persons believe all that is needed is to provide bigger and better signs. It is becoming increasingly apparent to anyone who has occasion to travel unfamiliar high ways, that bigger and better signs arc. just what we need. Many highways are woe fully in need of improved signing I do not mean that they should be lined with billboards, but the signs that are used should he satisfactory for both day and night*driving and they should be fitted to the job. For instance, take wanting signs for curves, narrow bridges, etc. The present standard, reflecting symbol sign is, in my opinion, satisfactory for the great majority of curves. Its value can be greatly increased at night by the addition of a small sign stating the so-called "safe" speed for that curve. We do need larger symbol signs for the unsual hazard. In general 24" signs for "One Way Bridge" or other hazards re quiring the use of words are not large enough to permit the wording to be read at night, at present-day speeds, under un favorable conditions of visibility. These signs need to be larger. Accidents at intersections are frequently caused by the driver being in the wrong lane' to make the desired turn or because he was not informed of the intersection soon enough. This means that advance tn- Traffic Section 215 ioruutka wgun tec mgirnion; of num bered rawms am ha mode readable at greater foaaos aad am he placed Miffitkarij car m aJvanev of the intenectioo to penmt Che masnrwf to slow down to info* tee ma driver faults cause the largest proportion mi acodutts, and because drivers tend to ow drive the range of their vision and to rely on the highway bemg free from obstructions or faults, the highway engineer must be careful not to introduce an un usual hazard without providing extraordi nary protection. We had an instance of this in northern Wisconsin recently when a flash flood washed out a bridge oo an im portant highway and a temporary Bailey bridge was set up a few feet to ooe side of the site of the former structure. The high way at this point was absolutely flat and it was possible to see approaching vehicles for a half mile in either direction. Tbe stand ard reflecting warning signs were erected well m advance at either aid of the tem porary bridge and a barricade backed with a low mound of earth was placed across the pavement to prevent cars from being driven into the gap left fay the missing bridge. In quack succession three- accidents occurred, and in each case the driver ap parently kept driving past all of the "Slow," "Bridge- Out.** "Tom." etc., signs until he snddady saw the barricade and then h was too late to stop. All of these accident* occurred at night. It was apparent that the solution was to bnild up the mound of earth high mnqfa to prevent drivers from teeing the hcadfights of approaching traffic across the gap. To be on the safe side we also reduced the number, and increased the size of tbe advance signs. .Although most of this discussion has been on the ratal highway problem with which I am most familiar, we all know that city roadways contribute to accidents. About two-thirds of all fatal accidents and nearly half of all mjory accidents in rides involve pedestrians. Yet little has been done in most ones to protect them---indeed tbe --u on speeding up the flow of vehicular traffic. There are several ways in which pedes trians nod vehicular traffic can be aided simultaneoosly. One is by providing chan nelization at excessively wide or confusing intersections. This facilitates traffic yet provides pedestrians with a refuge, en abling than to cross the street in two or more stages, ihroogh one-way instead of two-way traffic streams. Medial safety islands and loading islands can also be provided for pedestrians espe cially on broad thoroughfares where pedes trians are unprotected. These islands, well as ail channelization, should be of a type which wiD not be a hazard to motor vehicles, else tbe danger will merely be transferred from one type of traffic to the other. They must be well marked and lighted or they wiD become iu themselves a hazard. The motorist is entitled to reason able indication of the presence of an ob struction in bis path. Restricted vision at intersections, seem ingty inherent in tbe development of streets in most cases, is a factor in many acridcuts. This can rarely be eliminated. It usually necessitates the use of restrictive measures such as stop signs, traffic signals, etc. Re stricted vision is important to pedestrians at other locations. It has been found ad visable to elimiimte parking in front of schools daring hours of attendance. The recent elimination of parking in the down town section of Philadelphia resulted in a 40 per cent reduction m pedestrian midblock accidents. ' Inability of drivers to sec pedestrians and objects in front of their vehicles under older types of street lighting has been an important contributing factor , in accidents. This factor is often aggravated in cities which have a higher percentage of darksurfaced pavements than rural highways The important remedy for this is, of course, adequate street lighting. There is a new edition of the Recommended Practices of Street and Highway Lighting developed jointly by Ibe Illuminating Engineering Society and the Institute of Traffic Engi neers, which contains revised standards for the lighting of various classes of streets and highways. In conclusion, it may be pointed out that we can reduce the contributions made by the highway to accidents fay eliminating such items as intersections, excessive curva ture, narrow shoulders, limited sight dis tance, pedestrians, excessive grades, rail road grade crossings, defective surfaces, narrow bridges, and so forth, and by add ing good marking and signing, speed zo,l~ ing, lighting, signaJUation. guard rail, 216 34th National Safety Congress, 1946 flatter ditch slopes, cbannelri.ation, side walks, and so forth. Of major importance is protection of the highway from uniestricted and unreasonable access which has in the past done so much to nullify high way improvements. There is obviously much that^can be done to increase the safety of travel on highways which do not justify superhighway status. It is to be hoped that the results of the Interstate Highway Accident Study will give us some of the answers in numerical form so that we can continue this work on the basis of factual data. Results of Houghton Lake Skidding and Traction Tests By RALPH A. MOYER Research Pcofeaaor of Highway Engineering. Iowa State College. Amts; Chairman, Committee on Winter Driving Hamrrta, N.S.C. Winter is a salient factor in the traffic accident problem. Studies by the Commit tee on Winter Driving Hazards show that the mileage death rate increases sharply during the winter and reaches its peak in December. Studies by this Committee show that accident death rates increase from 24 to 53 per cent in the snowbelt states during the winter months and that reduced visibil ity and inadequate traction are the primary hazards of winter driving. Tests have con sistently demonstrated the need for im proved winter road maintenance, especially on city streets. In January of this year, the Committee on Winter Driving Hazards conducted a series of skidding and traction tests for commercial vehicles at Houghton Lake, near Roscommon, Mich. The purpose of the tests was two-fold: to make a limited investigation of the skidding characteristics of heavy vehicles on ice and to develop testing techniques for a more comprehensive study later. The tests were hampered by adverse weather which prevented complete investigation with the largest vehicles and full loads, but more than 700 stopping, circle and acceleration tests were run. While incomplete in some eases, the tests revealed new facts and corroborated others. Some of the more important findings are: (1) Temperatures near freezing are more dangerous than zero temperatures when driving on ice. Wet ice greatly in creases braking distance and accelera tion time of bare tires. (2) Glare ice requires nearly nine times as much distance to stop as dry concrete. On drive wheels only, standard dams reduce this to three times as much dis tance and premium chains to twice as much. (3) Pumping brakes and gearing down is better than locking the brakes on ice. (4) 'Sanders arc effective only if the right kind of grit is used. (5) Chains aid acceleration on ice, but m this respect premium chains do not show marked advantage over standard. (6) Automatic locking differentials help acceleration when only one drive wheel has' traction. (7) Chains permit some increase in speed without side skidding on curves. (8) Natural rubber tires are superior to synthetics in stopping and accelerating on ice. However, the difference is not great enough to justify the claim that synthetic tires are responsible for all skidding accidents. Traffic Section TUESDAY MORNING SESSION October 8, 1946 217 Joint Seaman--Public Safety Education Association and Traffic Safety Education Association Presiding: Donald Slutz, Managing Dir., Traffic Safely Assn, of Detroit. What Cities and States Can Do to Help Each Other (Summary of Panel Discussion R. C. Salisbury (Dir., Safety Diw, Wis consin Motor Vehicle Dept.): The state should provide accident summaries oo a state-wide basis lor use in the local com munities of the state. In Wisconsin an annual accident facts booklet is published for this purpose. It is used by police, schools, comities, etc. The state has a driver accident reporting law. If the state is to receive necessary information, this is needed. Otherwise it must depend upon local enforcement agencies to forward re ports to the state. Charles W. Goodson (Exec. Secy., Fresno County ICalif.) Chapter, N. S. C.): The local community to do an education job need; accident facts. These can be sup plied by the state in respect to state-wide data, but there is need for much additional accident reporting and analysis on the part of small communities. Until this is ob tained, accident records cannot be satis factorily used m planning education pro grams. Lieutenant George E. Hvrieem (So. Caro lina State Hwy. Patrol): The state has an important part to play in supplying the communities within the state with tailormade traffic safety education programs. However, it should avoid putting itself in the poutim where the local communities lean on the stats to do their job for them. Chief looses J. Kmfic (Chief of Police, Manitowoc, Wis.): The dty needs pro gram materials and, particularly in the case of small cities, the state; as m Wis consin, can play an important part in mak ing it available. This material can be used for the press, radio, schools, meetings, etc Leo /. 'Welch (Dir., Safety Education. Dv. of Safety Education, New Jersey Dept of Motor Vehicles) : Theatres arc one of the best mediums for presenting traffic safety to both drivers and pedes trians. The state can help in doing this in several ways. If possible, it can produce its own film, which should be of theatrical calibre. It can help in the distribution of films made for general distribution by ar ranging previews for local officials and ar ranging block bookings. In the latter case, the local community should be advised of booking dates. In addition, the state can suggest supplementary programs to accom pany the showing of the film. The state can also maintain a loan library of 16 mm. subjects and sound slide films. A. P. Gorman (Pres., Kingsport [Tenn.] Safety Council): In small communities without a paid director of safety education it is necessary to`depend much more upon outride help than in larger places. The state should furnish plans for programs such as the brake check program from time to time. - W. A. Huggins (Chief, Accident Pre vent. Bur.. Calif. Dept- of Motor Vehicles) . In California it is planned to work witli local communities and offer them a month by month program of education so that all cities in the state wiff be carrying on the same type of activity at the same time. 218 34th National Safety Conpess, 1946 TUESDAY AFTERNOON SESSION October 8, 1946 General Session Presiding: Capt. Paul J. Puce, Traffic Div., Dayton (O.) Police Dept. Reducing Highway-Railroad Crossing Accidents By COL. C. B. BRADLEY DepC,of Public Safety Dir* Public Relations Bor., Mtuiuippl Dept, of Public Safety Paper pee--uted by A. & Windham One of the oldest of all traffic problems-- grade crossing accidents--is still one of the most serious, despite all the traffic safety advances which have been made in recent years. It b serious, not from the stand point of the Bomber of persons killed, which actually b a small part of the yearly traffic toU. hoi from the standpoint of the certainty with which persons involved in grade crossing accidents die. In traffic accidents generally, one person in 35 who arc njuiri, dies. In grade cross ing accidents, one in three dies. Even with out that comparison, it should be obvious that chaonrs of survival are slim when yon arc involved in an accident with a train weighing thousands of tons. Right here lies the seriousness of the whole grade crossing ritnarinn- For the first time, however, the problem has been tackled actively on a nationwide basis by the National Safety Council, of ficials in the various states and the coun try's railroads. The Grade Crossing Pro gram. begun actively only the first of this year, is still far too young to show any sweeping results. One fact, however, seems to indicate that the Program is exerting a helpful influence on the problem. That is the fact that statistics for the first six months of this year, 1946, show that .grade crossing fatalities rose only 6 per cent over the same period of 1945 while traffic fatali ties skyrocketed 40 per cent above the toll of the first half of 1945. My own state of Mississippi provides an excellent example of the manner an which the cooperation of all agencies concerned with grade crossing accidents can achieve a marked redaction hi the tolL Id late 1944, Mississippi had the worst record for high way-railroad grade crossing accidents in tin: United States. That fact motivated the Department of Public Safety to plan a program to reduce the toll. Several con ferences by the staff of die Department, officials of she Natkmal Safety CocmciS and officials of the several railroads operating in Mississippi shaped the campaign. A formal conference in the Governor's office shortly before the holidays that year formally opened the campaign Representa tives of the railroads, of the National Safety Council and of the stale government discussed the problem at length with the Governor and represeottihres of the press and radio who were present were given a good picture of the situation in Mississippi. As a result of this conference, the first action of Governor Bailey was to issue a proclamation on the highway-railroad grade grossing problem which was given wide circulation throughout the state. Although the press and radio cooperated excellently m die job of educating the public on the hazards of carelessness at grade crossings, the program in Mississippi was essentially one of personal contact through speaking engagements which reached over 300^000 persons in 73 of the state's 82 counties. Mr. Std Law of the Illinois Central Railroad worked with Capt. A. S. Windham, Public Relations Officer of the Dept, of Public Safety and the two of them visited over 650 schools, both white and colored, and some 250 adult groups and civic organizations during the first 12 months of the program. The re sults Of the program speak for themselves --grade crossing aCodaxts in Mississippi were reduced 50 per cent. Traffic Section 219 Traffic Schools (A Panel Discussion) Discussion Loader: Jura Edward C. Fishes, Municipal Court, Lincoln, Neb., and vicechairman, Traffic Court Div., N. S. C- Particiyamts: Cast. Gctaip C- Korr, SupL of Educa tion, Dhr. of Police, Louisville, Ky. Sct. T* R. Sana, Chief Collision In vestigator. Police Dept_ Pasadena, Calif. Lt. Ouvta lfnstn, Public Relations Unit, Police Department, Qcvdand, O. Capt. Fkaa Bossscax, Police DepL, Sagi naw, Mich. Catt. Jobif A. Rjchajwso.v, Commanding Traffic Dir, Police Dept., Portland, Ore. JUDGE FISHER: It seems to me that the keynote or central theme m this con gress has to be to get the cooperation of the public. We can do that by education. It is now quite generally realized that the prime function and purpose of traffic law enforcement is to educate motorists, point out the dangers m unsafe driving, and in duce them to comply voluntarily with the rules laid down for their own good. There are several opduoos as to how tliis can be achieved, whether by strict enforce ment campaign*, or by other means - Many cities have decided that the best means to accomplish this is by setting op traffic chools of different types, giving educa tion along- traffic safety lines, and by the way. one of he speakers in our session this morning had a good suggestion on that, that rather chan call them violators' schools or traffic sdboub, call them traffic safety schools. The si'giaficnme is great, it seems to me. Some of these schools are in the nature of penal institutions, where the judge sends the violator*. Oden are used chiefly for those who voivneer to come in. Some are or juveniles, h order to avoid penalizing children. Others are open to alL -Some of these are conducted by police departments, and some by safety coutidls. some m the schools, and some by the courts thentdm. Many contend driver education and traffic education should be a part of the schools. Others say they should be right in the enforcement department. Speaking on behalf of the judicial side of the picture, and citing my own expe rience in Lincoln, we started traffic schools some years ago jointly by the court, police and local safety council. At first they are attended quite heavily by volunteers, just a sprinkling of violators, but as it progressed along, that portion was reversed, and wc had only a sprinkling of volunteers, and during the ear it was attended only by a few. Recently our school has been full of juveniles, who are successful m --the officer conducting the class prematurely gray. Properly staffed and conducted, they are a very valuable aid to carrying oo the traffic law enforcement. We found it much more successful ha the case of those who attended voluntarily, for their own educa tion, self protection, or riric pride, what ever made them come, rather than for those who attended simply in order to get oat of paying a fine. Those latter were very apt to fed re sentful about it as simply another form of penalty. After that traffic school dwindled .out, I set up what I called an extension course. That is am alternative to every traffic violator. There are certain excep tions, as m the case of serious offenses, such as suspension of soUtnrc, during which the party gives up his driver's li cense or driving and studies traffic rules. He has to pass a test, and writes a paper on traffic' safety. That might be called a traffic school conducted as past of the course. All the work was homework, and none of the shenanigans m the classroom or anything of that land could get in to it A fellow had to work on it or he couldn't get his driver's license back. In offering it as an alternative, we made it purely optional on their part. Then there is the question, can any of these types of traffic schools be worth while: Some are berter than others, and we arc hoping the discussion today will develop the advantages of these different types. CAPTAIN KOPP: I suppose all of us recognize the fact that in most places throughout these United States, you are experiencing an increase in traffic accidents 220 34th National Safety Congress, 1946 and facilities. While we have had an increase in accidents, wc do have a decrease in the fatalities in Louisville. One of the things that 1 think is of the greatest help in reducing traffic accidents is a sound educational program. . 1 realize that the three must go hand in hand, education .engineering and enforce ment Lack of one of them will cause ywr entire program to collapse. But every city or town must famish some means for its citizens to become more familiar with the traffic laws that govern the individuals. You can not hope to get across to your citizens the fact that they must obey traffic laws only through a group of police officers controlling tbc streets. A traffic school is something to the great**- advantage as far as the citizens are cc .v trmed, helping them to gain a better and broader understanding of the traffic laws. The most essential beginning, I believe, hi having a good traffic school, besides having a good sound program in your school, is to have the cooperation of your judges. We are most blessed in Louisville with having a traffic judge who realizes the importance of good education. Guy Shearer is our traf fic court judge in Louisville, and is helping us lo a great extent seeing to it that our traffic school is filled up every meeting night. Our traffic bureau should also have some means of sending persons lo traffic schools. It may be that you have la your city or town something similar to conditions such as wc have in Louisville. We can not sentence a person to traffic schools for violation of traffic laws, but we can do this. If the person is arrested, the judge can fine that person and suspend the fine if this person goes to traffic school. If he fails to attend that traffic school, the fine is rdonposed on the individual, or he may give a .particular fine of say. forty dollars, and this person may then enter a motion that he would like to go to traffic school. Mid the fine may be cut to ten or fifteen dollars if he successfully completes the traffic school. We have found that works to a great advantage. A person who is given a citation cannot be sent to traffic school through our traffic bureau. They cam come in with that cita tion and enter a plea of guilty, and pay the fine, or, in lieu of that fine, may attend the traffic school and then the mse, at the com pletion of the school's course, is dismissed. They, of course; also have the opporr tunity to go before a court in order to be heard in a traffic citation case. Probably the best way that I can explain the working conditions of a traffic school would be to describe our traffic school in Louisville ft was inaugurated September 4, 1946, and at that tame we called it a Traffic Violators' School. We wanted to get as many volunteers in to the school as we coukt, so we dropped tbc word "vio lator" and then had a noticeable increase in the number attending the school. Persons given citation tickets can come in and elect to go to the traffic school, if they so desire, ff they do so, they must sttend the traffic school for three nights. They are given a notice Idling them what will be required of them at the time they elect to go to the traffic school, telling them what nights to appear in the school. At the end of the school course, they arc required to take an rramtnarton, on which they must make seventy per cat or better. If they so complete it, the case pending against them will be disaiued. If one of tbe persons fails to comply with the rules of the school, if be fails to attend one of the three nights or does not attend at all, then a warrant is issued, and he is brought in before the court. If it is a traffic bureau case, the indi vidual then comes in to the court and he explains that he was unable to attend the traffic school for such and such reasons, and usually then the judge will pass a fine on the individual for the driving violation. We only send persons to the local court for driving violations. Those driving vio lations do not include hit and run, assault. and battery, manslaughter, or operating under alcoholic beverage*. It only Includes such violations as failing to stop for a stop sign, the running violations, you might say. One of the things we try to do is not only tell an individual iu the traffic school that be must do certain .things or must not do certain things. I don't think you get far with individuals by saying this is tbe law, you must stop for a stop sign and let it go for that. The idea is to point out to the individual why it is so necessary for him to do a Tragic Section 221 certain thing while driving or walking on our streets. To give you a sample of one of oar lectures; it goes something like this. A little simple stop sign--this is not a canned lecture, but the usual lecture runs something like this--many of our dtizens come up to the stop sign and read S-T-O-P, and even though they might be the most educated type of person, sometimes they make "slow down" out of S-T-O-P. We all realise S-T-O-P does spell stop, and that to comply exactly, they most come to a complete stop. Oar wheels mast stop rolling. But that is only half of what is required when we oomc to a stop sign. You most sit there and wait until traffic is cleared before you pall onto that boulevard. But let's forget about the law for a moment. Look at the human side of the thing--we are all human. We can do cer tain things according to habit. When you want to walk down tbe street, yon don't think I want this leg to go in front now. You move them automatically. With yonr subconscious mind, you form tbe habit of walking down the street, of moving the legs. If you will poll up to a stop sign, even if it's a traffic light, don't roll across. Look both ways and make sore yon are not storing tbe wrong kind of materials in your sub-conscious mind. Some day you will be out there driving along, and traffic will be heavy. You will be thinking about something other than driving, and you won't pull op at the stop sign became yon got in the iabrt of going when traffic is light, and yhen you go in to heavy traffic, then you will be involved in a serious accident. That is a sample of part of our program in the traffic school. We don't tell them they must stop for a stop sign, we point out the reason why it is necessary to stop for a stop sign or anything rise as far as the laws are concerned. Wfaat we are try ing to do is get across to tbe citizens an idea' of oar entire traffic program and the importance of obeying these few simple rules that govern their conduct. We are trying to do that in our traffic school. To give you a little bit more about the mechanics of the school, wc have three separate lectures, and they must attend all three. The first is known as tbc funda mentals of driving safety practices. Tbe second is rules ot driving procedure. We break down the rules or laws, so tbe dtizens have a much better understanding of them. Tbe third is on the seriousness of the accident problem. In that particular lecture we start out with a few statistics. Then we show them pictures of accidents which have actually occurred on Louisville streets. We tell them the violations, and the accident's location U flashed `on the screen. Wc made a thorough study of the background, the history and the sad things connected with these particular accidents. It may be called an emotional approach, but we have found it is a very effective approach. That emotional approach gets the-people to thinking. "After all, that can happen to me." Here in the traffic school, we have a chance to build up the law enforcement agency by showing them what you are try ing to do. We are not trying to hinder them m any way. bat actually we are trying to help them. I do feel this is one of the grandest things that can be used for an educational feature to gel across to your dtizens the impor tance of obeying traffic laws and at the same time, being the good-will ambassador to build up the law enforcement agency SGT. SMITH: Pasadena, as you know, is the home of the famous California Institute of Technology, tbe place where the atomic bomb was developed. You no doubt arc familiar with the vast destruc tion created by that weapon. Inversely, I wish I could have come here with a report saying we had interested some organization in devoting as much time and effort to the expansion of traffic safety programs, that would save as many lives as that weapon is attributed to taking. I am sorry 1 can not do so. I am here merely lo explain the organization and operation of our local traffic school. The school is created for the purpose of taking care of the juvenile violator. State law prohibits the taking of auy person into regular court under the age of eighteen years. They most be before a court of hearing, not a corn! of trial. Therefore the traffic school is organized to fill that gap, to carry on a constructive program whereby the violator may be taught the rules to cooperate with the community organization Three types of violation are handled Ill 34th National Safety Conpats, 1946 there: Tbe juvenile violator who drives defective equipment is required to submit a certificate from an official inspection station, thereby clearing that charge; the second type is the violator of the laws of registration, possibly parking or some of the more minor violations. He is required to report with one of bis parents and is admonished as to tbe seriousness of that law, sent home, and the parents are in structed to give him a little aid along the lines of studying the vehicle code. The third is the one we are most interested in -- the juvenile involved in a moving violation. That is where the traffic school fits in. Tbe captain in charge of the juvenile division acts as a mediator between the violator and the juvenile court, and is able to more or less instruct this individual violator to attend ^his traffic school, and thereby keep him from having to appear in court after passing satisfac torily an examination in this course; In that school we don't have a standard text book. We use a short summary of the California Vehicle Code supplemented by a pamphlet called MAcddoits Don't Happen" --a brief summary of the more important driving rules designed originally to be used by the police officer when he issues a citation. The bade of that pamphlet has the vari ous violations listed. Officers check tbe particular violations for which tbe person was stopped, and while issuing the ticket, the violator looks over the section, which is written in' very plain language, with a little diagram depicting the violation. We found it desirable for use in the school for reference work. We make use of visual aids. The visual education department of the dty schools has put at our disposal a 16 mm. sound film and projector and 35 mm. sound slides which are used as fill-in to show the different violations. We have made enlargements 18 by 12 indies, of accident photographs, which are typical of certain violations. The class instructor uses them to depict the results of certain violations. We find them very beneficial for that pur pose. We hpve a sand table model consist ing of a board about the size of this table, on which is laid out a typical intersection with the control devices of the guide lines, turning buttons and traffic control devices of all types. We use the very elementary method of using model cars. The instructor moves the cars to-depict vertain violations. We feel that that visual lesson is one much more lasting than a verbal explanation of the violation itself. One thing a little different about our par ticular set-up which might be found in other communities is a school carried on by the department 'of motor vehicles in our community known as the driver instruction couric, with volunteer attendance, by which an instructor from that organization m tbe evening scssioq conducts a class designed to prepare an individual for obtaining his license for operating a motor vehicle. In addition to that, we have compulsory courses m the local high schools for driver training. We do not have behind-the-wbeel training. You will notice that I have not mentioned the fact thg a police officer carries on the school. We find it is very undesirable to have an officer in uniform trying to teach this class, when an officer hn uniform was the one responsible for that student having to sit in there those five days an hour and a quarter each, listening to the more or less dry subject of traffic law enforcement We find the chip on tbe shoulder attitude is not desirable, and we restrict that phase to be carried in to the end of the course, after which the regular school instructor has laid the foundation work. We then have -the police officer, one of our traffic investigators, come in to the class possibly, for ten minutes at the end of the course, and give a demonstration or an explanation of die operation of the drunkometer--a subject ocw to most of die students. It attracts their interest right away. That then, works over into a few mimxtes of public relations oo the topic of why police officers issue tickets and the matter of selective enforcement We find in that way we create a very desirable impression. Our end product is a young person growing up to be a member of our community cognizant of his re sponsibility as a driver and user of the highway. LT. MEISTER: Our school in Cleve land.starts off with answering a few of the why's and devotes a considerable part of the time to the attitude of the drivers appearing in the school. Traffic Section 223 The first thing that we discuss is the traffic law itself. All too often, when a man is arrested, and goes to court, the net result is that his pocket book is ten or twenty dollars lighter, and he has a feeling of resentment toward the police and the court So we explain why the law is necessary for the regulation of traffic and for the reduction of accidents. We explain that the laws are the demand of the people themselves, that the court had no part in it, and that the police have no interest in it except as they are commanded to enforce it. A good many citizens have a vague feel ing that the Jaws are a pan of a plot to obstruct or confuse them, and I think any one who is connected with the enforcement field is familiar with this slightly paranoid attitude on the part of the public. Another common attitude we have found prevalent is the thought that every other person should be subject to the laws bul not they themselves. Any officer that makes an arrest will find that the man will denoimce all other violators, yet exoase his own violation. Wc try to explain this paradox and point out one violation is just as much an acci dent maker as the next Then we explain the function of the court. In Cleveland the court has as high as five thousand vio lators appearing before the judge in one month, and be can't devote a great deal of lime to them. We explain that the violator is selected tor the school on the basis of his repeat violations, or bis unsafe attitudes towards traffic. In the school we start off with passing out a digest of the laws, mimeo graphed. We pass out the rorboo cards such as Aetna puts out, and then wc ex plain to the drivers we made a test study of some twelve hundred drivers who have gone through the ?c' >ol, we studied them for two years be.. , and the two years after attending the course and found that there was a reduction in the two year period after attending the school, of 86 per cent in traffic violations, and 67 per cost in accidents. We' point out that this is to the violator* sdf-interest to attend tbe course and to pay attention to what is going on. As we ex plain the various traffic orders, we point out the physical factors, such as reaction lime, visibility, and other physical factors that go in to the traffic picture. In discussing the cases in the traffic or ders, we do not permit the violator to dis cuss his own case. We point out that ques tions are welcome, but- that this is not a court of appeals. We find one wastes a lot of time if you permit the person attend ing the school to discuss their own cases. At the conclusion of the second night, the violators take a final examination which is a true and false type. Those that pass, and have attended both of the sessions, receive a card certifying their attendance and that they satisfactorily completed the course. To sum up, we found that the traffic school docs serve a good purpose. It serves to improve public relations for the police department and for the court, and we be lieve that it has a real part in the safety education program. CAPT. BOSSMAN: Our first traffic school was organized in 1939. It was ad vertised quite widely to the public and accepted wholeheartedly. The attendance ranged from 80 to 100 persons at each session. A majority of these attended volun tarily. Some were young persons who wanted instruction in motor vehicle law in 'order to qualify for their license, and some were older persons who wanted to review the driving laws. The others were juveniles and first offenders who were ordered to the school by the Traffic Court. Most of these persons had a very good attitude towards the school. The course consisted of four sessions of about an hour and a half each. These were given one night a week. At the end of each session a set of questions were handed oat. The subject matter cov ered driving laws, courtesy rules of the road, good driving practices, and a short discussion of skillful driving. All instruc tion was given hi the classroom and was by the lecture method- After a six month period the school fell off gradually until in 2940 the school was closed temporarily. In 1941 the material was revised and consolidated. It still consisted of four ses sions. The first session was devoted en tirely to a discussion of the importance of the safety problem. Figures were presented comparing traffic to war, fire, and crime It was shown that traffic is the big problem 224 34th National Safety Congress, 194Q of today. Discussion was invited on this subject. Sessions two and three were de voted to a discussion of traffic laws. Enough material was covered m these two sessions to enable the student to pass the written examination given in taking the Operator's License test. The fourth session was de voted to Driving with courtesy. Skillful driving, and miscellaneous traffic laws. A film of about 10 minutes' length was shown, usually during the second and third ses sions. These films were of the safety films circulated by auto manufacturers and in* suranee companies. It was shown after the discussion period and before the examina tion. The sessions began with a lecture period. This lecture covered the material m broad form. After this, the class was opened to a discussion period. In this period students brought up personal ex amples of bad or good driving, traffic prob lems, etc. The instructor also described recent accidents and offered them to the class for analysis. It was found that dis cussion periods stimulate thinking and in terest in the dais. Lectures over 20 minutes would become tiring and boring. Rims without advertising would be preferred to the type used. No funds were available in the budget for the rental of films. They were a very successful form of education. Large charts were also used as visual aids. The material of the school was presented in such a manner that a student might enter his enrollment at any time. Each lesson was complete within itself and in dependent of other sessions. After six months or so this school also felt off and it was discontinued. After a short period the superintendent of schools was approached with the offer of presenting it in the high schools. He re acted favorably, as did the two high school principals. The course was given one les son each week. It was given 3 periods per day for four days (2 days at each of the schools). It was found that one boor periods were too short to allow adequate instruction. Pupils also objected to an ex amination after each period.* If periods are limited to one hour, there should be at least six periods. These should be followed by examination to cover the six lessons. Most of the pupils hoped to get an operator's license upon completion of the course. It was explained that they would receive suf ficient instruction to pass their test, but the test must be taken separately. This school was stopped when the Instructor entered the armed service. . It will be no trouble for us to start a traffic session in our schools again as the superintendent of schools is in favor of it It is only a matter of time when all public schools will be giving a course in traffic to improve the students' knowledge of traffic laws and their relation to accidents, physical laws of motor vehicle operating the rela tion of equipment to safe driving, personal driving limitation and driving techniques, etc. Our big problem at present is bow to conduct a traffic school successfully for adults with no let down after a short period. How are we going to get the judges to cooperate; to keep the violator coming to school? That is our problem. The judges find too many excuses for not sending rhwn to school At the present time we are only conduct ing a traffic school for juveniles and tliat Is against the wishes of our probate judge. CAPTAIN RICHARDSON: The juve nile violator, when stopped by a police officer and given a citation, is directed to go to the traffic office on the fourth floor of the police station at a designated time. He appears before one or two policemen, who h an interview, jot down certain informa tion on a card as to his family 11?' He* to see if there might be something behind whatever violation be has committed. If it is found there are some home conditions earning the violation, the mother or father or both of them are requested to come down and appear before the traffic officer. Id all other cases the boy will either get a suspended license, or merely be repri manded or put on probation. Be* as Ml three instsnmt, be will be required to at tend the traffic school. In this we have a primary class held on the first three Saturdays of each month, and an ntrsii session on the fourth Saturday of the mouth. These schools arc held far the police de partment school room and an cnadasd by traffic officers. The boys have previously been instructed oo what the school consists of, and are sold oo it As a result, we find many of them bring their friends daum with them. The first hoar is given up fto dbasssMft of different traffic laws, and as the* hsnr Traffic Section 225 we have some case histories, with some (down up pictures of bad accidents, and we outline the violations. After that, we have a slide film, and then give them an examination. They have to' pass the examination or they will be forced to attend the advance school- The advance sebotd takes op where the others left off. It is for the more serious violators, and those who failed to pass thq primary school, and. in addition, make use of psycho-physical tests equipment. They get right down to reaction time and skid marks, and show the fellow how long it is going to take bun to stop his automo bile. In this school arc mostly speed vio lators. The juvenile court and the municipal court both let us handle the boy without an appearance ha the court. However, if it is a serious case, or a serious accident, we would automatically remand him up to the juvenile court, and not take him through the school We have had good cooperation. During the war we found that our pedes trian accidents tad increased greatly, espe cially fatal accidents. So we started a program of pedestrian enforcement. We had had a little experience with that once before, and it didn't work out. This time we got a lot of publicity and gave out a lot of writtoi warnings, and started in with the pedestrian. In conjunction with that we set up a pedestrian safety school. When the officer stops a pedestrian, he writes out a citation form, the violator may either go to court or post bail. In addition, the officer hands him a card telling about the pedestrian safety School He also can at tend this school. This school is handled by the traffic safety commission held in the city hall. The notice directs the recipient to report at eight o'clock, for one hour, in the Council Chambers of the City Hall on the Tuesday fallowing the date of the arrest. We treat them as if they are a group of citizens interested in promoting safety and cutting down accidents. We don't discuss cases in any school They are handled tirdy by the safety commission. Io that school, we discuss violations which coutribute to pedestrian accidents, where they are occurring, and what can be done lo stop them. We go in to it very deeply and do a good selling job on preventing pedestrian accidents. They also use a slide film there. "Aif your Feet Killing You?" which is shown " at the end of the session. When the people go in to the school they sign a register at the door. The citation is stamped "Pedestrian School," and sent back to the judge of the Municipal Court who, if the man attends school, cancels the fine or bail, or whatever it might be. If he does not attend the school, he has to go to court or post the bail in the regular manner. We had originally another school set up in Portland far violators. That school was abandoned sometime ago. and plans are now in progress to reinstate the adult vio lator's school. So next year we will prob ably bare three schools operating in Port land all on traffic; the pedestrian school, the juvenile violators schools, and the adult violators school. All will be bandied in cooperation with the police department and the traffic safety commission. SERGEANT HERBERT GERMAN (Detroit Police Dept.) : The first school in Detroit was about 1921. But in August of last year we started something new in the ,precinct stations, strictly on a voluntary bdsis. We set up three ooe-hour sessions, that is one hour each week. That worked out all Tight, because tvc didn't have very many come in and we didn't want many because we thought it was a proving ground rather than a regular set-up. The first session was given over to the problem of accident responsibilities. The responsibility of the police officer, the citi zens, the meaning of the license, et cetera were also considered- The next two sessions were given over to the traffic laws aud an explanation of them, accompanied by slides. Later in the year we had additional schools, and wc now have a total of eight in seven of the precinct station*, and be cause the attendance is so great, wc have had to cut them from the three original one-hour sessions to one two-hour session. Wc still have a number who come volun tarily, bnt now every person under 18 must attend one two-hour session before be is 216 34th National Saftty Congrats, 1946 permitted to get a license in Detroit. They of course, bring a lot of tbeir parents with them on a voluntary basis. We have quite a number sent from the court, and that includes the referees in Detroit and the license bureau, which sends those who are unable to pass the examilla tion properly. The slides, about 120 in number, cover all phases of driving and walking. They are pictures taken locally. They are not some thing across the city, but something that applies in the students' own neighborhood. We insist that the police officer be in uniform to help break down resentment. \Vc have it to start with and we feel that when they leave, it is gone. The purpose of the school is explained. Why have a traffic school, what it consists of. and what we hope to do with iL Then the policeman's duty comes next in the order of its importance. I believe how the police officers fits in to the problem, what he does in the protection of life and prop erty, and how it applies to traffic as well as other phases of police work should be brought out His part in assisting the driver, con trolling traffic, the knowledge of conditions, and how he corrects those conditions is considered. Then, secondly, the dozen's responsibility. What he has to do, not jast leaving it to some one else, but what is the part he has to play in that. Then last, the value or the meaning of the license itself, hOw he gets it. how he may lose it, what- he must do to get it back, what it amounts to, what the appeal board does under certain conditions. The second and third session are given over to the explanation of the rules. At the conclusion of the school, be is given an identification card which has bis name on it, signed by our commissioner of police, and the instructor's name is also placed on the card. On the back of it Is a little pledge, which says. "I pledge myself to obey all traffic laws, and assist others in making Detroit a safer city for drivers and pedestrians." We ask them to sign that and keep it with them as their own personal property. Tn case of a juvenile applying for a license. hc lakes this down with him to show that he has attended school. The fact that he is able to make out his examination properly at the license bureau, shows he has had the proper instruction at the school. MR. BEN HEINZ (Portland [Ore.) Traffic Safety Commission): I am con nected with two traffic schools, and will be with three in another few weeks, and I have visited most of the schools which have been discussed here. First, somebody wanted to know the answer about how to get rid of the judges that won't go aloog. Kick them oot, of course. Don't fool around with anybody that won't go along with any program. By the way, be careful of picking your instructor. I am not going to get in an argument with police officers, I still bold a membership in police organizations, bnt 1 think you should have an officer in your school. Be sure and pick him carefully. The key factor in teaching is the instructor, and I think an educator, and officer fami)tar with education, should both be instructors m that school. But the organization of yoar material and so on, should be by the edu cator. This man said you pass out raatcials at the beginning of the school. Would an educator pass out materials at the be ginning of otic or two hoar *cbool&, so that the people would read that instead of paying attention to what is going on? No, be would not I hold a life certificate a* an educator, ami I know the answer to that one. JUDGE FJSHER: Just briefly, I will sum up the discussion. The purpose of traffic schools is to educate and promote voluntary compliance, correct first offenders and start the youthful drivers right, and reach the consistent violators. The ap proach must be educational, not punitive. The types for whom it U provided are (1) drivers who need instruction or cor rected attitudes and (2) volunteers. The name should not be 'Violators school" or similar title, became this discourages volunteers, leads to resentful attitude on the port of those attending. The school should be held forth a* an opportunity to learn. The instructors stoM be well qualified and enthusiastic. Exammattou should be given tod certificates of proficiency awarded. Traffic Section 227 Belatkuu&hip of the Various Agencios In a Traffic Accident Prevention Program (Panel Piscurtion) Discussion Leader: Cm. F. C. LVWCH, Secy.-Mgr., Greater Los Angeles Safety Council. Participants: Mono* E. Ridge, Traffic Eng., City cl Wichita (Kans.) lMSPEcroe James M. Lufion, Dir. of Traffic, Detroit Police DepL Judge J. J. Quiluw, Portland (Ore.) Municipal Coart. Waltcb D. Ladd, Secy.-Mgr.. St Joseph (Mo.) Safety Council. Hakby E. Neai^ State Traffic Engineer. Ohio. E. P. fty, Snpvsr., Drivers License Dhr., Minnesota Hwy. Dept Capt. EmekSon H. Westwick, Illinois Dept of Public Safety. Milks Standish, Cbm , Governor's Com mittee on Coordination of Public lnformatkiu Media, Rhode Island. COL. LYNCH: This is a vital and im portant question, a question of the relation ship between the different agencies that arc attempting to contribute their bit in the cooimmrity program or the state prx^ gram of accident prevention. The mfevttsoatr part about it is that in want fiineiuiiiitirr and most states, if you talk to the courts, everything is wrong with the pofirr. and if you talk to the police, the Unable is with the drivers license, and the drivers license nyt it is the ogmen --we have never been able to find on who b responsible for the inefficiencies today. We hope to find specifically how we might get these agencies to cooperate one with the other. I am going to ask the panel if they will be specific, If (here is ever anything which happened in their states or their corninanity in which the traffic engineer, for example, contributed to the work of the coart. of if there is any case where the coort has contributed specifically to the work of the police. We would like to have things pointed out to you people, rather than philosophies. We are all full oi phdnmnphfrT. and few of us are full of actmtie*. MR. RIDGE: Certainly a Traffic Enpaerr should be an engineer, but even though I am somewhat of an embryo in dty work, I think I can speak with au thority and with well-remembered regrets, when saying that engineering to the City Traffic Engineer must be basic and of far greater import must be "human engineer ing." God bless the poor misunderstood traffic engineer, or perhaps more often con versely--111 have to stop there; ladies are present. I have tried to think of all pKo of engineering, and with the ex ception of planning (a close cousin to traffic engineering) I can find none with so llllli^n^^ll an objective purpose becom ing in nearly every instance subjective to of our ritixenry. Well, the doctor prescribes some pretty bitter pills and still we go tack. Yoa mast be wondering what U this builds into only this--1 wanted to work myself into a pasirion to soliqiailizr l want to think of the trank engineer os the doctor not a divine healer, jost the old country type--called to administer to an ever-rising epidemic--the traffic accident problem. He cannot do the job by himself and I am not relegating any other agency to an inferior position when I appoint him coordinator of the program, for it is a cooperative job. John Q. Public is the patient. He i% well aware of his disease but his dc*ir> to recover still isn't genuine, the mental attitude must be improved. Here the doc tor most depend upon consultant*, spr enlists. There is no medicine to prescribe, education, conjolance, subtlety must do the job. There is little past history or prog nosis, still any doctor will agree it is the most important hurdle to recovery. Every available appeal must be used and new and increasingly alluring methods cxploied lest the patient return to his lethaigv. Often the patient shows signs of psy chiatric unbalance, restraints become neccs sary. But the doctor must assist in explor ing the causes of these outbursts, perhaps some of the medicines have been too 228 34th National Safety Congress, 1946 severe or unreasonable and perhaps physi cal handicaps have aggravated the illness. The doctor most demand enforcement of hi-4 prescriptions, rigidly but reasonably. The patient is improving but an operation is necessary- to bring complete recovery. Scars of inadequate planning and care in his youth must be removed and his conlinued health assured with permanent remedies. I could not let the patient die because 1 couldn't find a part in the story for the undertaker and it would have been em barrassing for the doctor to end up a quack. Returning from the slightly ridiculous to the fundamental let me sum it up this way. The city traffic engineer is faced more and more with selling human en gineering. I nas trying to be realistic quite recently when X told a fellow engineer that T thought the public roust be given first consideration when traffic changes are contemplated. He retorted that I was cowardly. I wonder. I spoke a moment ago about the objective becoming sub jective. Nearly every traffic improvement in cities tears down someone's building, takes away someone's favorite parking *pot, changes someone's way home--and so on and on. These things may not be as dear to someone's heart as they might claim, but many pebbles have started land slides. Salesmanship and a little horse trading are essential. Public confidence cannot be ignored if a traffic program is to be accepted and succeed. A little seda tive now and that to case the pain isn't in my opinion,' cowardly if it brings co operation. And last but not least, we must have complete cooperation within our own family -- our departments and divisions carrying the responsibility for the traffic safety program must work together. A friendly push or pull is very necessary for success. I'm for ungilding the lily. Traffic en gineering is relatively new and in my opinion we've been too interested in qualiiying it technically. Sure it's as basically engineering as any other but it requires as no other generous quantities of common >n engineering, human engineering; and I'm going to spice mine up some with a little showmanship. COL. LYNCH: When Hoover oiled the 6rst national conference on street and highway safety, ooe of his philosophies was that traffic regulations should be so appar ently equitable that they are self enforce able. I think it might be well to impress that upon the minds of all traffic engineers; if they have regulations which are not apparently equitable, they should not be put into effect until they did apparent by means of other agencies* edu cational work. INSPECTOR LUPTON: Last May the President of the United States said, in discussing automobile accidents, and 1 quote; "The nation cannot afford, and will not tolerate this tragic waste of human resources." During the same conference the able Congresswoman from Connecticut, Claire Booth Luce, said: 'It is not unreasonable to say that any locality can attain almost any safety goal.it sets." The responsibility for curtailing these tremendous losses in urban areas, lies squarely in the lap of the municipal police administrator directing traffic safety pro grams. Because the most important part of any traffic safety program which t*** been, is now being, or ever will be canted on, is the administrator. Unless there as an able administrator who has rime, perspective, initiative, intelligence and im agination, coupled with the ability lo nm the program so that it properly controh and reduces accidents, the program viD in effect fail. That, Mr. Municipal Pater Administrator is indicative of your im portance to traffic control generally and to traffic control programs specifically. My part in today's program is relatively saaplc. I have beat asked to ****** broadly and briefly, and incidentally in ten minutes, the responsibility of the municipal police administrator in developing and administering a long-range effective traffic control program. Since the of the municipal police administrator are nothing more nor less his troubles, my job resolves itself in telling you about my troubles, and who can't talk long and loud about his own troubles? 1 shall discuss these respoosibiltics as t see them, and in the order of Ibeir impor tance in my opinion to the muncipa] police administrator. His first `'responsibility is sincerity. Unless he as an administrator Traffic Section 229 believes in (be importance of traffic control to himself and his community life, its fundamental necessity to society's welfare, then he will faS. The very nature of the Five--He must know at what levels ail phases of the traffic control program pro duces best results and he must keep such activities at those desirable levels. activities incident to good traffic control Six--He must have courage; be con require a sincere belief in their importance. stantly on the offensive and discourage TUs is true because these activities will the granting of special favors. be interpreted by the public as restrictions on what they will call their rights, but which actually are only privileges accorded them by law. Therefore, imlc&s there as a sincere be lief on your part, you as an administrator will be unable to sell these important issues to the public, and as you know your individual traffic control programs can be only as good as residents of your com munity want them to be. I mentioned sincerity as a responsibility of tbe admin- ' istrator only to stress its overall Impor tance; there is no inference intended; your presence here today is indicative of your sincerity. Tbe second responsibility of the admin istrator is loyalty, aid and cooperation with other allied safety groups-' It is im portant that the administrator recognize that he cannot <k> the entire job alone. In most cases be is not a Traffic Engineer, and be is not a public educator as such, he most therefore depend upon these or ganisations to aid him in carrying on a haiwH program of traffic control. This will include specifically tbe furnishing of information pertinent to the accident ex perience in his locality. Third, ha order that he be able to fur nish anthentic information regarding the accident experience, the administrator must set up within his organization a bureau comprised of a sufficient number of care fully selected and trained accident investi gators to carry on the careful mvestiga- tinn and reporting of all accidents occurring within the area his jurisdiction. It is a further responsibility of the admin- istrator to present, through his accident investigators, such evidence of traffic law violations, If any, as well satisfy the court beyond a reasonable doubt that tbe violation alleged was conunitted. Four--In addition to supplying informa tion necessary to the carrying on of a good traffic engineering program and a satisfactory educational program, he must develop and direct on a highly selective basisran enforcement program. Seven--He must recognize, courage and support good legislative measures and he must just as energetically discourage, disapprove and criticize proposed legisla tion not consistent with safe driving and walking practices. And last, but not least, he must measure his activities by results obtained; in other words he must be ready to discard and throw out programs which do not produce results, no matter how good they may appear theoretically. All of these things tbe administrator will be required to do; in some instances without adequate compensation and pos sibly with political interference. However, I am sure that in the field of policing, accident prevention can be expected to pay the greatest return. If during your career as a municipal police administrator you can by diligent effort save only one life, you will have on society's books, ful filled your responsibility and in addition thereto have the self-satisfaction that comes only from knowing that your job has been well done. ft has been a pleasure to meet with you and take part in tbe 34th National Safey Congress, ft has bco a pleasure because I am sure that it is from this type of meeting where the representatives of tbe several agencies responsible for traffic control cap meet, discuss problems, and exchange ideas, that activities will develop which will be beneficial, not only to the individuals present, but to the com munities which they represent as well. These activities will be in the main the development of more effective traffic con trol programs which will in turn produce desirable reductions in traffic accidents, and that is you will appreciate, the objective of the Congress. COL. LYNCH: Thank you very much. Tint is typical with a policeman, you can't argue with tbean. When he is overpowered by numbers, he leaves. I thought maybe we were going to get a beef out of like they do in Los Angeles, about lack of cooperation with 230 34lk National Safety Congress, 1946 the traffic engineer and police--'they go out and slap up a few traffic signs without inquiring whether there is personnel to enforce them, and certainly signs put up which are not enforced, are bad for the community probably in its entirety. I might say oar engineer -uses that inability as an excuse for not putting them up, too. We have had pedestrian control for twenty years, and up to the 27th of Sep tember, we still found it necessary this year to issue 13,306 citations for violators of pedestrian regulations, so we are still hav ing trouble with pedestrian control, but we are still making arrests. JUDGE QU1LLIN: Wherever possible traffic cases should be tried apart from any other Court and in surroundings which would inspire respect and deference not only for the traffic regulations but also with ample consideration given to the safety features. The Court should always convene on time at regular stated intervals and be conducted on standards equal to those ad hered to in the Courts of general jurisdic tion in the area. The judges who sir in Courts dealing with traffic offenses should always bear in mind that thei- function is mainly a cor rective one, only to a small degree puni tive, and with this in mind the traffic courtroom should impress defendants as a classroom as well as a courtroom. It is my opinion that even in the most simple matters ample time should be taken by the Court to explain the reasons for a con viction. if one must be had, and also point out an object lesson with brief statistics or any other available method so that the defendant may leave the courtroom with a feeling that he or she has gained something from the experience apart from the penalty which must be inflicted under the law. Notwithstanding the fact that the aver age Person who is tried for a traffic offense docs not think of himself as a criminal, it is my opinion that Court should not be tnckward about advising them that their offenses are of a criminal nature and that they are being tried as a criminal, dis tinguishing, of course, between the offenses which are of a felonious nature and those which are misdemeanors only. Avoid all "star-chamber sessions'' and every other court practice which tends to reduce the formality of the traffic hearings as well as every practice which might lead anyone to believe that different or other consideration is given to influential persons or friends than is accorded to the average citizen. This is more important in my opinion in traffic court than in any other place m the halls of justice. To live up to this idol will require a very great deal of 'patience and perseverance, but it will also pay dividends and make our traffic courts the most potent agency for good in prevention of tnrfic accidents and traffic law violation. In the matter of penalties, our Court should give studied consideration to the duty of recommending suspension of the driving privilege in every case where a dcfoKbot is shown to be dangerous, reck less or careless, with the public safety and welfare and should study the possibility of curing some*of the most vicious and per sistent practices by judicious use of this privilege of suspending drivers' licenses. These are just a few of the ways of which it occurs to me to be possible for the Court to improve its service to the public and its relationship to other agen cies working on the problem. There are many ramifications to every one of the above numbered suggestions,' and 1 am of the opinion that these will offer plenty of points from which to begin our discus sion of this most important problem. WALTER D. LADD: The primary function of the community safety council in a traffic safety program is that of education and coordination. Even its co ordination work has an end result that is educational. A properly organized and con ducted safety council also represents and speaks for the people of the community in all matters having to do with traffic safety. Traffic safety education generally fol lows three lines: First, mass education of the public in correct driving and walking practices and tn acceptance of necessary controls; second, specific education of indi viduals, as in the conduct of driver and pedestrian training in groups and classes; and third, the education or "selling" of those who, by their official positions, have a responsibility for traffic safety such as Traffic Section 231 police officials, judges, prosecutors, engi neers and school officials and teachers. The first and second phases of the edu cational program are continuous and vary in different communities only as to speciali zation and effectiveness. This constitutes a job which is never ended, and will nut be ended in the forsecable future. It is a program which has scarcely scratched the surface thus far. I daresay it would be impossible to find a safety coimcil executive wbo is satisfied with what he has done along the lines of mass education or specific education of the people whom he seeks to educate. Mass education is carried on through the newspapers, other printed publications, the radio stations and theatres, at meetings of citizens, with billboards and posters, by the wide distribution of folders and book lets, blotters, calendars and every other form of printed material. This is "shot gun" education. We never know how many people read it or see it or listen to itStill less can we judge bow many people learn something they need to know from it. We can only repeat and repeat, know ing that repetition eventually gets some results. We buy certain soaps and razor Idades and automobiles and beveragas be cause of this ceaseless repetitive advertising of those products. Formal instruction in driver training and pedestrian classes is the "rifle" method. It is the most effective method of education, and tf it could be universally applied, we could reduce the traffic problem to minor importance. Our difficulty there is apply ing the method. Where it is applied it jiwreedi. Comparatively speaking, very little of kind of work is being done. Moat safety councils have an almost virgin field to develop in this kind of education. Every safety council should use every effort to get driver training into the high schools of its community, and to get mfniywal vehicle owners to train or permit the training of their drivers. These are the two groups that can be reached in an organized way. From this beginning, such training can be spread out to the general public. If a safety council is doing a successful job. public officials, including school ad ministrators, will ask the council for help, rather than resent the council's efforts to get them to do their part in the program. Ail the council's efforts to educate such individuals should be given in a spirt of Itelping them. The third phase of the educational pro gram is vitally important. It is one of the safety council's most important jobs, and one for which the council receives little or no credit This is because it cannot claim credit. As a rule, none but the officers directors and committee members of a safety council know what is done along this but. The scope and nature of this educational work varies from city to oty. Where a school system is accepting its responsi bility for safety education and carrying on h first class program, the safety council can forget that part of the community program. But the traffic engineering de partment may be weak or even non existent. A mayor and city council may have to be sold on providing a capable engineer and work crew and furnishing the mooey for the program. Or the police department may need edu cating in its responsibility for traffic safety, and even taught to organize and operate an efficient traffic division. Or the traffic court may be weak and judges and prose cutors may have to be educated to their duties and how to perform them properly in tine with their responsibilities. Changes in administration of any of the agencies or departments having to do with traffic are usually headaches for the safety council, because it is often necessary to do the job all over again. I believe an of us here are familiar with this problem. While my remarks have to do diieffy with what the safety council should do and can do, a word about how it should be done may not be out of place. I think it is fundamental that the person in official position should be approached tactfully, and persuaded to accept his responsibility, learn what he should know, and perform his duties on the hasis that it is good policy for him, that it will gain prestige for him, or make him votes when he needs them, or otherwise benefit him per sonally by doing a good job. Second, he should be allowed to take all the credit for what he or his department does. The safety council's efforts should be persua sive and strictly under-cover. Only the 232 34th National Safely Congress, 1946 muit unusual or hopeless situation calls for using a club. Sometimes this may be nec essary as a last resort. The safety council should obtain the cooperation of every other organization in the city that can be woven into the pro gram. This can be done in many ways. They can be enlisted in joint projects-- specific things for which they can take credit. They can give financial help. They may desire to undertake projects try them selves, and in such cases the council can often suggest and aid them in these proj ects. But fundamentally, this is all educa tion. The safety' council can and often docs influence public opinion in favor of some project or action. While the result my be decidediy one of action, such as enforce ment of pedestrian regulations, a stiffer schedule of fines for violators, the elimi nation of "fixing," legislation for motor vehicle inspection, driver training In the schools, or a better traffic signal system, the safety council's responsibility and work is still essentially education. We have an example of coordination in St. Joseph. The safety cotsidl prepared and obtained enactment of an ordinance creating a city traffic commission. This commission, is advisory in its functions, but it gets' together around a table ooce or twice a month the chief of police, the head of board of public works, which has sole control of the streets, the head of the city legal department, the city traffic engineer, a member of the city council, the safety snpervisor of the public schools, and three or four private citizens to dis cuss traffic matters. Thus, when action is rcaammeuded, every agency concerned knows about it and has accepted such action. In the final analysis, this set-up has a high educational value, as well as ironing out differences privately. MR. NEAL: I understand this discus sion involves relationships of the various agencies involved in conducting a traffic accident prevention program, and involves the matter of the relationship of the police courts, engineers* safety council, drivers license departments, et cetera. As a traffic J want to say that the engineer is fully cognisant of the need for the cooperation with the various other agencies. The traffic csginccr must have the co operation for the traffic regulations which he designs and installs, otherwise they will not operate, fn order to get that coopera tion, the traffic engineer most be ordil that he installs reasonably enforceable reg ulations. For example, our problem in the State of Ohioi as a traffic engineer, u differoit from the city traffic engineer's problem, and many times he is called upon to install traffic lights at intersections on the stale highway system. We try to install those signals on the basis of factual studies rather than opinions and demands. Obvi ously it is foolish to install a traffic signal in a rural intersection, where traffic will be stopped unnecessarily time after .time, with nothing demanding passage *on the intersecting road. 1 mention that as n specific example of bow the traffic engi neer can be in cooperation with cur state highway patrol. In Ohio we have enlarged in a program of speed zoning on the highways, trying to install these speed tor strictly on the basis of engineering investigations and make them reasonable, becaose if they are not reasonable, the public will not observe those altered speed limits, and naturally the police, the state highway patrol, is going to have a great deal of difficulty* enforcing those regulations. We fed cooperation with a SafUy Council is highly essential. We have an Ohio Traffic Safety Council, an organiza tion composed of representatives of 75 leading organizations throughout the state of Ohio, which have an interest directly or indirectly tn the traffic safety problem, and we depend a great deal on that or ganization which is purely volantary- ft has no funds, other than when they pass the hat and need funds 'for some par ticular occasion. It' has been very helpful in that it en ables us, or is assisting us to get needed traffic regulations in Ohio. 1 hate to admit it, but our' traffic laws in Ohio in some respects are very much in need of change. For example, we are one of three states which does not hare a law requiring the reporting of motor vehicle accidents, and our work in traffic engineering work is more or less handicapped In that respect. Our Traffic Safely Council has helped us get the uniform traffic law passed in Ohio, Trafic Section 233 and we are very hopeful we will get the report at the next session of legislation. MR. LEE: I can't speak for all admin istrators of driver license laws. Probably the best I can do is tell you something we are doing in Minnesota. There we coordinate these various agencies becaose me have come to understand tfiat we are engaged in a cooperative movement, the sole design of which is to improve the quality of driving on our public streets and highways. In order to accomplish that, we have brought together for conferences 'on many occasions, representatives of the courts, prosecuting attorneys, police officers, sheriffs, highway patrol, and driver li cense departments, and in Minnesota we do act hand m land at trying to create a better condition of drivers. The way we accomplish this in some respects at least, is by the various agencies assisting each other by doing the part that they art required to do under the law/ by doing the part they are required to per form in order to accomplish the ultimate cud so far as drivers licenses are con cerned. We feel that the taw must be administered, that the courts and the police and the prosecution will know what we are going to da They know that we wtU refuse to issue a driver's license to a person that is incom petent to drive, regardless of who the person might be. They know that further more, if it is necessary that the person have restrictions on tus driver's license, he will have those restrictions oo there, so any police officer, any enforcement offi cer, or .court, will know wbat diving privi leges the individual might be limited to. We also revoke licenses in every case where the law provides for revocation of license. Id Minnesota the court has a right to recommend the suspension of a driver's :ensc in any case where there has been conviction for violation of traffic laws. All the courts in Minnesota know that drivers license administration wfli follow the recommendations made by the court, and we do thar because of the fact that we don't Wee bureaucracies, and we are not a bureau in the common understanding of that term. Wc feel that traffic enforcement is pri marily a local matter, and the courts hav ing much more information concerning the circumstances surrounding any person's convictions, are in much better position to determine whether or not the suspension of a driver's license might be beneficial in producing a better quality of driving by that individual. Therefore, when the court recommends a license be suspended for thirty, sixty, or ninety days, or up to a year, wc do that. And of course we get the heat, we get the pressure, but in cveiy case we tell them to go home and make their peace with the local court-' If they can convince the court that they are entitled to a different kind .of treatment, and if the court is willing to change its recommendation, we will even fpllow that change recommended, and this happens occasionally. So far as the police are concerned, we follow the recommendations of the police, particularly as to reexamination of drivers. Very often after a person has been issued a driver's license, something happens to the individual, and, sitting in a little office is Sl Paul, we don't know anything about it, \jut whatever any individual has had the finger pointed at him by a police officer, you can be sure that the individual is going to have an examination. And the police officer Is going to be advised of the outcome of that reexamination. If it is found that the person is not entitled to further driver's privileges, those privilege* are taken away from him, and the police officer is advised. If it is found he should have a restricted driver's license he gels that kind of a license, and the officer is advised Besides this, the Department in Minne sota, is the chief center of record keeping for all traffic violations, all drivers con duct There is no other place in the state where they keep a record of drivers. In Minnesota, we had what wc call a cash register system in the police court Hat system operates by virtue of an order of the Municipal Court. In the Police Department they have ' a place where a person can come in for speeding or going through a stop sigu or minor violation, and deposit an amount of bail determined by the court, and we used to do that in accordance with that plan. If a person was picked up for speeding, he would de posit %& or $10; determined by the court. 234 34tk National Safety Congress, 1946 1 have run into cases where men were nois State Police is the divisor most di getting speed tickets, and going down and rectly concerned with the problem. This is paying fines every few days, and that was true because of Us position as an enforce all that was happening to them. They ment agency charged with the responsibility didn't have any respect at all for the of protecting the lives, and property of traffic laws, because all it meant was send those citizens who travel upon the high ing the office boy down with five or ten ways of the State. dollars, and then he was all through with it. Tbtir duties, of necessity, range from I called this matter to the attention of . the courts, and immediately a new order was issued, where, if a person comes in to deposit a bail, before the cashier or the police sergeant can accept that hail, he must call our office and determine the funeral escorts to the apprehension of dangerous criminals, but, their primary objective and that which claims the major part of their attention is the prevention of motor vchide accidents and she subsequent saving of life and property. individual's record, and if he is found to It was not to many years ago that the be a repwter, haul is not accepted. He is*. policeman obtained and held his job by given a warrant and ordered into court. virtue* of his ability to knock someone We are very happy with that arrange ment in Minneapolis and St Paul. We use it every day, every day and every night We have people on all die tir : to give information to the cunts and to i:.e polka. Our record system is also used by the squad cars. If they find some person in volved in a traffic accident, or involved in rJE?a'' violation of traffic laws, they bold the man there for the purpose of determining whether or not he should have as arrest down and drag him off to jail. His em ployers were chiefly concerned with the removal of the offender from the view of the public, for a natter of boors, days, or longer, and 'the matter of education or correction' was scarcely considered. This system might have continued, and with the required degree of satisfaction, had it siot been for the advent of the motor vchtide and the subscqBoat character and number of violaswmi. ticket or merely a wanting, and before Police sdiBiiiiumws came to the realisa giving that man an arrest ticket or warn ing, they receive through the radio, and tion that motor vehicle violations were not ooly increasing at such a rate as to* by telephone (o our office the individual's record. Thus the police officer on the job knows the type of person he is talking to. He knows whether or not he is entitled to some consideration because of the fact that he has not had a bod previous driving record. CAPT. WESTWICK: In discussing the "Relationship of the various agencies which are involved in conducting a traffic accident prevention program,*' it is my purpose to approach the subject at the level of state government and point out such observa tions as viewed by a state police admin istrator. In Illinois, as in many states, the various snake enforcement bodies swbjeci to ridi cule, but b so doing were canting acci dents which were killing and injuring use ful citizens in numbers never before equalled in the history of our civilization. Corrective measures had to be taken and it was then that police administrators found the need for revised police techniques and the cooperation of all agendas interested in the general welfare of the public Before the police officer can commence his activities in accident prevention, it is necessary* for him to be provided with information on the cause of accidents based on a study of past experience. This in formation a obtainable only from a com plete and properly administered records systetru departments of state government concerned with the problem arc so closely interwoven as to aim and purpose, that the efficient functioning of any one division would be seriously curtailed withpot active coopera tion of the others. In Illinois, wc obtain this in formation through the cooperation of the division of highways, under whose supervision reports are recorded and analyzed. Also, through the cooperation of city and comity police and administrators who investigate the ac It ts reasonable to assume that the Illi cidents and forward the reports. 8 Traffic Section 235 Having been provided with the necessary information as to who, where, what and when the violations cansing the accidents are occurring, the enforcement officer is prepared to make his attack on the problem. His efforts may result in the stopping of an offender in which the degree of mis conduct is such as to warrant no store than the pointing out of his failure and the suggestion as to corrective measures, or, it may result m a more serious viola tion where an arrest b made and a sum mons to appear in court is issued. In both instances, the offender most be made to realize his mistake and a definite effort made to prevent a reoccurrence. If the officer neglects to do this, be has failed m his purpose. However, in the case of the summons to court another cooperative agency enters the picture in ffte form of the judge or magistrate who hears the offender's case. Tbe mere paying of a fine or tune spent in jail will in no way correct die condition or prevent its re-occurrence if the offender leaves the courtroom feeling that the only purpose in his arrest was to deprive him of certain liberties or extract money from his resources. To this end. the court must work in cooperation with the officer in the process of adequate education. The offender must be brought to realize the danger involved in the violation and the inevitable result of this type of misbehavior. Education in traffic safety is not con fined to that which is applied to an offender, but most he selective and offered at an age level most applicable to the molding of a correct attitude toward driving. In the IDioou State Police Department, this responsibility is placed in the hands of tbe traffic safety section, a group of police officers who are specially trained fax driver education Included in the duties of this Section is the organization and training of school bey patrols, the operation of psychopliyiscal testing device* and the organisa tion and supervision of tricycle contests. They also appear before industrial, civic and service groups at which time they conduct training programs and lecture on traffic sa* Foreroos. a the duties of this Section is the program of driver education in high schools throughout the State. Every high school in the state it visited at least uoce a year by a member of this section at whUh time valuable assistance is given the scltool's course in driver education. Guidance and counsel in the furtherance of this school program is given by the State Department of Public Instruction, whose active cooperation U of extreme value in the oocuinuaticm and improvement of this very important educational pro gram. Many other stale divisions, including public health, crime prevention and correc tion cooperate and assist the state police in their never-ceasing war on motor ve hicle accidents. Tbe battle has just begun. Cooperation, coordination, and a neverceasing determination of effort must and will result in the decrease and elimination. of this National disgrace--OUR HIGH WAY TRAFFIC TOEL. HR STANDISH: I know that the problem which faces the Safety Council through living through it in my own state i* one of such magnitude that it far ex ceeds the funds available to that body to carry out its legal function, and I Imow that it must have help. I also know from good training daring the war in war activities and advertising that that Itelp is available and can be had, and where we haven't money to use, we have to substitute something else for money and get the job done. 1 have worked with our state safety conunissioo now for the past six months, tinpc the inauguration of the police check program, at which time I found the State. Safety Commission talking to itself. It didn't know the techniques of how to secure the support and the publicity neces sary to enlist the public support behind their program to achieve their objectives. We know those techniques, because we have lived through them, as 1 said, during the war. So I simply went to the chair man, Judge Pat Curren, a very determined and enthusiastic State Safety Commission Chairman, and said. "Can 1 help you?" And they not only met me with open arms, but conferred a title on mt The first thing I did was to look at the forces we had at our command. We have 236 34th National Safety Congress, 1946 great public groups who have very deep and sincere convictions and interest on this subject. We have in existence avenues of information to the public which also are centralized in various scope, if you pick the right spot and the right person touches the spot, you get a reaction. We also have a large group of advertisers whose customers are the people who want this job done. Our problem was how to coordinate these groups, and how to get some real action, bow to get what my friend on the right calls, "bird shot publicity," of which he is not rare of the value. But I want to tell you that Mr. Gopcll is sure of it and Chief Lee and the others are sure of the value of it, and I am sure of it. I know exactly what it will do. Now all We have to do is get it. That means we have to do a lot of things that are impossible. We have to do a lot of things that have never been done before, and t am just dope enough to try it. We have tried it in our little state. Hoc is what we did. The first thing we did was to call in a group of women represent' mg the Congress of Parents and Teachers, and the Federation of Women's Qubs, the Woma's Advertising Club, and the Vol unteer Women of America, et cetera. We sold them on the idea that if they didn't care enough about the program to take die lead, and themselves ask the public for support and assistance, then nobody would care, and nobody would do anything about it. They rose loyally to the occasion* and at the present moment, the Congress of Parcuts and Teachers is the public support body in that state for a three months pro gram. They are today holding the first state meeting with the superintendent of state police, the chairman of the Safety Commission, and the chairman of the State's Safety Conference, and a munber of other state officials, all present at the first statewide meeting, and traffic safety U number ooe ou the program for the next year. They are wildly enthusiastic, and we are giving them support. Now, in order to get their organization enthusiastic about it, wc had to show poblic evidence of their interest and their enthusiasm. Therefore, we next went to the media and called together all the owners and managers of newspapers, and radios, and outdoor ad vertising. car cards* moving picture opera tors, and gave them four or five drinks, became this is making the lion lie down with the iamb. We had the chairmen of the Safety Commisskm present and told them the itory and tokf them that right in that room that the job would be done or would not be done. No one else had the power and the facilities which those men commanded to do this pok and k got later and later and later, and they were shouting at each other and had hole grievances which they aired among themselves, and each had to get out and meet his wife, but we finally said, "Gentlemen, before anybody goes out to meet his wife; 1c! os tell'you this, if you don't do this job, men, women and children are going to be lolled in this state next year whkfa you could have pre vented. Any .one that has to get up to go and meet his wife can go." Not a soul moved. Those men .can not resist the appeals of large public support bodies. Their very existence in the com munity in which they operate is an obliga tion. They are men of flesh and blood. They have families, wives, and children. They themselves are not indestructible, and they owe a debt and obligation to the city which gives them their business and profits and their existence, and they know it Business today understands that its fa cilities are no longer sufficiently employed when employed only for private profit of private individuals, ihe time has come when all business and all advertising must accept that social obligation of using a part of its facilities for the social im provement and the meeting of problems of their own communities, and I think they are ready to accept that obligation at this time. So in order, as I said, to stimulate the interest of the dubs, we informed these media that it was essential and necessary that they make a contribution themselves, of starting now on a three year basis, and that this was just the beginning of some thing else. If in three years we cut lick this campaign, then we will have a media committee, a state-wide public information committee which is an 'enormously power ful and effective group which can turn its Traffic Section 237 attention to any social problem, and with the power it has at its command, tide it. Business, gentlemen, needs the under standing and support of the public. This is the last nation on earth, in which we have business operated by private indi viduals without over-all totalitarian con trols and business knows it That is why advertising will cooperate with you, because they want to be liked. They want the people in their communities to understand what advertising is. When they see newspaper ads and posters, and listen to commercials they want than to understand that is part and pared of the kind of life we dcct to lead in this country, and to its continuance and main tenance. So right off the bat, the Outdoor Adver tising Association said "Our donation can be most cffectivdy made if it is made over the signatme of the public support body." So we offered a showing of posters tfaroagbom the state to the signature of the Parents Teachers, which cost them not --e pony. The operators pushed the posters and donated the space and put it up and it is effective. Wc had to do that if we were going out and ask advertisers to do the same thing.* Now the butchers and the bakers, and the candlestick makers sell to the Con gress of Parents and Teachers in the forms of fathers and mothers and families. They want their patronage. They waut their goodwill. Very few are the tradesmen in any coawwuty who will say, "Well, I will oot ccmwert some part of my advertising in the medium I normally use, to the purpose of helping to save the lives of my costouters and their children." In this way we can again greatly aug ment the flow of public information cm safety to the people who need it We now have the promise of a motion picture op erator's full support in running trailer filmsv Our radio stations already are turn ing out safety programs and offering time to public support bodies for short talks on their programs. The newspapers have been highly coop erative m ghring news stories on these activities of these public support bodies, and in photographs of them un veiling their posters, and otherwise further ing the campaign. In this last three month period, there has been more support by more media, at the same time, of public safety than has ever been achieved in the history of our state. And what is more, never before in the history of our state, did the owners and managers of the advertising media ever sit down with their feet tmder the same table. I am delighted to hear that the American Association of Newspaper Publishers U ioining as a participating body in our National Committee for Traffic Safety. I also tmderstood that the National Associa tion of Radio Broadcasters are coming in. When those organisations become partici pating groups and form national commit tees with a atc chairman in every state, we can then [.n those media chairmen together in cvex> state in (be United States, and we will have in existence, by that mere action, a powerful group which can inte grate a continuous flow of publicity on safety to the public, and that is invaluable. These men own the media. They don't go begging for it. They cQ the boys to do it. and that is the sort of people that we need. We, in our own industry are using the work that has been done as a pilot opera tion in Rhode Island, as a pattern for a national program of three years. Wc have as I said already in operation, a program under the sponsorship of the Congress of Parents and Teachers, which will be run through September, October, and November, starting September 1st, for a three-months' period. The General Federation of Women's Qubs in our state will pick op the ball al the end of that three mooths, and another large group whose identity I am not sure of, but which might be our combined service dubs. Rotary, Kiwanis, Lions, and others, all co operating together on the same program. Later another group will take over. So as time advances, in widening circles, we bring in greater and greater groups of people, ' arouse, their interest, secure their cooperation, and support their activities in this campaign. And as .time goes on, those groups will grow and grow, so that more and more people are doing the same thing for different reasons. That is the job of the Safety Council, to get a lot of people to do that same thing for different reasons. Gentlemen, it can be dooe. It is my hope that our own industry 238 34th National Safety Congress, 1946 alooe will contribute at least three quarters of a million dollars to this program, in fifteen thousand cities and towns in the United States. I know that the other will coop erate, and I know whec intelligent adver tisers integrate the use of --**. and when we intelligently integrate all interests in this campaign, you will hare a Mowing force of publicity so constantly berate the public they can never be wholly free from the consciousness of safety. We will get our information from our accident records, and from the National Safety Council, and we will push con sistently mouth after month on the hazards greatest at that particular time, and hit them from every side. Don't be impatient. It takes us a little time to organize so Urge an activity. We ourselves arc faced with the problem of selling this program to one thousand mem bers who have got to withhold saleable space to advertisers crying for it in order to give it to the safety campaign. But we still think it is the most intelli gent thmg we can do. because while adver tising can not bold a course on economics to teach the American people the *ng of advertising, it can make some dramatic demonstration of its power, that they will accept it as necessary without any economic demonstration. I feel absolutely confident that in |be next three years, if we can wnirr the co operation (hat it looks as if we now can secure, we can build behind yon a coordi nated force through your official Safety Councils in every state and off, which will drop this accident record down fifty per cent or more. I hope down to twenty-five per cent of where It stands now. and then it is a controllable situation. We are full of confidence as to the power of the great media of publicity to do this job. If it isn't happening right away in your city, get bold of your outdoor oper ator, of your newspaper owner, get hold of your radio stations, and ask them to get together. They have been instructed in every* case to contact the safety director. We have a state chairman in every state, and be has. already been instructed to con tact the official safety director of Ms state and community, and offer his services. We will build an integrated campaign, taking care of all the details ourselves. We ask your support. We ask your assistance, and your full cooperation at every turn. I think betwcexrua, we can-do Ibis job; WEDNESDAY MORNING SESSION October 9, 1946 General Sooaion Presiding: Cot- Light 8. Yost, General Motors Corp. Present State Programs Compared with President's Conference B^yrnmumAitinml By A. W. BOHLEN Executive Director, American Association of Motor Vehicle Administrators As an outgrowth of the Action Program adopted May 10th, by delegates of the President's Highway Safety Gonfcrace, fifteen states have already held conferences in the names of their respective governors. These states are Virginia, California, Ohio, Alabama, Montana, Indiana, South Caro lina, Colorado, Pennsylvania, Minnesota, Iowa, North Dakota, Utah, South Dakota, and Michigan. In additioa seme 14 states will have their meetings in the near future. First of all, in order to clarify my re marks about these conferences, it seems to me, to be desirable to give you a very brief outline of what was called for by the President's Conference. The Conference Action Program suggested the setting up in each state of one committee composed of Traffic Section 239 state officials to act as a co-ordinating body and another committee of leaders in civic, service, business, fraternal, professional, labor, farm, and similar men's, women's, and youths' organizations to act as a public sup port groupThc co-ordinating or official committee was charged with appraising existing condi tions within the states and utilizing recom mendations of the conference as a "measur ing stick" to determine exactly what was needed to develop an effective highway safety' program. This committee was dso charged with co-ordinating highway safety activi ties; moreover, it was charged with ac quainting the public with the results of its analysis and comparison* to the end that organizations and chirms might know ex actly wbat dements constipated the official highway program. The non-official organization, on the other hand, was charged with serving as a clear ing house and oo-onfimting agency' for the respective agencies from which it derived its membership. Its purpose was to advise, stimulate and otherwise assist in the de velopment of the traffic safely programs of its participating organizations, without, of course, giving directions to individual or ganizations* programs. Likewise, this group was charged with working closely with the official co-ordinating committee. The sates for the most port have fol lowed throegh in excellent shape m the mechanics of the Action Program. Seven teen sates have established official co ordinating committees and 10 have created non-official public support groups. The ultimate success of the recommenda tions of the President's Highway Safety Conference depends entirely on the followthrough by the official and non-official groups. In reviewing the work that has been done by the Governors' Conference thus far, however, the need for a more critical ap praisal of conditions existing within the states is indicated. Moreover, the need for fuller utilization of the technical recom mendations of the President's Highway Safety Conference to determine exactly what is-needed to develop an effective offi cial highway safety program is also pro nounced. It is - not enough simply to set up an official state committee on the ooe hand and a public support group on (he other hand without giving full force and effect to tlic conference recommendation that a full appraisal of existing conditions within a state be made. In the four months following the con ference, less than a third of the states have held meetings. Thirty-four meetings remain to be held. A strong blow in the interest of highway traffic safety can be struck if the states in which conferences are still to be held will undertake a realistic appraisal of existing cooditions. Certainly to do so will require more than a little effort--more than a little planning. It will also require more than a little patience to do a thorough going job. If the President's Highway Safety* Con ference is to be something more than just another scries of meetings io which lip service to safety is freely given, a com prehensive study of all dements affecting the highway traffic safety problem must be made. Officials comprising the state co ordinating committee should insist on and aid in putting into effect a system of eval uating what is now bong done so that their own state's program can be brought into line with the national effort. The Action Program published by the conference sets forth seven elements con stituting a balanced program. These arc . laws and ordinances, accident records, edu cation enforcement, engineering, motor ve hicle administration and public information. Each one of these should be thoroughly analyzed and broken down so that it may be compared with its counterpart in con ference recommendations. At the State level, it is necessary not only to consider the brood principles with which the President's Conference dealt, but it is also necessary to consider in detail minor matters, in order that the state pro gram may be brought into proper iriationship with conference principles. It seems elementary to me liiat any Gov ernor's Committee on Laws and Ordinances should take appropriate steps to bring about a critical appraisal and comparison of a state's laws with the uniform vehicle code and to actively support a program designed to effectuate any needed revision. Such a committee should also establish means of evaluating what is being accomplished in the way of obtaining uniformity of adminL- 240 34th National Safety Congress, 1946 tration. interpretation and enforcement of existing laws, and should make an accurate appraisal of the extent to which punish ment was certain and the degree to .which like offenses are similarly punished. The Committee on Accident Records should design and carry out a plan to im prove the collection of accident reports and at the same time should undertake a pro gram to improve the quality of reporting. Moreover, the challenge to improve the use fulness of such records in the interest of the engineer, the enforcement official and the vehicle administrator should be squarely met. In the field of education, a comprehen sive continuing program is indicated. The committee charged with this assignment must concern itsdf with all phases of the educational problem. It must make large plans to teach the necessary skills in walk ing and driving and must make equally large plans to develop proper attitudes in the performance of these skills, at the same time integrating them into the existing levels of instruction. The Committee on Enforcement should in its field survey current policies and prac tices in light of conference recommenda tions and should prepare a schedule of im provements to be made. Such a schedule should in effect be a time table designed to secure early correction of existing short comings in all areas of operation. The range of activities of this committee should be designed to .improve respect for the police, the prosecutor and the court, and to marshall the forces of these agencies into a more uniform, hard striking contingent The Committee on Motor Vehicle Ad ministration should consider its duties and functions in the light of the words of Major General Philip B. Flowing's address on `'Budgeting for Safety/' In this ad dress the General said: "A thing that has always puzzled me is the contrast between wltat we are willing to do to promote :a$t highway travel and what we seem willing to do to make travel safe." This committee should not only under take to carry out the general suggestions and recommendations of the President's Highway Conference Committee report oo motor vehicle administration but should also take effective steps to contribute ma terially to the development of a sound driver license program. Deficiencies in a state's program should be spotted and a time table for their correction worked out. Then a program to accomplish these objectives should be vigorously prosecuted. The Committee on Public Information has a problem of organizing the several media of information, the .public officials con cerned and the various interested organiza tions into mi effective force. This assignmatt is no small one. It is. however, one that will require ingenuity, perseverance and a great deed of effort to get mass acceptance of the concept of individual responsibility. All phases of the report of the Confer ence Committee an Engineering should be carefully considered and a means for weighing the state's activities against it worked out. It is also incasnbent on this committee to establish continuing activities in those fields where follow-through is nec essary. Smc^much of the engineering pro gram will require support in both money and public-acceptance, adequate liaison with the public information committee should be developed. These are but a small pan of the area of operations of this group. At its 1945 conference, the American As sociation of Motor Vehicle Administrators passed a resolution requesting the Presi dent of the United States "to call together responsible public and civic leaders to mass nation-wide support for our efforts to pro vide safe and efficient highway transporta tion." -This resolution resulted in the calling of the President's Highway Safety Confer ence in Washington, D. G, this year. As evidence of its recognition of tlie problem and leadership in seeing that President's Conference aims are fulfilled, I quote from AA.M.VA President Malcolm McEachin's speech at the southern region meeting: "The highway accident problem of all national problems, is one of the most important today. It goes without saying that it is our most important problem since it directly affects every citizen. "The question is: What are we going to do about it? "It seems to me that the delegates of the President's Conference--which was in sub stance a responsible group of representative American citizens, exploring the means by which our highways may be made safer-- have givcQ us, the motor vehicle adminis trators, a charter for our future activities. Traffic Section 241 ``The Conference told us in effect what the American public expects of os. They told us first of sit that they were behind us: that they would give us support in those things that have been tried and have proved effective in reducing traffic acci dents. That is important. Moreover, it was made abundantly dear that federal authori our public groups, we should be able to tell our problems to legislative candidates so that regardless of who is elected our story will have had the benefit of pre election consideration. If this can be ac complished, much headway will have been made. 4. The relationship between motor vehicle ties had no intendoo of invading our areas departments and slate legislatures should of operation. That also is important. But the cooleroice, in evaluating the techniques be one whereby the motor vehicle ad ministrator should become a technical mod standards in use in the several states, advisor to the legislatures in matters noted many weaknesses that need correc that pertain to nationally recommended tion. The public is demanding that we make uniform laws, standards and practices in the desired corrections which are now em this field. bodied in the recommendations of the eight If we take advantage of the situation conference committee reports. The Presi now in spreading constructive information dent's Conference made 15 specific recom in regard to motor vehicle matters, it will mendations to stnmgthcn apparent weak not be difficult for us, as administrators, lo nesses in the field of motor vehicle adminis assume the role of technical advisers m tration. Five of these recommendations can matters pertaining to uniform laws, stand be put into effect by ns at once. They are: ards, and practices in the .field of motor 1. Liaison between the several state de vehicle administration. partments is essential where overbpping 5. Adequate facilities and personnel should of jurisdictions exists m highway trans portation matters if the general public be provided for analysis and driver con trol as well as development of informa is to receive maximum benefits. tion and statistical data of a research This recommendation is important be nature. cause the public looks to us to put our own 1 realize that there are many departments house in order to be able to undertake an that are understaffed and there are many intensified safety program. Much remains - difficulties in developing information, nor to be done in developing inter-departmental ' only with respect to driver licensing, but co-operation. 2. Motor vehicle departments should keep the general public fully informed of their activities for the purpose of gain ing public support. If we are to maintain ibe impetus given lo the traffic safety movement by the Presi dent's Highway Safety Conference, and if we arc going to bring into being many of the things for which AAMVA stands, it is extremely important that we develop also with other functions of motor vehicle administration, regardless of the difficul ties we are likely to encounter m securing adequate personnel to do this job. It seem* to me that we should make an exceptional effort at this time to establish a factual basts for our arguments for better legisla tion. Funds and personnel must be found to do the job of developing facts and pro viding more and better public information. With respect to driver licensing the com information with respect to motor vehicle administration activities that will be of in mittee on motor vehicle administration made tbe following recommendations to (he terest to the public. 3. Motor vehicle administrators should as sume the responsibility of bringing about tbe adoption of nationally recommended uniform laws and standards in their field. It will not be long until the fall elections provide us with a new crop of state legis lators. Now is the time to begin laying plans for necessary amendments in our state laws. It seems to me that, through states: The minimum standards for driver ex amination* recommended by the American Association of Motor Vehicle Adminis trators should be adopted by all states whose standards are lower. But where possible, this committee recommends that higher than present minimum standards be adopted. It is urged that everything possible be done to implement research in the field of driver examinations. 242 34th National Safety Congress, 1946 We will never have a better opportunity to make a sound, vigorous attempt to put driver licensing on the high plane it should be. If we fail to do this, I'm sure public reaction will result in greater condemna tion of certain practices and that confidence in us will be lost. If we fail .to make the public understand that driver licensing is not just a racket, the fault will be oars. The continual loss of qualified personnel to private enterprise is a matter of grave concern. Trained men are leaving state service in large numbers because of at tractive offers from the outside. This is a situation that is not likely to change, so long as private corporations are willing to bid for the services of state employees by paying salaries higher than state agencies are authorized to pay. We must come to realize that if we ex pect to keep our present high caliber of personnel we will have to pay them on a scale commensurate with the importance of the job and on the current level of economic conditions. Adequate funds should be provided for the establishment of necessary facilities where proper examination of applicant drivers may be conducted. While, in many instances adequate funds are not presently available to provide facili ties for proper examination of applicant drivers, I feel that every effort should be made by us to review our budgets and costs of operation with a view' to amending our operations so that necessary facilities may be provided. Motor vehicle administrators should continue with their work in driver educa tion and training and continue to main tain facilities in their respective depart ments to that end. It is entirely possible that a review of our operational costs and the proper ctwflnrling of the savings will permit ns to undertake a more inteffeified program of driver edu cation and training. Present City Programs Compared With President's Conference Recommendations By CAR]. J. RUTLAND Chairman, Citizens' Traffic Comuusakm, Dallas, Texas Before drawing a comparison of the status of most American cities with the action program recommended at President Truman's Highway Safety Conference b May of this year. 1 should like to suggest for your consideration an improved medium or agency by which many of these recom mendations could be activated. Such an agency might be called an ad ministrative traffic committee. It is an in ternal committee within the city govern ment, comparable in nature to a committee which, in some states, has been set up on a state level with the governor serving as chairman. The membership of the state committee is composed of the heads of the highway commission, state police; state school department and the attorney general. Tlie chairman of the internal committee io the municipal government Mould be the chid operating executive of the city--the city manager or perhaps the mayor, and the members would be the traffic engineer, di rector of safety education, traffic court judges, police chief, public works engineer, public utilities supervisor, city attorney and the city plan engineer. The now active person in the promotion of traffic safety among the members could serve as secre tary of the committee. Meetings should be held monthly. The President's Conference recommendations, as well as additional traf fic matters, should be taken up ooe by one. studied, and if advisable pvt into effect. It must be remembered that in the final analysis the responsibility for the achieve ment of practically all of the Conference recommendations rests with, municipal offi cials. Nearly all departments of the ofy government are involved, and share some of this responsibility. In many instances traffic activities overlap between depart ments. It is obvious that a unified front is essentia! for effective control measures. For example, some of the rccoounendatioos are largely responsibilities of the police de partment, but the police hesitate because there is no coordinating agency wherein matters affecting the courts, engineering or legal departments cm other departments in Traffic Section 243 the city government can be clarified and agreed upon. The medium of such a committee will provide lor mutual understanding of all departments as to the reasons for the recom mendations and the expected results. It will provide for coordination between depart ments and combined action to achieve re sults. It will decide on bow to achieve pub lic support when that becomes necessary. It will provide for the most efficient method of carrying out the lecommcadariuns. Highly-three per cent have traffic engineers in the 250,000 to 500,000 population bracket, but less than one-third of thox under 250,000 have traffic engineers. In most of the larger cities which have traffic engineers, the engineer reports to the city engineer ing department or the director of public safety. There were very few instances where the traffic engineering department was set up on a level with pnblic works or police, and reporting directly to the duet operating executive. Our traffic engineering depart ments are ant strong enough. They are in In malting general inquiries as to what many * handicapped for manpower progress cities have made m coaoectioo and funds. They are not sef np with suffi with the recommendations of the Presi cient prestige and influence b the city gov dent's Conference, 1 frankly admit that the ernment. Gty conned*. in atam- instances, report U only slightly encouraging. Per are not aware of the vital need for traffic haps therefore a coordinated osnostttc such engineering, of hew it functions, or of its as has been suggested is needed and can be objectives. It is wefl to remind ourselves the vehicle through which these recom that the crtabfiilinwnt of physical facilities mendations may be pul into tfiwt I am to move daily of motor vehicles sure that in this room there are persons m car mwrriciparties with safety and dis who serve in key muniupil positions and patch over an orirait network of streets who should be members of Sack a cm> and under varying kinds of regulations, be mittee. I challenge than here and now to comes more and more a scientific traffic lake the lead when they teturn and pro ni|_kn ling problem. There must of course mote the formation of neb a cr--witter. be due alHanrr with the police and other It is obvious that most cities have other departments., bat policing is m science, not put into effect these imwawaitsii si, and traffic engineering is another. or have not intensified those whscb do ex ist,- otherwise the traffic acridrf record ia those cities would have been mnsoBy im proved. A comparison of the --" of chics with the Action be of great interest, ha TM _____________ facts have been made based os that pear's performance, the only comparison that can be drawn comes from farts tduitlcJ by the 400 dries of move than MIAMI popufation which sent in entries in the IMS Na tional Traffic Safety Contest. Of the cities reporting in the National Contest. Id per cent bad less than 90 per omt of uniformity of signs and signals. Incidentally, the cities with more than 500,1100 population art the greatest offenders-- 70 per cot of them have less than 90 per cent of tnufoenuty. Is there any reason why the*adoptioo of the Uniform Manual, which is available to every city in the country, should ` not be uue of the first step* undertaken by the suggested Adminis trative Traffic Committee? Most of the dries bureaus of one kind or are non-standard and are of lack of lands, insaffidcac ^ |W. ,,____ untrained personnel. Thirty aim per oat are using nan-standard arrithm report forms. The record and spot maps, in many instances, could be more hrtrfligently ned by departments concerned with traffic con trol. It is obvious that records and spot mzpsme essential before any kind of worthwhile selective job can be done by the police, engineers or educators. All cities having more than 500,000 popu lation, report having traffic engineers. As a genera) rale; cities require as a approximately 4 full tune traffic officers, equivalent, per 10,000 population. Wnh the exception of dries of over 500,000, 70 per cent of those with leu popu lation have much less than this general maamian. Most police departments are wnefafiy prinmannrd insofar as traffic pet sound is concerned. Most police depart ments do nut have an adequate program for traffic training new recruits or men al ready in service. Fifty per cent of cities from 100000 population op tram their new recruits in a range from 31 to 72 hours, 244 34th National Safety Congress, 1946 and their men already in service from S to 20 hours per year. In few instances only would this be called adequate. The Con ference recommendation urges full courses for recruits, and refresher courses for men in service. It also recommends that traffic officers should receive supplemental train ing in their special Adds of activity, special courses for commanding officers and selected attendance at suitable regional schools. Fifty per cent oi the cities over 250,000 use selective assignment methods in en forcement, less than 15 per cent under this population bracket have selective enforce ment. Only 61 per cent of the larger cities have full time traffic courts* that is where traffic cases are segregated from other dlarge*. In many cities the enforcement index is low. There does not ud^t the conscious ness on the part of the public that punish ment is certain. There is insufficient con centration of enforcement on those causes --excessive speeding, driving while intoxi cated, bad pedestrian behavior, and failure to yield the right of way--which account for the greatest percentage of deaths .and injuries. Some cities have started enforce ment of pedestrian regulations, but this step is progressing all too slowly. There is a great need for more City Council interest in and support of strong and certain enforcement measures. Over all there is progress in aH phases of enforcement, however it is slow and spotted. In the Cootest reports, 90 per cent of the cities with more than 250.000 population report that some person in the school sys tem has been assigned by the Board of Education to supervise safety education in the entire system. School progress is en couraging. Many high schools are taking up behind-the-wbccl driver training. Class room instruction in automobile driving *orf traffic safety is being carried oo in wdl over 50 per cent of the cities in the popu lation bracket from 100,000 to 500,000. The President's Conference recommended that continued efforts be made to interest the citizens in the community safety pro gram, and to secure public support of con structive efforts by public officials. Public interest is becoming more manifest. Per haps the terrific post-war death and injur}' toU has had some measure of effect in this connection, but the direct efforts of the press, screen and radio, public officials, and community organizations are slowly but surely paving the way for greater achieve ment* in all phases of this movement. In closing it might be well to bring to the spotlight the very significant fact that most of' Die recommendations made at the President's Conference require some ex penditure of municipal funds. Such finds are already available or may he made avail able without tax increases by the motorists themselves by reason of parking meter revenues and traffic fines. Since the mo torists actually contribute these funds, such funds should in the first place be resumed to them through traffic improvements which make for their safety. Strangely enough, nearly every -constructive measure adopted not only means improvement m the accident record, but also provides a substantial by product >n the form of revenue received from cnforconent of such measures. Such revenue not only covers their cost, but pro duces a net profit! Pointing specifically to Dallas, Texas, the revenue in the znmndpal court and the fines bureau right years ago amounted to approximately $7,000 per month. The traffic control movement be gun during that year has consistently made improvements since. Today, as a result, largely' of the splendid enforcement pro gram backed by public support, tbe returns from them amoent to over $1001000 a month, or well over a million dollars per year? This is far in excess of the cost of every traffic control measure which has been asked for and approved during 1946. These measures include substantial amouuts for traffic engineering, more and better trained police manpower, a new court building; three motor vehicle inspection stations, a com pletely equipped driver training program as a starter in one of the high schools, and an adequate budget for the- public traffic educational program. Tbe adoption of these measures by the city government is not only reducing deaths and injuries, winch is the primary objective, but is producing an amazing amount of revenue with which to carry on the program. The beautiful thing about it is the fact that the public heartily supports it. Traffic Section 245 Coordination Through Public Support Organization By W. EARL HALL Managing Editor, Mason City (lows) and Chairman, National Committee for Traffic Safety Summary My tallr wiD be confined to two subjects: one. a book and, two, an organization. The book is known as the New Testament of traffic safety. It is just that. The story it tells offers new hope that lives will be spared m the rush of travel along America's streets and highways in the years ahead. This all-important book is die compilation of the proceedings of the Presidin'* High way Safety Conference, the Plan of Action for traffic safety. This book can be the new route to traffic safety In the United States. If all tbe recommendations could be put into effect over night, our traffic toll would drop to 8,000 or t0,000 fatalities a year. When nine out of ten people want safety --and not before--we will achieve our aims. Through the National Committee for Traf fic Safety we are trying to get the safety story to every person in the United States. Our aim is to get those nine oat of ten persons--and all ten if humanly possible-- to believe in safety and think safety con stantly. However,'there will never be an entirely sadsfactory solution to the traffic safety 'problem imdl we have a safety organiza tion in every community. Where one al ready exists, we must do our part to assist it in every way possible. Where there are none, we must do our part in helping to set up such a safety organization. These arc broad steps, certainly, but they are the basic steps necessary for saving the live* of onr families, our friends and neighbors in the slaughter that is calmly called ''America's traffic toD." The Function ai the Coordinating Committee for Federal Departments By ROBIE DU NTHAN Staff, Federal Committee foe Highway Safety Five mouths ago the President's Highway Safety Conference recommended that three committees of independent and equal status be formed for tbe purpose of coordinating a highway safety program on a natioo-wide basis. Tbe three committees recommended were; a Coordinating Committee for Fed eral Departments, a National Committee of Sate Officials and a National Committee of Non-Official Organization*. Coordinat ing committees were also recommended for Utc Sates, counties and municipalities. Executive Order 9775, giving effect to the Conference recommendation, is ooe of the g^eat documents of the highway safety movement. When the President signed this order .the Federal Government formally recognized the prevention of traffic acci dents as a national problem. Tbe document is a charter for the Federal Departments to stimulate and coordinate their own high way safety activities. It authorizes the Federal Departmoits to cooperate with other agencies, official and non-official, in the field of highway safety, aod provides tbe vehicle for encouraging such coopera tion. Tbe Order provides for continuation of the Federal leadership as exemplified by the President's Highway Safety Conference. It is additional evidence of the sincere in terest of the President of Tbe United States in the traffic accident problem and meets in every respect the Conference rec ommendation of a coordinating committee for Federal Departments. The Federal Committee will seek to con tinue and strengthen the cordial working relations developed between Federal people and representatives of the non-official or ganizations during the months of prepaiation for The President's Highway Safety Conference. It will formally recognize The 246 34th National Safety Conpea, 1946 National Committee {or Traffic Safety as the National Committee of Non-Official Agencies recommended by the President's Conference. The Federal Committee will seek the assistance of the National Com mittee for Traffic Safety and will assist and cooperate with them in every possible way to effect the Action Program. The National Committee of State Officials will be recognized by the Federal Commit tee as the keystone of the coordinating structure. It is this group that will have to he out in front and perform the direct effective work. The Federal Committee will recognize the basic principle that to be effective, highway safety operations must be carried on locally. It will cooperate with and encourage and assist the National Committee of State Officials to the fullest extent. The Federal Committee on Highway Safety will stimulate desirable action through established groups within its mem ber departments. It is expected that the committee mem bers aril) be top ranking officers from the Federal Agencies represented on the com mittee and that each committee member will have a Qualified alternate who wOl function much the same as the technical advisors to the Director and Coordinating Committee of The President's Highway Safety Conference. There will be a small staff located in the former headquarters of the President's Conference, Room 7009, Federal Works Building, Washington, D. C. The telephone number is extension 3151 on Executive 4950. A large staff would be required to carry out full-scale operational functions in a field as broad as that of highway safety. However, a small staff will be adequate to carry* on the coordination function of the Federal Committee A summary of the activities of the staff, following the Presi dent's Conference, should give some idea of the type of activity bi which the' staff of the Federal Committee on Highway Safety may be expected to engage. Fore most in these activities is the handling of correipondoice. Every announcement from the White House or from the office of General Fleming concerning highway safety brings an avalanche of letters. These let ters ate referred to the staff for handling. Many letters indicate that the writer has a sincere interest in safety and a desire to be of help, some advance ideas that are not practical, and a lesser number are obviously attempts to sell products or to secure jobs. Business firms have submitted copies of proposed advertising matter carrying safety messages for comment and criticism. Each letter is given an individual reply based upon the writer's suggestion or re quest, with the intention of encouraging continued activity in the safety field. Where possible* inventors or those with sugges tions of improvements in equipment or facilities are referred to organizations that may be interested or of assistance In their development. The staff has distributed 74X000 copies of the Action Program and reports of the 8 technical committees. These reports have gone to National organizations. State, county and city officials, safety orgaoizar lions, newspapers, magazines, radio sta tions, schools, colleges, universities, com mittee members and to all those who at tended the Conference. In addition. 12,000 Action Programs and Committee Reports have been furnished upon individual re quests. Orders for these publications con tinue to be received. Because of the demand for bound copies of the Action Program and Committee Reports, arrangements have been made for the Government Printing Office to print and bind 500 volumes. The major part of this number are covered by orders now in the hands of the U. S. Superintendent of Documents. Assembling, editing, and distributing the report of the Conferoice Proceedings has been another staff chore. This 191-page report includes in addition to the addresses of The President, Justice William O. Douglas and Representative Clare Boothe Luce, the verbatim report of the general cession* of the Conference, a. brief report on the activities of each Committee, and lists of the Conference organizations and those in attendance. Many requests are received from States, counties, and cities for information and assistance in preparation for State and local safety conferences. These requests are being met to the extent possible with the available personnel and facilities. When ever the Staff has been unable to comply with requests of this nature, they have been referred to some non^offidal agency known to be interested and willing to assist. Traffic Section 247 This summary of activities of the con tinuing Staff of The President's Highway Safety Conference will indicate to some extent the type of activity that may be expected of the new Federal Committee. The number one project of the new Fed eral Committee will undoubtedly be the preparation of a manual cn highway safety based upon the recommendatinns of The President's Highway Safety Conference, for use by the Federal Departments. Tbe Army, on July ISth, imped orders endors ing in principle the of the President's Conference and there should be no opposition by other departments to the adoption and use of mb a npL Periodic publication, peihgt note cadi month, of a bulletin or news letter will be a major activity. This pdlcatka win go to tbe approximately 209 organerttkan and departments making up the three National Coordinating Committees and will report associatiou safety activities and other mat ters of general interest. It is hoped that arrangements can be made with the Post Office Department for stamp cancellations that direct the public attention to the seriousness of the traffic accident problem. Tbe Committee will become informed of highway safety research projects, programs, and activities of the participating agencies and will serve lo make generally available information on this subject. The Federal Cnemuerie on Ugfavs) Safety win carry on its activkki with tins one thonght ever m anmd--our responsibil ity to jromnw highwup traffic snfsty and tbe abatemmt of highway traffic mi h ats can only be met by concerted action with all others who serine tor etir sesueSa and highways. WntinwH Commit!** at Slate OSdaii By LX. COL. FRANKLIN M. KRKML DiinOa, ttifc Petition International Ante of Qiffi of Ma In line with the Prcridcnfs Highway Safety Conference the Nuinad Commit tee of State Official* wdl have its first organization! meeting she first part of November. The mcaho* of lhs commit tee arc: International Anecacka of Chiefs of Police. American Amoczmiow of Motor Vehicle Adntinistraapra. Amman Associa tion of State Highway Offiriih. Anomiinp of Railroad and Public Utility Cononistioners. Association of Chief State School Officers, Association of State and Terri torial Health Officers. Governors Confer ence and Association of Attorneys General. The last two were added to the list appear ing in the Action Program of the Presi dent's Conference. The principles set op by the National Committee of State Officials are: (1) Traffic control and safety is primarily a state and local job. Serious thinking should be given this principle. (2) No new types of official agencies are necessary. (3) The "Action Program'* is endorsed. (4) Coordination is necessary at state and national lerdi. (5) Further rmwdi ad livti jwrm arc necessary. This was not nchdid iu the President's Conference, bos re search and development are necessary if we want to solve effectively oar traffic control and acckkm problems. It mast be conducted on a coordinated and cooperative basis Objectives of the .National Committee of State Officials a* stated in the Action Pro gram are: (1) Appraise present conditions: (2) Coordinate state programs; (3) Liai son with non-official organization; (4) f with Federal Officials Coomittu. Tbe Committee will work as a coordinating agency, through and for official organiza tions. Specifically, the committee will eval uate and develop the Action Program. It will endeavor' to coordinate the various official Organizational activities, resulting in greater tfficknty and much faster progress Citizens, civic leaders, and public officials should give support to participation in the National Committee of State Officials. We must get away from individual and un coordinated effort. 248 34th National Safety Conpets, 1946 The National Safety Council's Part in the Over-All Program By SIDNEY J. WILLIAMS Manager, Public Safety Dept, N. S. C. My topic is aptly worded because if we m the National Safety Council want the President's Conference to have any lasting results the first thing all of us must do-- members and officers as well as staff--is to put on oar overalls and apply ourselves to the tedious, often discouraging job of put ting the recommendations into effect in every' state and city. Not that this is the job of the National Safety Council alone-- far from It. To reiterate an oft-stated vital fact, the Conference itself--the committee reports, the newspaper headlines, the flash light photographs of celebrities--all these add up to tittle more than nothing unless all of us, officials, highway users, public support groups and everyone else, are will- * ing to toil and sweat, to be rebuffed and knocked down and still cone back for more, through all the laborious and nnglamourous task of translating words into action. The things on which the National Safety Council can particularly help are these: First, the State Conferences: encourage the calling of them, where this has not already been done; help, where requested, on the program; in particular, urge con formance with the strong recommendation of the President's Conference that these state meetings be not just a series of in spirational speeches, but be based on a careful appraisal of the situation and needs in the particular state. For the latter, un less some other and better appraisal can be made, our analysts of the state's report in the National Traffic Safety Contest is available. Then--if requested--help in the setting up of both the official coordinating committee and the public support com mittee or safety council; belp these bodies to get going and to keep going, by giving them, the experience of similar groups in other states; all this, I repeat, if and when requested--not otherwise. Second--repeat this word for word, for the city or metropolitan area conferences: help in the setting up, the presentation of an appraisal, the formation and operation of a continuing group or groups. Wher ever we have a strong local safety council, they will naturally assume this task as well as helping on the state conferences. Third, the National Safety Council will continue to offer technical and statistical information on accident causes and rem edies. Fourth, the Council will continue to offer assistance to state accident record bureaus. Fifth, we will continue similar help on state public education programs. Sixth, we will continue to work with the states on programs of technical and other assistance to their cities, especially those of smaller sire Seventh, we will support to the utmost all the President's Conference recommenda tions, through all our channels of national publicity, and Eighth, through our active participation in the National Committee for Traffic Safety. In all (his the National Safety Council seeks no "leadership" except such as i? earned by service. Traffic Seetime 249 WEDNESDAY AFTERNOON SESSION October 9, 1946 Group Sc--km for Police Presiding: B. R. Gusmu, Deputy Grief. Director of the Traffic Bureau, Police Depart ment, Los Aagdcs, Calif., Chamm, Police Division, NSC Dm* ai Accident Record* (A Bud Dim*on) Dtscuacksa Sabjcds: <I>, Planning the Enforcement Program: (2), Checking Enforcement Performance; (3), Guid ing Public Bdacaftaoo; (4), Adminimtrative Use of Records; (S), Traffic ~hi| One of Accident Records; (6), Driver I irmsi g Une of Seeords; (7), Coart Use of Accident Records. Participants: Cut. Lsstsa ). Dmst, Traffic Division, Police Dcpartmeae, Oakland Calif. Sct. John L. Crus. Safety Traffic and Operators license Dhrisioa. Michi gan State Pobce- W. Burnt Smith. General Manager. Massachusetts Safety Council, Inc.. Boston. Gedkx D. Eastman, Chief of Police, Seattle Wash. Gksooe I. Fisher, Assistant Traffic En gineer. Ohio Department of Highways. Columbus. Majoc A. b. Tempo, Chief. Driver Li cense Division, Texas Department of Public Safety. F. C. Sanpocux Traffic Division, Police Department. Salt Lake Gty. Utah. Planning th Enforcement Program , CAJPT. LESTER J. DIVINE Wc, who hove made ffie field of traffic control our pufidhr aparinlQr. all tfn* that motor vehicle accfedenm can hr pre vented through the me of the Acre engineering, education of odofcenoc. .In the development of this khra wc have also concluded that before muthwg ioteffigmt can be done m any of these fields of en deavor there most he a pool of accurate, reliable knowledge about traffic accidents and their causes. Furthermore, this knowl edge oust be property nariirtiil before it is of value in traffic acridrin prevention. Some traffic adminbtvatars have allowed the idea to develop that enumlty heavy stress upon enforcement alone will solve the problem. This may be a' perfectly natural method of reasoning, since the police offi cers' primary duty is law enforcement, bat we know from past experience that it is not a valid line of thought. Accident in vestigation and accident record analysis axe not only important they are absolutely es sential to successful selective enforcement. It is, therefore, important that traffic ad ministrators recognise this and maintain adequate accident investigational and ana lytical services, capable of developing dear, wwinA and complete reports of the existing accident picture. When this has been done, the groundwork for good enforcement plan ning has been laid. Adequate enforcement planning requires a complete awareness of the desirability of selective enforcement- The tremendous toll of injury and death seems to indicate that, at this time, many departments choose to completely ignore the principles of selec tivity. It might be well, therefore, to icikw the definition of the term "selective enforcement* By "selective enforcement" we mean the application of enforcement in terms of patrol strength and violator apprehoision in surh a manner that enforcement effort is generally proportional to the need for at tention in terms of times, locations and causes of accidents as indicated by accident experience. Naturally, this basic plan may be modified to secure adequate concentra- 250 34th National Safety Congress, 1946 tioo oo extremely' difficult problems or problems of a special character. Under stable conditions, it is possible to plan from one to three months ahead. In Among the primary factors affecting en order to develop a usable picture. It will forcement planning is the type of. police *>***> to analyze the experience of organization concerned. Differences in or ih<> immediate past, using a one to three ganizational structures will naturally cam: i nth period depending upon the volume of a difference in the methods best used by ..udents investigated. It is possible to use municipal departments and those used by the experience of corresponding periods of state forces. In cities, special traffic patrol time of preceding years, provided allow forces are generally used as true selective ances are made for any changes which may enforcement units, leaving the basic cover have occurred in the intervening time. Thus, age to uniformed patrol forces. Statewide problem arterial* of previous years may not policing usually presents a different picture. warrant attention now because of the dos It is generally necessary to a ing of war plants, housing projects, etc. fairly uniform distribution of manpower, and reserve forces to detail to the *W spots'* are usually lacking. As a result, planning in municipal and state forces differ to this degree. Severity of accidents bears little rela tionship to the problem of enforcement programming at this stage. Oar primary consideration here involves the accidents which can be prevented by enforcement. In cities, all accident record analysis Those accidents whose solution an edu planning wiM be done in Traffic Division cation or engineering should not oaxtrn headquarters. In stale work, all general us here, for at Ms point we arc dealing stiply and planning should be done at head with enforcement alone. quarters, leaving detailed assignment of manpower to the districts. Brrausc of the distances Involved and other factors, load districts will be heller acquainted with tteir own problems and m a better position to effectively detail available men. However, all local planning should conform to die general plans and policies of stale beadquarters. Another important fattar in the develop ment of the enforcement plan is the analyti cal program. We must bear in mind that analysis now offers fewer and less accurate clues to the -future picture than in normal limes, due- to the rapid and severe fluctua tions occurring daring the war years. We are now in the post-war period, a period which will continue to present mk ever changing picture. Prior to the war, we were able to -plan our next year's enforce ment program on the previous three or four years* experience. Now, it is virtually im possible to do so. However, our current records are already demonstrating the di rections adjustments are talcing and the new trends are apparent. In some cases the administrator wilt have to rely upon his experience in the field,'perhaps even guess a little, but, whenever possible be will use factual 'ata developed by the analytical method. As the traffic situation "levels off** _ The first of the throe factors ia a selec tive enforcement program involves the time dement. The first step is the of enforcement manpower to ^^ rime of occsoToaoe of arrirtrura a process duplicating the napwent of *^~*--* in vestigation crews. Plotting an bowly fre quency curve win graphicaly demonstrate the need for men by time. For example, if IS per cent of the arr.idml experience occurs between 4 pan. rod 6 pan. thr" ideally 35 per cent of the available person nel should be on duty or at at that time. It must be approbated dnt regular time losses such as coart rime, meals, special details, etc., will materially affect the orderly distribution of manpower. ' A large city will require a 24-hour span of enforcement coverage, generally with overlapping shifts. Smaller communities will probably require less than a full day span of such effort for, where traffic vol umes are low, such effort will not be justi fied. If the accident experience falls bdow 5 per cent of the total for any given period, for example from 2 a_m. to 5 that period may be disregarded in our planning, and enforcement at those rimes left to the accident investigation units and to the patrol divisions. the repetitious pattern of accidents will again become very apparent Similar studies mut be mode on a day- of-week and on a monthly These TVaJbc Snctiow 151 studies will indicate when <fcy*-off rod vaca tions can be given without isorpatnog en forcement strength. The important thing w watch here is that men are actualjr oo the street at the times wboi acridrncs me occurring. The second factor to he considered as en forcement planning is "where** are the mro to work. In the development of this factor, the administrator's'most valuable gride wffl be his spat The first step involved in area cimtoI ft accidents deals with the emlWrow i beats or patrols. Jurisdiction is ffivtdnd iro districts and line patrob in sndi a smnasr as to include m each infiwawar hem ro approximately equal peroouage of the asm! accidoit experience. In drveiepmg tbtboh it will be necessary to take mao conrifew- those natural boundaries which vt a part of every community. Area patrols are those an which the edficer has a prescribed district vkhs which he covers all streets or rands. A fine psfcral is one on which the officer ndes a desig nated street or series of streets Awing his tour of duty. There my be a onmbmarion of both area and line patrols wherein a given officer will cover a district for a por tion of the tour while covering a fine patrol during the remainder. It any also become necessary to superimpose a line patrol on ro area patroL The patrol system should he to be altered as orcumcnrn warrant--next month a beat may have to be extended here or shortened there. Constant checking of the spot maps will hnimtnU where enforcement is needed. The third principal factor used in the development off the selective enforcement program involves the rotations ranting ac cidents. It essential that mea assigned to enforcement know what the acridcnt-earning violations are ia order to effectively deal with the problem Of the three factors involrod in cgforce- wm pfenning; time, location, and viola tion,. the last is, pcitima, *** * d***TM1* to cope with. Time and place of acridorts are both routine tallies which it is un likely ** great errors will occur. How ever, from initial iareirigartnn of an acci dent to the man on the street arresting subsequent violators, the mterpretetmo of yrMmf < may differ oouiidcrshly. The necessity of having uniformity in the roder- g of the violation factor of selective be over stressed. b the process of bnsbfing a selective raforemaent program the traffic division ^bnroscrasor mrot have complete assurroce Iks, first, every accident reported is thoroughly anritigitrri primarily to find the be nohoons (and I use the plural brrodij > which caused the reident. Since as generally accepted thr ~ddents are by a cham of circumstances it is w^ercrot to know that which occurred prior so the violation which allegedly caused dhe The importance of this is aggeerot when one considers Hut right-ofro violations are indicated as the cause of log numbers of aoridmts when we know that tfiegal or unsafe approach speeds are rih the basic font of such collisions. Secondly, the mformatiao concerning ac cident aniri most reach the enforcement I hv> This ray be accomplished a- -gfc hityiM These should convey to ffiu officer on the street the impression that they ornate from an accurate, reliable rod that the material is current and tma mi ]( b important that the analyvt be fanTar with the thinking of the working officer and with conditions as they actually exist on the street. Thirdly, to be successful, selective en forcement requires interested, informed, and wfAb supervision. Sergeants or squad li^kis should he conversant with the wwrhrvl and function of accident investiga tion, accident reoord control, nod record analysis. For example, officers may or may w4 ate violations as instructed. The temp tation to gravitate to places where "easy" violations are plentiful is very great. Con versely, in some places violations causing accidents may be inadvertently overlooked, deliberately thrust aside as betig "petty" or otherwise dismissed. Supervisors must as sume the burden of training. discussing and generally dsnonstrating the necessity of ^nwig to the plan as outlined by the administration. There cannot be too much stress placed upon the importance of records couphd with careful, thorough, accident record analysis in the enforcement planning picture. Every stable organization bases its approach to the future upon its records and the police must do likewise, if we are successfully to cope with increasingly hazardous traffic situation*. I I 34ik National Safety Congress, 1946 AliiiniirtmtAvd Um ol Traffic Records By CHIEF GEORGE D. EASTMAN Police records 'systems should, in the main, perform four major purposes: 1. Act as an official memory of police operations. 2. Make a public accounting for police operations and monetary expenditures, and by so doing, successfully interpret police methods and objectives. 3. Perform in a disciplinary manner. 4. Serve as a base for the analysis of (merging situations, and in the antici pation of problems, and assist in the development of plans. In the complex undertakings performed by many men, precision and certainty in action and control over far-flung operations can be secured in some degree through a requirement that the manner of perform ance sltall be recorded aod this record be summarized, tabulated, and otherwise adapted to the needs of administrative review. Only by this method may the policies and driving force of the administrator be ex tended throughout all of the ramifications of a metropolitan police department. The administrator must have, in condensed, many activities that are included in the operations of his division, but in the final analysis, the two objectives mentioned are the primary obligations of any traffic mir. The principal administrative use of traffic records is to determine the "where" and `'when** and "why** of accidents. This is the very foundation of selective assigmnent and selective enforcement, which are accepted as the keystones of a proper traffic program. These activities stem from traffic records and their application can only be rhcrVwl, adjusted, and guided by traffic records. (1). Daily recapitulations of arrests and citations are the administrator's constant check on the enforcement activities of his entire unit. The daily activity report from individual officers and their monthly re capitulation are the similar checks on the activities of the persons in the uniL (b) Daily tabulation of reported acci dents, by type, location, and time of day. keep the administrator up-to-date on the accident problem and indicate necessary changes in assignments and tactics. Uniformity of action and adherence to readable form, an accurate summary of policies and tolerances established by com activities to use as a Tine of progress'* petent authority is a prerequisite to check. It is imperative that the administra progress. tor know what is happening and what * Selective assignment and enforcement effect police service is creating. He must have taken the guesswork and haphaiardalso be able to locate inadequacies in plan ness* out of traffic programs. Analysts and ning and deviations from polities, at the a dear understanding of the traffic problem time they first appear. have resulted in definite plans for solving, An adequate records system is the only or in decreasing this problem. feasible manner of properly evaluating the efficiency and performance of individuals. All of these are of no avail, if the activities which arc designed to put these Standards of performance and efficiency plans into effective operation are not effi must be created on a basis of known facts. ciently done, by the prescribed methods, in Only by proper recording, classifying, and the prescribed manner. tabulating incoming complaints, reports, and It is tltcrcforc fundamental that the ad requests from the public will the admin ministrator must have accurate, current, and istrator be able to accurately determine the concise information as to whether this is extent of the problem posed. being done Traffic records arc the only The traffic administrator has bis objec method of acquiring this information. tives clearly defined for him by the nature of his assignment. Broadly defined, his dual purpose is to' (1) Reduce accidents; (2) Expedite the flow of traffic It is realised, of course, that there are My department represents an annual in vestment of $2,000,000.00 by the public The Traffic Division accounts for the expendi ture of an appreciable portion of this sum. The' public is entitled to know just what many factors that must be considered and they are receiving for money so invested. Tragic Section 253 W)ule the Police Department is oot in a position to cad a fiscal year with a balance sheet showing an actual cash oralay and penctmiary return, dollar for dollar, it should be in a position to show that the money spent has been justified by the re turns from the investment. Traffic administrator* mast also be able lo show that the methods and objectives ^established by them are adequate, effective, and proper. They must he able to sub stantiate these methods and objectives both from the standpoint of solution of the traffic problem and as reasonable expendi tures of manpower and finances. Accurate, complete traffic records, prop erly tabulated and summarize^ arc the only practical manner of attaining these ends. The numerous intangibles that make evalu ation difficult which are present in any police program, are emphasised and exag gerated in a traffic program. By means of accural* records of public relations and activities, driver ccnwltsiinu, safety education operations, and traffic en gineering activities, many features of traffic programs which have In heretofore on an "estimate** basis can he brought much rloser to a factual basts. By including a true presentation of the relative value and desirability of these in tangible factors in an over-all report, to gether with the more concrete itons already mentioned, traffic records approach the ful fillment of one of their major purposes. While the function "To act as an official memory of police operations'' is' listed as the first major purpose of a records sys tem. it is actually one of the most passive of uses. It is obvious that the many and varied activities be trusted to human mem ory, but a reoords system designed merely to record and hold information is scarce!) deserving of the designation of a unit of the police department Complete information, properly indexed, is extremely valuable during the investiga tion of a case, but unless this information is used beyond the specific case, the reten tion of it in the files serves only as an accumulation of doubtful historical value In conclusion--while there are several basic administrative uses of Traffic Records, it is safe to say that an alert, earnest traffic administrator will find that he is constantly finding new uses for records and each new cue will suggest other worthwhile uses and studies which will better equip him to discharge his duties and responsi bilities. Traffic Engineering Use of Accident Becords By GEO. J. FISHBK The traffic engineer uses the reoords, relating to traffic accidents m his area of operation, as the backbone and basis for his program of activities. They arc used by him to: 1. Select locations most m need of im provement. 2. justify the installation of signs, mark ings, traffic signals or cfanndiung islands. 3. Warrant a reduction m the statutory speed limits. 4. Establish one-way streets. 5. Justify the enactment of traffic regula tions for safer operation at these loca tions. Perhaps not all of the uses have been enumerated, but a tuffirimt number has been given to show that accident records are all important to the engineering phase of traffic safety and facilitation. A few phases of accident recording and filing that have beat very useful to us in Ohio maw be helpful to others "who arc not employing such methods of analysis at present. first: Computing Mileage Accident Rates It has been generally recognized that a direct relation exists between the fre quency of accidents and the amount of highway usage, which may "be expressed as a rate per million vehide miles. Such a ra e may be established for the entire street or highway system by dividing the total number of accidents by the annual travel in terms of millions of vehicle miles. Such a rate, established on an annual basis, may be regarded, for purposes of analysis, as the 254 34tk National Safety Congress, 1946 existing average rate of the entire street or highway system. In Ohio, for example, tiie rate for 1945 on our rural state highway system was 1.9 accidents per million vehicle miles. While this rate does not seem serious, it must be remembered that a mile section of highway with an average daily traffic volume of 2709 vehicles will aggregate a million ve hicle miles of travel during a year. Accident rates were computed for all sections of the Ohio rural state highway system, based on reported aerkirnts and highway travel of each section. Sections having an accident rate above the 1.9 index were summarized and the summary revealed much valuable information concerning the prone sections of the system. The summary was also used to determine the need for a traffic engineering study of the sections and to justify the incorporation of improvoneaCa and the establishmoit of specific traffic regulations. A study of the day-night ratio of acci dents on each individual prone section was also useful in determining the need for refleciorization of signs and the application of glass bead paint for lane and center markings. In fact, a map showing these prone sections could be the basis of signing and coitcr lining programs. Second: Spot Maps Most state traffic accident record bureaus keep and maintain various h'n^ of spot maps to show the frequency and of accidents. From an engineering stand point, it might be advisable to keep a spot map for rural areas with a map legend according to roadway character. The map pin colors would then indicate curves, hill* crests, grades and driveways. These kinds of locations usually identified on the ordinary spot map. be By using colored pins to represent the character of the roadway, it is to identify curves, grades and hill crests. This is particularly helpful in spot analysis of specific locations since the reference p*hw are none too accurate on the origin*] acci dent report. In Ohio, we also keep a five-year map of accidents at specific points such as interaeecions, bridges aod railroad crossings. While this seems like a duplication of work, we have found that soch a map is necessary to identify locations where the aaddmt fre quency for'any one year ts not sufficient *> justify detailed analysis. Third: Sumtmary Sheet If the accident record bureau mf&c engineering division are separated. i idiffimlt to obtain all of the necessary ha- formation needed in preparing strip maps or collisidb diagrams of the original acri- dait without actual reference to each indivuli..;' report" Wc J <ve developed a special summary form (8V4"xlI*) on which the IwatH, date, time and other customary information on each accident arc tabulated. However, the form is so made op that * space is available for showing the r******o-- of vehicles, direction of travel, point of impact, etc. By using a template to outline the rood way and carbon inserts between sheets, h is possible to transcribe all necessary acci dent data plus a diagram of the wrM,m on a small size sheet. With such a farm, detailed analysis of sections of roadway, intersections, etc., cam be made without ref* erence to the original report Chaclring Enforcement Performance By SGT. JOSEPH CHILDS Kick State Police My subject implies that an a*forecast program h in operation, aod that we wish to determine its effectiveness. The theory of traffic law enforcement is that it pre vent* traffic accidents. The effectiveness of a T. L, Enforcement Program is therefore determined by the number of accidents it prevents. Enforcement performance must therefore be checked against accident frequency. Traffic Accident Frequency can. only be determined by careful smlytts of *i<Un records. A thorough analysis of traffic accident records in order to determine not only the number of soch accidents, but In order to Traffic Section 255 determine WHERE they are happening WHEK they are happoiing and WHY they arc happening is prerequisite to check ing enforcement performance. A police administrator who plans his enforcement program on the where, when why of his accidents is ou sound ground but his job is not finished when he zigM his personnel. Poticfe adminis trators most apply similar business methods to his business. He must know not only where his men are assigned but what they are doing as well. Traffic Arrest Experience therefore be analyzed in much the same manner as traffic accident experience. It is necessary to know WHERE traffic arrests are being made, WHEN they are being made, and for WHAT OFFENSES they are being When the WHERE, WHEN and WHAT FOR of enforcement experience ran be compared with the WHERE, WHEN and WHY of accident experience we can begin to check enforcement per formance. fVrfciny (he Enforcement Performance of any police organization is an admin- werazive job which V do not believe can hr wnaqdiihnf in its entirety at Head quarters particular^' in a State Organiza tion The "*("structure of a depnrunoti must be taken Into considera tion and X axnph-fc plan worked out wMcfc not aaJy into consideration tW deportment as a whole but each sub- fimriou of die department and finally each For i angiir. we have eight districts in each wider the command of a . o is directly responsible to of the Uniform Divt- . _____ eight districts are 45 onder the command of 1 and under each Tbs record section of the De portment on md docs furnish to the Superintendent of accident experience with arrest experience for each district. It is an administrative responsibility of oar Superintendent to point out to our District Commanders where their cnforcc- owot performance does not compare with their accident experience and to furnish to the District Commander information which will show the performance of the Detach ments under his command. It is the District Cowmmdcrs responsi bility to point out to Detachment Com manders where there enforcement experi ence is not up to par. It is the Detachment Commander's re sponsibility to know what each man under his command is doing or not doing and to point out to the officers where their en forcement performance needs correction. If our theory that good, well directed enforcement reduces accidents the police administrator may reasonably expect a re daction in traffic accidents when the WHERE, WHEN AND WHAT FOR of his enforcement experience checks with the WHERE, WHEN_and WHY of his acci dent experience, provided of course that other things such as volume remains con stant The administrator may find however that even though his enforcement experience compares favorably with his accident ex perience accidents have not decreased. He must then check further. (a) Perhaps enforcement is not the an swer. Maybe, engineering is necessary. (b) Perhaps the enforcement index is . not Ugh enough to be effective. (c) Perhaps a study of accident records for that area will show the need of a safely education program. (d) Perhaps be will find the conviction ratio of arrests in that area u> be unusually low and the number of suspended sen tences unusually .high because of an unco operative prosecutor or court. (e) Perhaps he will find that the mile age or arooimt of traffic ta* increased more than was anticipated. - When a check of Enforcement Perform ance reveals that the WHERE, WHEN and WHAT FOR of ENFORCEMENT docs not compare with the WHERE. WHEN AND WHY of accident experi ence the police administrator may find any one of the following (a) His subordinates arc not doing their job in the mahner in which they were in structed. (b) He does not have sufficient person nel assigned to that area. 256 34tk National Safety Congress, 1946 (c) The quality of accident reporting is too poor to nnke accurate comparisons possible. (d) An in service training program is needed to stimulate the manpower of the department. (c) There is not proper cooperation be tween the enforcement team consisting of the police, the prosecutor and the court. We do not claim to know all the an swers to the problem in Michigan. Wc do know that the problem is complex. We do know that the better the accident re porting the better you can check your enforcement performance. We hare learned that appearances arc sometimes deceiving and that the obvious answer is not always the correct one. We are following to a considerable ex tent Public Safety Memo No. 106 entitled "A Method of Using Accidents Records for Enforcement Purposes.'* It is our be lief however that there are several good bookkeeping systems used in business and that in our business of protecting life and property each one of us must set up a system in accordance with our organised structure and the staff we have available. No doobt many of you have many good and practical ideas. The main thing to remember about an idea however is that it won't work unless we do. Guiding Public lK^hicti*****? By W. BURKE SMITH General Manager, Ms--rhosetts Safety Council Having heard how lo plan your Enforce ment program and bow to check your En forcement performance, now bow do we Guide Public Information? I humbly submit, it is very simple--just tell the public the story--the story of the accident situation in your city or state-- but tell them in a professional manner--tell them all of the details on accidents in a manner which will set up the Police De partment as a professional organization within the government which knows what is going on to the minutest detail---and knowing what is going on knows what to do about it provided it has the Three M's so essential to efficient police department operation--Men--Money and Material. Of course, this is all predicated upon your police department having installed The Standard Accident Reporting Systepr--or its counterpart. Without such a system you cannot tell the public or your city officials the true situation in a professional manner --because you simply do not have the facts. If your department does not have The Standard System or its counterpart in stalled, I suggest you get a copy of the National Safety Council's Public Safety Memo No. 69 before you leave Chicago--it will tell you how to install and operate it. But fur the purpose of my short dis cussion with you, let's assume every de partment represented fully realizes that no enforcement program is successful without public support and that such public sup port is not forthcoming without adequately acquainting the public with the accident picture, and that it is necessary to convince city and slate officials of the importance of an adequate traffic accident prevention pro* grant n order that sufficient budget will be provided (for all intents and purposes we will consider some such officials as part of the public in this discussion--this is not intended to be derogatory' m any seme-- officials have hundreds of things on their wind!--any number of departments to con sider--the department with the best public relations is uppermost in their minds be cause they do read the papers and listen to the radio, particularly when it has to do with an official agency). So on with Public Education--what is it ? Simply the judicious use of newspaper space, radio time, boose organs, outdoor advertising space, lobby and window dis plays, booths at various expositions and so forth--building displays and creating posters--furnishing data for newspaper ar ticles based entirely and absolutely upon the accident records in your Traffic Bureau as compared with National Records and rec ords of neighboring cities or states as the case may be--and of farther importance-- telling the public that it is information based upon the summary compiled by your Records Bureau. Traffic Section 257 Now don't think the space is difficult to get--it isn't if you have a factual story to tell--and your weekly, monthly, and quar terly stannaries tel) that story. For example; if you are planning a pedestrian drive, invite the reporter cover ing headquarters into the Record Bureau and show him the pedestrian record--show him on your spot map where most of them are being caused--check the location file with for causation factors--you have that on the summary, of course, but let him see your system and bow it works-- go over special studies you have made on hours of indicating of course when most pedestrian accidents arc caused. Even a calloused newspaper man will be impressed (and incidentally, the callousness of newspaper people is only a fallacy--I'm sure you've determined that -- they are human even as you and I) he'll ask yon questions and unless I miss roy guess, will outiimr a fine program of press notices for .your Pedestrian Campaign--and might even, if yoo've cagey in yoor approach, rewrite several of **-- for the house organs in your area. You can do the same with the program director of yoor radio station--you may have several--invite them all down to the bureau -- give them the same trtahaoiL They, too, will be impressed with the ef ficiency of yoor operation--with the fund of factual data you have on file -- and presto!--you tell them what you want-- they assist in working out a schedule and you have splendid radio coverage for your campaign. Then phone the display manager of your leading department store or stores. Invite them down to visit you--take them on the same tour--they will be impressed--they are selling through displays which are attractive and sensational--if they have the facts or the material to build on--you have the facts, you suggest a window display-- otheyll go to work. You may not always get 9 front window--it may be a side window or even an interior display--but it will be seen and people will be educated and your campaign will be successful. The display men usually have plenty of material on hand to build an additional display for downtown office lobby use--you can suggest it, give the store a credit line card--see the building superintendent, and you have another vehicle for Public Edu cation. Tsflr to your leading outdoor advertiser, give him the same treatment and suggest utilization of the 24 sheet posters produced by National Safety Council and The Out door Adv. Assn.--he might sell the space to local sponsors or he might give you one or two at no cost for a short period. Bnt remember--your entire story--your whole Public Education Program is based upon fact--upon your police record of actu alities. These people will not assist you, except passively, if you engage in plati tudes--if you say "We arc having too many pedestrian accidents.'* Hit them between the eye* with a state ment such as, "Last inpnth 9 pedestrians were hit by cars between A & B Streets on Downtown Avenue--two of them died-- if they had walked 290 feet in either direc tion to the intersection and had waited for the pedestrian signal, there would have been po accident." That, gentlemen, is im pressive, and you have inestimable material in your accident record files if you get people interested. Concerning Expositions--Better Homes. Food Shows, and others of a local nature The manager of such an affair, according to my experience, is unly too glad to pro vide space at no charge to official agencies ---particularly the police as it adds color to his show. So, when soch an affair is an nounced, look up the manager, ask for the space, contact one of the display men in the department stores and he will assist vu in building an exhibit--will no doubt loan you the material and will build it around the records of actualities in your bureau--again not platitudes. Now, of course, I mentioned a Pedestrian Campaign--merely as an example. But, many other* would be developed in accord ance with the local situation such as-- Accidents at intersections where there i` some type of traffic control, speed, me chanical defects, reexamination of driver*, driver education, or publicizing your student patrolBut again I stress, base it--even if is i* a general story on the overall accident situation--upon your records--upoo actual fact. I assume most of you or at least repre sentatives of yoor department appear be- 262 34th National Safety Congress, 1946 WEDNESDAY AFTERNOON SESSION October 9, 1946 Group Session for Traffic Engineers Presiding? D. Gbant Mickle, Traffic Eng., Automotive Safety Foundation. Relation of Parking to Traffic Safety (Presented for Wilbar S. Smith. Associate Director, Bureau of Highway Traffic. Yale University, New Haven, Conti.) By BEROY E. ERICKSEN Yale Bureau of Highway Traffic The parking problem is bad, as everyone will adroit One well-known traffic author ity,asserted : "As parking is now practiced throughout these United States, there just isn't any such thing as 'Relation of Parking to Traffic Safety/ for there is no safety. There isn't enough space at the curb in downtown districts and use of the available curb space creates many difficulties.** Grandiose plans and schemes have been conceived and advocated, yet no oty has completely solved its parking problems. Matters of congestion and the insufficiency of storage opacity are most dealt with be cause they are daily realities to every motor ist and street user. The clement of hazard, the influence of curb parking on traffic safety, is less frequently considered because only a small percentage of persons is di rectly involved and because community effects are not as real. Accidents and haz ards involving vehicles parked at the curb should be considered in all studies of park ing ; data on them arc valuable in determin ing correctives and, more often, aid in getting needed changes adopted. Parking causes congestion and congestion may cause accidents. Removal of congestion will often reduce accidents. The influences of parking on traffic safety are elusive and it is often not possible to prove all the hazardous conditions created. Many cases and examples, however, prove that improvements on come from parking changes. Facts About Parking Accidents General Involvement of Parked Vehicle* in Accident*: In cities and in stales, col lisions involving parked cars (including parking and imparking) constitute a sub stantial part of all accidents. The latest information compiled by the National Safety' Council* shows 92 per cent of all accidents in urban areas and 4i per cent in rural areas involving parked cars. Only 1.3 per cent of urban and 25 per cast of rural fatal accidents involve parked cars. To these values, howeverT can be added several others rebted to parked vehicles; five per cent of the urban accident* involved cars leaving parked positions--1.1 per cent of the rural; 2.6 per cent of the urban and 3.9 per cent of the rural mishaps involved cars stopped in traffic. It is evidoit, then, that approxi mately 17 per cent of city acodoits and 10 per cent of rural accidents involve vehicles which arc parked, maneuvering into or out of a parked position, or stopped in traffic It is further significant that 5 per cent of the pedestrians lolled in dries and 6 per cent of those killed an rural areas, `entered the roadway from behind parked cars. Nine per cent of pedestrians injured in each area came from behind parked vehides. A study made in 1940 in 10 targe dries shows that accidents due to parking range from 5 per cent to 28 per cent of the total accidents reported.* A survey of rural accidents in 12 states indicated aeddents involving parked or slopped vehides .constitute 12,4 per cent of sdl rural aeddents, with a variance be tween the 12 states from 6.6 per cent to 16J per cent." 'Aeridmt Farit. 1946. Nunoil Safer Ciwxil. PP- **-**- r'Acbfeii Dim ia hikiu in Caaoead Aran" --L E. fekr, Bonu of Highway Traffic. Tale UanotilT, ,lHO. *"Accidents on lnl Ifemn Dm to Puking" --W. W. Dam, Birm of Hetmr Traffic, Yale Uahvury. 19*0. Tragic Section 263- Recent figures from Flint, Michigan* show that 123 per cent of the aeddents in the business district involve parking. Figures for rural accidents on state liighways in South Carolina* for 1946 straw that 7 per cent of all mishaps involve vehides parked or standing. Vehides stopped on roadway or in i parking maneuver were noted in 10.7 per cent of the aeddents. Some of the best roads experience many parking aeddents. One of the nation's most talked of highways, the Merritt Parkway, Another hazard created by angle parking is that of drivers making U-turns across on-coming traffic to enter curb spaces on the opposite side of roadway. Eliminating all-day and long-time park ing. parallel parking will often accommo date parking demands except during period* of extreme demand. At these rimes, even angle parking does not meet the full need*. A survey on a business street in Chicago* revealed a 63 per cent reduction in aeddents when angle parking was changed to parallel. has many aeddents involving parked ve A study io an Oregon dty* reveals mote hicles: From June, 1938 to )uly, 1940--17.7 accidents with angle than with parallel per cent of all aeddents involved parked parking. Two street sections of the same cars; from May, 1945 to April, 1946--122 length and almost identical widths have per cent of all accidents involved parked solid business frontages. Each street has cars. During some years of the war period, one-fifth of all aeddents on this road in an average daily traffic of 8,000 vehides. With other types of aeddents about the volved parked vehicles. A recent study of aeddents involving same for the two sections, parking collisions are almost three times greater on the street Army vehicles* shows that 3 per cent are attributed to unsafe parking, and approxi mately an additional 7 per cent to unsafe with angle parking than on the one with parallel parking. In Miami Beach, Florida1* in 1938. cars backing from parking spares. About 10 per were parked diagonally on Washington cent of these aeddents, thoi, arc of the Avenue--an 80 loot street. Thirty-six per parking type. Delay and congestion in traffic, even though they do not produce aeddents at the point of trouble, may cause accidents else where. Rushing to make up the lost rime, cent of the dty** aeddents and 6S per cent of the transit accidents occurred on this street; delays were terrific. In 1939 angle parking was changed to parallel and speeds were controlled by a flexible progressive chances induced by irritated minds, and other out growths create hazard An ex ample from San Antonio* shows that the correction of a bottleneck near an inter section reduced aeddents 71 per cent within signal system. A check after one year showed only 3 per cent of the city's aed dents and 1 per cent of the transit accidents on this street. Results were so - good that all diagonal parking is now being eliminated a one-block radius. Influences of Angle mid Parallel Parking pm Accidents. Angle and parallel parking usually produce different accident rates. In - most instances, parking aeddents are more numerous where angle parking prevails. The indirect influence of angle parking on accidoits is also greater than that of paral lel parking. Persons leaving such spaces are inclined to inject their vehicles blindly into the traffic stream, forcing moving cars to swerve; inducing collisions with vehides in other kmcs. More congestion is created and congestion breeds accidents. To avoid collisions with cars parked at an angle; driver* tend to "steer dear** of the rear of such vehicles, usually clearing them by as moch a* five or six feet Some will even drive with tbear left wheels over in the dty. An interesting case comes from Kansas City, Missouri.*1 Aeddents were reported for streets on which angle parking was changed to parallel in 1938, and was changed back to angle 18 months later. With angle `Data furnished by Mr. Haary A- femes, Traffic Engineer. Flint, Miaugan. Iflfoatulioo famished by Seech CrnliM Suit Hifbvif Dcptitinnu. *PiM/c> Applied hr Ui. R. S. Holme*. Safety Branca. U- S. Wr Department. 'Infon&etioa furnished duMfli American Transit Association by Mr. H. A. Briggs, Safety Dir., San Antonio Transit Company. , A FUm f# Rebate Trafie Camgettiam m tke AtbUmJ-47tk Sbapptag Ctettr--July 19)9, Chicago Motor Club, City of Chicago sod Chicago Surface Lin*eDsa. ta fwaiafcrd by Mr. F. Bruce Crandall, Acting Traffic Engineer. Oiitoa State Highway ClKUUHiflO. famished by Captain John Hoover. Traffic 264 34th National Safety Congress, 1946 parking there wa an average of five acci dents per block per year involving parking; with parallel parking, ouc accident per block per year, an 80 per cent reduction. A main street in a Minnesota town of 10.DU0 population reported a bad traffic condition. Signals were requested- Parking was changed from angle to parallel. Acci dents were reduced and movements became so orderly that signals were no longer sought. Six months before the change, 27 accidents were reported which involved parking or unpacking-. During die sax months following the change which included heavier traffic and a period of higher accident frequencies, there were only 16 accidents--a 41 per cent redaction. En forcement and other conditions were mchanged. Even though facts on curb parking acci dents may not convince officials that angle should be changed to parallel, they often prevent changing parallel to angle. Such a situation developed recently in Macon, Georgia." A study on a downtown street in 1945 showed that 57 of 182 accidents, 31 per cent of all reported accidents, oc curred on an especially' congested 1200 foot section. In these 57 accidents, angle parking was the cause or major contributing factor in 76 per rent On two of six Modes of another important street m Mamo, angle parking prevails. Of 68 scridfnu in the six blocks in 1945, 30, or 47 per cent, occurred on two blocks with aogk parking. The cause of 47 per cent of these 30 accidents was traced directly to parking. With these examples, moves to abolish parallel parking on other streets were defeated. Double-Parking Inducts Accidents. In mam' city areas, suffioenf loading and un loading cooes are not provided at the curb, or off-street, for commercial vehicles.' In others, tbe facilities provided are not well used because of lax enforcement. As a result, many collisions involve, or are caused by, vehicles double parked, stopped in the roadway, or, for that matter, at the curb where general parking is prohibited. A study made by a transit company" revealed that double parked vehicles cither directly or indirectly contributed to 17 per cent of bus accidents in congested areas. These collisions represent 4 per cent of the company's total for the city. When double parking is sllow^-i to go unregulated, serious conditions can develop. A case was furnished in which double parking had been permitted to such an ex tent that few drivers now pull to the curb, fearing entrapment by. double parkers. An other case indicated that this condition hod grown so bad in a small town that the highway department was requested to erect signs along main streets saying "No Triple Parknag." Parking had moved completely away from the 'curb. These conditions il lustrate dangers stemming from enforce* meat at its worst Stalled and Slapped Vehicles. Because of mechanical failures and for other reasons, many vehicles stall or must be stopped in the traveled portion of tbe roadway. Often the stop is of an emergency character. A number of collisions take place with these vehicles and driver actions aimed at avert ing collisions often result In other types of accidents. These conditions are usually worse in rural areas where speeds are high and transverse maneuvering areas are re stricted. Short-sight distances obviously contribute greatly to such mishaps. Collisions with vehicles stalled or stopped in the roadway are apt to be more numer ous and more severe during hours of dark ness. Frequently the vehicles are not lighted and adequate advance warning is not given. In 1945, about two-thirds of the deaths involving vehicles engaged in intestate commerce with taedianica! defects, involved vehicle* stopped in or along the roadway.1* One-fourth of the mechanical defect acci dents were doc to vehicles <olMgg with vehicles which were disabled. 2-7 per cent of all interstate motor carrier accidents in volved vehicles stopped because of nwhafr ical failures. "RttnatumjT Vehicles. A surprising num ber of accidents involve vehicles which break loose from parking places on gradesBrake failures and carelessness are usually tbe causes Not only are such actions likely BKut> nlniitad hr Sir. T. 1. Satan*i. Tmfic Eon- Dupe of Paine Wocfa, Mmn Oty, Uii souri. "Information fuimAcf diraurb American Tnosit Association br John Genoa. Htnspr, Tnsysutioa. Georgia Power Onpt>T- "From study of Son Antonio Transit Company by Mr. H. A. Brags. Safety Engineer; hunM twoogb. American Transit Awnriatton. ""Analysis of Mtduaical Defers Accidents of Motor Carriers--)MV" Interstate Commerce Com mission, August 1946, page 4. Tragic Section 26S to result in severe damage to the "runaway" vehicle, but, also, great dangers are created insofar as collisions with other vehicles, persons, and property are concerned. An l.C-C. study** of mechanical defect accident* of motor carriers for 1945 shows that 24 of 31 accidents involving parking were due to brake failures; some occurred while the Vehicles were parked on grades, others when engines failed going up-hill, in both cases, "runaway" conditions were created. Unattended cars left with motors running have also been known to create "runaway" problems. When tears are parked with motors running; another hazard develops from the of carbon monoxide poisoning. Insurance companies report ac cidents resulting from persons becoming affected by carbon monoxide while stopped. Not realizing their "groggy" condition, they become involved in collisions upon starting their cars. Parking Vialatians tmd inadequate Con trol Cause Accidents. Double parking, parking on the wrong side of the street, parking an prohibited aoncs, parking too for from curbt parking improperly as to space layout, and other soch violations add to the hazards created by parked cars. One case ts known of a city which legalized cause another problem. Other accidents have been reported in which persons, espe cially children, were seriously injured oi lolled fiotn being struck by moving vehicles after falling from parked vehicles Persons getting oat of parked cars and cabs on the street side cause other pedestrian mishap*. Involvement of Transit Vehicles in Park ing Accidents. Buses and street cars, because of their size and operating charac teristics, are often involved in collision with stopped vehicles and with vehicles in the process of parking or imparking. In addi tion, these vehicles are delayed by improper parking and stopping practices ; running times of buses and.street cars have been greatly reduced by clianging from angle to parallel parking, by prohibiting parking en tirely. or during rush-hours, and by other parking correctives. Parking in bus stops, particularly during peak hours, is especially hazardous because of the congestion developed and because of exposures to traffic of persons using buses. Patrons of mass carriers may be unduly endangered .by situations developing at loading and unloading points by improperly parked vehicles or by inadequate parking regulations. Patrons like to step directly from the curb to the bus, or vice-versa, apd will attempt this for distances up to double parking on downtown streets--and fouf feet, resulting in mishaps and injuries. >oon regretted it! Irregular parking,at the curb and on an 34 ft. median strip on a highway in Michi gan1* cerated a serious accident problem. During the first 8 months of 1946. 10.4 per cent of all street car accidents, and 18.9 per cent of all bus accidents in New* Or leans" involved parked cars. Many more Strict regulation aided by erection of a 'fence around the median strip to control exits and entrances, brought an 87 per cent were undoubtedly due to parking maneu vers. Trying to "squeeze in" another parking reduction in accidents involving parked cars. space near the intersection, especially where Pedestrian Accidents Affected by Park ing. Many pedestrians are struck by motor vehicles as they cater the roadway from behind parked cars. If no parking pre vailed there would not be a visual obstruc tion created to develop this hazard. Most correctxyes will likely come from control of the pedestrians, rather than the parking meters are used, causes traffic problems. A case from San Antonio, Texas," is typical; buses making a right turn were involved in 5 accidents in a lour-month period at an intersection in the business district. Delay and congestion were developed by buses in negotiating the turn. One parking meter was eliminated at the intersection and no of vehicles. However, there are some cases in which the matter of improving the visi bility betwem motorists and pedestrians is of sufficient concern to justify drastic pro hibitions, or controls, m curb uses for parking. Pedestrians in the roadway ha the process of working on or pushing stalled vehicle? UQottime KhmUj. No. >. National Goaaervatfou Barca*. rtiiiaU luboated by Mr. J. L- Webrjtr. Trade gfignart. WayOa Cwnty. Michigan. *qnSownattop bifliifctil limofii tilt American Transit Attobation by'Mr. J. C- Balne. Jr.. Gta. Sft. M Data., Nnr OrlasCM Public- Soria Co., toe. "Information huobheJ tbroogh Amtriao Tnturt Anoaitka br Mr. H- A. BnzV. Safety Dlraoor, San Antonio Ttaaaic Go. 266 J4tk National Safety Congress, 2946 accident* of the above type have occurred . m two years; delays doe to bus turns were also eliminated on that side of the other block Alter more than a year, no collisions were reported on the tint block and .only four occurred on Prohibition of parking opposite street car the other block. loading zones and an the appr-oodies to these zones reduces accidents. The sign on the end of a loading zone in the District of Columbia1* was knocked down 22 times in a 13-month period. The throat on the right side of the platform was opened by remov ing three parking spaces preceding the approach to the zone. * Accidents were all but eliminated--one was reported in 9 months. During an approximate two-year period, When parking is prohibited, care is nec essary to tec that stopping and standing is not allowed. One truck parked on a street creates a bottleneck and reduces the ef ficiency of the street. Many side-swipe accidents ' are caused by cars pulling oat and arbond parked trucks, or three lanes converging into two or two into one. Any stopping or standing, even moenaitariiy, seriously impedes the flow - of traffic on heavily traveled streets, making a stringent two street car lines operating over narrow ban necessary. Streets oa which parking is streets id the business section of New Or leans" lad 706 accidents. Five hundred, 7) not allowed in Washington, D. C have had their capacity merresed 15 per cent by en per cent, occurred on a section of the line forcing MNo Stopping" regulations during which represents cyily 25 per cent of the rush bon. round-trip distance. Of these 500 acci dents. 30 per cent were collisions with parked cars; this shows the strong influence of illegal parking on transit accidents. A reservoir for vehicles on the approach to a signalized intersection can he created by prohibiting parking ior a distance of 50 to 150. feet from the intersection. Such Prohibition of Parking Often Necessary. action results in efficient intersection per Where traffic densities are heavy, conges formance and signal operation, thus reduc tion and aoadoits may be greatly redoced ing hazards. Who street widths change at by prohibiting parking at the curb and by intersections, parking prohibition on the far rigidly controlling loading and unloading side, on the narrow street, reduces the operations. Results of sodi actions arc bottleneck effect and eliminates collisions. shown by many experiences. Congestion was -great and accident* were numerous to mid-town Philadelphia* in 1946 due to one way streets with center car tracks and left'fiidc parking. By prohibiting parking on practically all $tnd<, permitting loading and unloading* only ou the right side, and allowing loading of heavy materials on the left side only with special permits, average * Deeds were practically doubled and acci dents were reduced 15 to 20 per teat in the affected area while city-wide they increased Prohibiting parking during rush hours is becoming % common practice to alleviate congestion. Such action invariably reduces accidents. Oa aa rniportsmt artery in Wash ington, D. G," 60 feet wide' and occupied by a heavily used street car line, parking was prohibited on one side from 7 to 9'30 , ara and on the other tide from 4 to 6 pm. A check-bock after 3 months revealed a 70 per cent reduction in accidents, with a marked increase m spends and traffic vol- 45 per cent. On a street in Washington," narking at the curb was prohibited for a distance of Prohibition of parking m the congested area of Itella*, Tex, daring the afternoon about 2 miles. The street is 42 feet wide, with a double street car track in the center. .After a year, a 27 per cent reduction m accidents was noted, with the same volume of traffic. "Chn abutted few the Ascriaa Tnaur Am>. * D**- Buses operating on a two-block section of a narrow street , in New Orleans were esaa involved in Z7 collisions with parked ve hicles in seven months. Parking was elimi nated on one side of the street in one block and only commercial loading was allowed to'ZZrEsJnsz t-"* ^ v .Traffic Section 267 from 4 *-30 to 6 has given marked rebel frotn accidents and delays* Average speeds increased 27 per cent A "Before" and "After" check of accidents for 3 months showed 15 accidents (6 property damage) before the change anil II accidents (all property damage) after the-change; a 21.6 per oat reduction to all accidents and efinunotioo of persona) injury accidents. Accidents during peak hours of the after noon (4 JO to 6 pm) were practically eliminated over a four-block area in New Haven** by prohibiting parking. "Before" and "After" studies reveal an 88 per cent reduction in all accidents with parking at the curb prohibited. Similar prohibition on two blocks of another street show even better results m terms of accidents pre vented. Eliminating parking in congested areas need not destroy business. It must be retuoubertd, however, that complete elimina tion of parking without off-street facilities con destroy the utility of streets. A realistic analysis of the curb capacity available to each business establishment on most busi ness streets will always reveal that few businesses would ever have as much ns one full parking space per place of business-- it is just impossible to affect business greatly by curtailing or prohibiting parking in such areas) A congested business street m St Paul* was greatly improved by eliminating polk ing, resurfacing, installing new curbs and tidewalks, and eliminating all trolley poles, ornamental lights and advertising signs which extended more than 12 inches from store fronts. Limited deliveries ore per mitted from 9 to 11 am only. The street has beat so "opened-up," without widening, that traffic is greatly expedite*! accidents are reduced, and business has increased from 20 to 40 per cent since the improve- roentlnfluence of Road Design on Parking Accidents. There ore maty phases of de sign in both rural and urban roadways which have a direct bearing on involve ment of parked cars in accidents. Curb heights, sudden transitions Id street widths, aod inadequate widths to accom modate both moving traffic and parking arc perhaps die most common design factors indoring parking accidents on city streets. In the first case, vehicles may not be able to park properly nor may occupants prop erly leave cars because of extremely high curbs preventing opening of doors; lack of adequate curbs may encourage the im proper positioning of parked vehicles so at to obstruct tidewalks. Bottlenecks and in adequate widths for traffic loads necessitate changes in space arrangements, expensive widening, and rigid regulations which may be difficult to enforce. Widened streets and special curb cut backs way allow parking and, at the some time, remove interference with moving traffic. In some cities the land owners have volunteered to bear the expense of such treatments rather than, risk the enactment of parking prohibitions. Control of the design, construction and use of such special curb cut-backs is essential. Minimum depths of IS feet or 20 feet, pavement marker* requiring parking at not greater than 45 degrees to the line of the roadway, and adequate sight distances at intersections are among the. needs suggested. Effect of maneuvering to and from cut-back parking stalls on traffic lanes should also be con sidered in its adoption. Rural and suburban areas present a num ber of additional design factors which have direct relationship to parking hazards. In adequate shoulders make it difficult, even impossible, for vehicles Co be stopped off the traffic portion of the roadway. On some 'of the newest !..ghways in this country, there are very narrow shoulders which are obviously not capable of being used by vehicles, evto in emergencies. Cases are known in which guard rails are constructed so dose to the pavement os to make it impossible for on automobile to be driven off the concrete. - Getting vehicles off the traveled surface is further complicated by die construction of curbs along rural highways where park ing is not permitted on the roadway surface. These curbs constitute at least a partial barrier, aod discourage motorists from driv ing over them onto shoulders that might be available. The need for properly designed curbs, if they ore used at al! is imperative. m iafo'miuoo aippiicd I, Traffic Eiyiwff. Dq , Dali**, Texas. **DCs pcMwti Iron Mt. H. ?. Clark, Chief o< Mice, tiepc. of Mka Service, Ntt Hewa, Coos. ttPaoa obtained fntt Mr. J. B. P. Damtl. Aset. Tofic Bogr.. Mina. Dirf*. ot Hwj%. 268 34th National Sajity Contrast, 1944 Bus turnouts created by widening and sur facing shoulders on rural and suburban roads have reduced accidents in many locali ties. The dangers of collisions with school buses, to children using them, and other types of accidents are alleviated by provid ing adequate space oo the shoulders for bus stops. Summary and Conclusions Several suggestions have been made in this paper, and examples shown, of utiliza tion of accident facts in dealing with curb parking problems. Delay and congestion, even though tbey do not produce accidents at the point of The inavailabiiity of parking and emer gency storage spaces on bridges, fills and other locations on rural roads creates addi tional accident hazards involving parked or stalled cars. trouble, may cause accidents elsewhere. An example has been dted where correction of a bottleneck near an intersection reduced accidents 71 per cent within a mc-blod radius^ Short-sight distances contribute to Failure of highway designers to provide such accidents and in hours of darkness adequate turn-outs and parkway areas at advance warning and vehicle lighting are points of scenic interest, and elsewhere extremely important for accident prevention. where stops are commonly made by motor "Runway" vehicles .frequently break ists. can also create a parking hazard which loose from parking places oo grades. Brake may contribute substantially to accidents. and up-grade engine failures and careless Some highway engineers construct four- ness are frequently the cause. Drivers af laoe undivided roadways adjacent to cities fected by carbon monoxide while parked and through small towns without allowing with engine running have been known to 5utfident pavement width for parking. Since become involved in collisions upon starting. parking cannot logically be prohibited and since even an occasional parked car reduces the travelway by one lane, such practice becomes short-sighted. Almost invariably, where four-lane undivided roads are justi fied in such areas, curb space is needed for parking. Unless sufficient width is provided for curb parking, the effective street width is reduced to two-lanes and congestion and hazard are created, again bringing the mat ter of parking squarely into road design. Relationship of Accrss Control to Park ing. Along many roadways through sub urban areas the problems of access control Space violations and inadequate control such as double parking, parking on wrong side of street, parking in prohibited zones and other such violations' add to hazards created by parked cars. Although pedestrian accidents resulting from walking from behind parked cars will likely receive most correction by pedes trian control, improved visibility is often of enough concern to justify drastic prohibi tions, or controls of parking at the cash. Parking correctives which can help to improve bus or street car safety and reduce become especially acute in relation to acci running time include: changes from angle dents. Where promiscuous entrances - and exits are permitted, many acodcnU are to parallel parking; rush-hour or entire parking prohibition; and clearing parking likely to occur. A common location of this type for accidents is at the road-side stand from bus stop areas or adjacent to street car loading zones. or "honky-tonk" where drinking, festive Complete or r .-h-hour parking prohibi attitudes, and other conditions are apt to tion together with rigid control of mer contribute to hazards developed by parking and unparking actions. Other access hazards develop at parking lots and garages. While these may not di rectly involve parked vehicles, they grow out of terminal actions. chandise loading and unloading operations, where needed, can greatly speed up traffic movement and reduce accidents. Signalized intersection performance can often be im proved, and hazards reduced, therefore, by eliminating parking near the intersection. Traffic Section Forking from the Betcxiiet's Standpoint Bf BOY JOHN Managing Director, Arepeated Retailers of Indiana I would like to emphasize that I am not speaking as a parking expert, not speaking even on the subject of parking, per se. Rather I am attempting to analyze the pro cesses of thinking and experience that have led the retailer to be interested in parking and other problems that lie outside his store; and then I will offer a specific plan for dealing with the parking problem. The retailer's function, stated simply, it to assemble consumer goods at a conveni ent point and then induce customers to come to that point and purchase them. In the first hall of this operation the retaBcr is a buyer, and in the second half he is a customers asked for voluntarily out of their own recognized needs and without too much stimulation or encouragement, con stituted a competent job of retail distribu tion. In those earlier days, operations on the selling side were largely restricted to hand ing goods to a customer and recording the sale, and these were considered routine activities of secondary importance. Little thought was riven to that large area of selling problems lying bttwm the goods on the retail cornier and the consumer at his home. However, during recent decades, a quiet, steady, continuous change has occurred in salesman. this attitude. With the growth of modern Unquestionably, it has been customary in facilities and the attending increase in the past for him to pat majority emphasis competition, the selling side of the retailer's on the buying side of his job with its at- job baa been increasingly emphasized. For tmdittg activities of receiving, stocking; pricing and arranging the merchandise at the point of sale--all the mass of details involved in moving goods from the hands of the manufacturer to a point within mal training courses for sales people cooducted on the employer's time is now stand ard practice ta larger stores and chains; and community classes for smaller stores arc conducted widely under the George Dean reach of the hands of the consumer. Act The careful selection and training of Now it is apparent that in a basic, logical competent store personnel is now a major sense Che retailer, as the distributor of con retail activity. sumer goods, is responsible for covering - Another significant change on tbe selling the entire span between the place where the side m recast years is tbe gTOwtb of the goods are made and the place where tbey merchandise display movement It no longer are consigned in the home. I refer not is sufficient to have the merchandise on merely to physical transportation, hot rather hand or even to have it out where the cus to all the tangible and intangible factors tomer can see and touch it. Now it must be involved in getting the goods under proper so attractively packaged, so well lighted, and circumstances from point of origin to the so effectively dramatized in its presentation point of consumption. to the eye of the* customer that the article Obviously, it would be of no use to bring is more than half sold before the sales goods to the store and let than He there permanently. Half of the job lies on the selling side and it is interesting to note how gradually, the retailer has n orc^ into this area of his responsibility that lies between the arrival of merchandise at the store and its arrival at the customer's home. There was time when retailers were bclined to feel that the job of getting goods from the source to the retail sales counter was practically the whole of their responsi bility--that merely having oo band some where around the place, covered up in a dust-proof box or drawer, the things that person makes her contact. So, it is dear that retailers have moved on from bring merely buyers and stockkeepers to being real salesmen within the walls of their stores. That is, they have added to the span of their responsibility the interval lying between goods-ou-the-counter and enstomer-entering-store. There still remains a largely unoccupied selling area lying between tbe front store door and the customer's home, and the outstanding prob lem in tMs area is parking, to which he must and will give mocb attention in the near future. 270 34th Nattonal Safety Congress, 1946 It seems desirable to recognize *h de velopment in the' views and policies of retailing in order to properly evaluate its present interest in the psridog problem antf other phases of the traffic subject Clearly, this interest does not represent merely a short-ranged, temporary attempt to get more business. Rather, it u the result of a slow, glader-like underposh of the industry as a whole toward better service for the public under modern competitive conditions --a movement that started long before we had traffic problems and will continue after parking solutions have been found. There can be no question about tbc re tailer being an important source of help and leadership for dealing with parking in the future. Then it is apparent that the future well-being of his business (as welt as that of every other kind of business id town) is dependent on the possibility of bis out-of-towo customers and many local ones, to park their cars dose enough to his store to make it practical for them to trade with him. I know there is the view that convenient : down-town business community--especially . in larger cities--and vriO he an effective sharp stick for prodding the city fathers and business leaders into action. As a matter of plain fact, what is it the suburban store has that tbc. down-town store doesn't have? The answer is parking --just the one single advantage of parking Space; and mind you that. is only a tem porary advantage. If the outlying store succeeds in drawing a profitable volume of customers to its isolated location, then other businesses are certain to spring up around it alnd very soon the same old plaguing question of where to park puts in its appearance. On the other hand, what does the down town shopping center have that the sub urban area doesn't have? Everything, ex cept ample parking space. It fcas the big and little stores with their large assortments and services; a complete assembly of goods and services in all lines that arc within comfortably walking distances from each other; doctors, dentists, lawyers, and other professional services; the best picture thea parking facilities for privately owned cars might well be discouraged in favor of an tres ; the best old line; well established institutions of the community--all across expanded use of better Public transporta the street from each other. It is a com tion. Economically some defense cao be bination that can't be beaten for serving the made of this view. But my guess is tint public, and scattered ontlymg clusters of those who place faith in it are either evad small stores with limited stocks and services ing tbc issue in wishful thinking, or are never will dislodge the down-town business connected with public transit companies. community. It would not be in the public People prefer to drive their own automo interest to have them do so. biles with the feeling this gives of con But suburban developments will prosper venience, privacy and comfort. It is a typical at least until tbc down-town parking prnb* American attitude. They like to be able to lem is solved and the best gigranrrr we carry home'in the spaciousness of their have that adequate solutions wOl be found, own transportation the things they buy. Of with some speed, w31 be the existence of course, there always must be the combina prosperous expanding suburban develop tion of public and private facilities in larger ments, shaking their threatening finger at centers but the trend unquestionably is in the slow pokes down town. It seems to me Use direction of more and more private a quite healthy situation. transportation that clamors louder and louder for convenient parking arrangements. The issue must be faced. All this time I have been talking about parking from the standpoint of retailing, in'spite of (be fact that parking today is the Another situation that insures an expand personal business of every member of the ing interest in parking by merchants and community. Can you think of any person all other down-town interests, is the mucb who isn't"involved? All business and pro publicized trend toward suburban business developments. It ha* beer well demon fessional people and tbc interests they rep resent in a community, are deeply involved; strated that lira, /ones is willing to drive all vehicle owners are painfully involved; several miles out of her way in order to the life and safety of every dtizen--man, shop for certain things, where she can park woman . and child--is gravely involved in conveniently. This development has sent a the present universal traffic tangle. It docs Bock of odd shivers along the spine of the not need a prophetic, eye to foresee that Traffic Section 271 die commuatry which persists in tailing to provide a proper traffic welcome for its citizens and visitors will suffer a decline that shrinks the value of investments for every member of the community. valid, has been received from a community for traffic assistance, the first step will be tbe careful setting-up of a representative community meeting to be made up approxi mately as follows: Therefore, 1 come at once to the propo sition that parking and its accompanying 1. City Officials:--Mayor, Chief of Po lice. Councilman, Fire Department traffic difficulties are a community-wide question that directly concerns every citizen and must be dealt with on a co-operative Chief. 2. Head of City Planning Board. 3. Officers of Chamber of Commerce. oonununity-wide basis if adequate and happy solutions are to be achieved. 4. Officers of Merchant Organization. 5. Banking and Manufacturing Repre Assuming there are no thin-skinned traf fic- engineers present 1 would like to ask as gently as possible whether you, like most professional technicians, are inclined to ieel that the problems in your field arc too sentatives. 6. Women's Clubs Representatives. 7. Superintendent of Schools. 8- Head of Ministerial Association. 9. Press and Radio Representatives technical and mysterious to be considered B--At this meeting, representatives of by the patient and are capable of solution, without the understanding and participation of the patient? I venture ro ask this in the co-operating agencies will explain the traffic solution service and the conditions under which it may be made available. delicate question because of the many in Conditions under which the service may be stances where traffic surveys and solution available to a community are as follows plans have been worked out painstakingly by competent engineers, sometimes at siaeable expense, bat failed to be accepted or applied in a thorough-going way by the communities concerned. Would it seem to you that it might be worth trying the idea of beginning on the other side--the community side--by first helping the community* to organize in a democratic fashion for the purpose of facing iu traffic problems; and then careiully putting the community in the position of having to make its own decisions and live up to them? On this basis we have worked oot a co operative traffic program in Indiana that has been adopted by our State Highway Commission. I'll give the plan to you in exactly tbc form in which it was presented to the Governor and the Highway Com missioner. as follows:-- COOPERATIVE TRAFFIC SERVICE FOR INDIANA COMMUNITIES ). Consent by those present at tbe initial meeting, together with any other local persons who may be desired, to con stitute themselves the local Traffic Plan Committee. 2. Agreement between representatives of the co-operating agencies and the local Traffic Plan Committee that a sufficient traffic problem exists to justify appli cation of the co-operative service pro gram. 3. Definite assumption by the local Traffic Plan Committee of fuff responsibility for leadership in carrying out the pro gram, it being clearly understood that the co-operating agencies merely will furnish the necessary traffic facts about the community, together with recom mendations for their solution; and as sist in educating and organizing the community in support of the solution {dans that may be adopted by the local committee. Co-Operating Agencies. Indiana Highway 4. Formal invitation from the Traffic Departmentt U. S. Public Roads Adminis Plan Committee to the co-otxrating tration; Indiana State Police Department; Purdue Safety Institute; Associated Re tailers of Indiana agencies for assistance. 5. Tbe traffic assistance service, where given, will be without cliaigc. How Plan of Procedure 1--Organization of Initial Community Meeting to Explain tha Service. A--When a request that is considered ever, it will be famished only to those communities which evidence a serious and business-like determination to deal adequately with their traffic difficulties. GREAT LAKES MICROFILM COM CHICAGO, ILLINOIS I hereby certify that the following described records of: Vatlozutl Safety Cornell ~ 425 lo. Michigan Ave. - FROM: 0C7". -ft" /`2`jSg' r THRU: 0<7~, 7-~// - wore photographed as received and without alteration by the Great Lakes Ml 1714 Sooth tocher Avenge, Chicago 32, II ,v., /&- /3** Date GREAT LAKES M Witness 270 34tk National Safety Congress, 1946 Tt seems desirable to recognize this de > down-town business community--especially velopment in the views and policies 'of in larger cities--and will be an effective retailing in order to properly evaluate its present interest in the parking problem and other phases of the traffic subject. Clearly, this interest does not represent merely a short-ranged, temporary attempt to get more business. Rather, it is the result of a slow, glacier'like underpush of the industry as a whole toward better service for the public under modern competitive conditions --a movement that started long before we had traffic problems and will continue after parking solutions have been found. sharp stick for prodding the city fathers and business lewder* into action. As a matter of plain fact, what is it the suburban store has that die. down-town store doesn't have? The answer is parking --just the one single advantage of parking space; and mind you that. is only a tem porary advantage. If the outlying store succeeds in drawing a profitable volume of customers to its isolated location, then other businesses are certain to spring up around It and very soon the same old plaguing There cau be no question about the re tailer being an important source of help question of where to park puts in its appearance. and leadership for dealing with parking In the future. Then it is apparent that the future well-being of his business (as well On the other hand, what does the down town shopping center have that the sub urban area doesn't have? Everything, ex as that of every other kind of business u> town) is dependent oo the possibility of 1b* out-of-town customers and many local ones, to park their cars dose enough to his stone to make it practical for them to trade with him. cept ample parking space. It bos the big and little stores with their Urge assortments and services; a complete assembly of goods and services in all lines that are within comfortable walking distances from each other; doctors, dentists, lawyers, and other I know there is the view that convenient professional services; the best picture thea parking facilities for privately owned cars tres; the best old tine, well established might well be discouraged! In favor of an expanded use of better public transporta institutions of the community--all across the street from each other. It is a com tion. Economically some defense can be bination that can't be beaten for serving the made of this view. But my guess Is that public, and scattered outlying dasters of those who place faith in it are either evad small stores with limited stocks and services ing the issue in wishful thinking, or are never will dislodge the down-town business connected with public transit companies. community. It would not be in the public People prefer to drive their own automo interest to have them do so. biles with the feeling this gives of con Bat suburban development* will prosper venience, privacy and comfort. 1ft is a typical at least imtil the down-town parking prob* American attitude. They like to be able to lem is solved and the best' guarantee we any home- a die spacaonsness of that have that adequate solutions wiB be found own transportation the dungs they boy. Of with some speed, wilt be the. existence of course, there always most be the combinatku of public and private bolides m larger prosperous expanding suburban develop ments, shaking their threatening finger at centers but the trend unquestionably is in the slow pokes down town. It seems to me the direction of more and more private a quite haltby situation. transportation that clamors louder and All this time 1 have been tattaqg aboot louder for convenient parking arrangements. The issue must be faced. parking from the standpoint of retailing, a spite of the fact that parking today is the Another situation that insures an expand personal business of every member of the ing interest in parking by merchants and all other down-town interests, ts the moch community. ' Can you think of any person who Isn't* involved? All bemcn end pro publicized trend toward suburban business fessional people and the inteiests they rep developments- It has been well demon resent in a community, are deeply involved; strated that Mrs. Jones is willing to drive all vehicle owners are painfully involved; several miles out of her way in order to the life and safety of every citizen--man, shop for certain things, where she can park woman. and chfld--is gravely involved in conveniently. This development bos sent m the present universal traffic tangle. It does Boric of cold shivers along the spine of the not need a prophetic eye to foresee that Traffic Section 271 the community which persists in tailing to provide a proper traffic welcome for iu citizens and visitors will suffer a decline chat shrinks the value of investments for every member of the community. . valid, has been received from a community for traffic assistance, the first step will be the careful setting-up of a representative community meeting to be made up approxi mately as follows: Therefore, I come at once to the propo sition that parking and its accompanying 1. City Official*:- Mayor, Chief of Po lice, Councilmen, Fire Department traffic difficulties are a community-wide question that directly concerns every citizen and must be dealt with on a co-operative community-wide basis if adequate and happy solutions are to be achieved. Assuming there are no thin-skinned traf fic engineer* present 1 would like to ask as gently a* possible whether you, like most professional technicians, are inclined to tecl that the problems in your field are too technical and mysterious to be considered by the patient and are capable of solution, without the understanding and participation of the patient? ! venture to ask this in delicate question because of the many in stances where traffic survey* and solution plant have been worked out painstakingly by competent engineers, sometimes at size able expense, but failed to be accepted or applied in a thorough-going way by the cocnznunities concerned. Would it seem to you that it might be worth trying the idea of beginning on the other ride--(he community side--by first helping the community to organize m a democratic fashion for the purpose of facing its traffic problems; and then care fully putting the community in the position of having to make its own decisions and live up to them? On this basis we have worked out a co operative traffic program in Indiana that has been adopted by our State Highway Commission. I'll give the plan to you h exactly the form m which it was presented to the Governor and the Highway Com- misrioocr, as follow*:-- CO-OPERATIVE TRAFFIC SERVICE FOR INDIANA COMMUNITIES Chief. 2. Hoad of City Planning Board. 3. Officers of Chamber of Commerce. 4. Officers of Merchant Organization. 5. Banking and Manufacturing Repre sentatives. 6. Women's Clubs Representatives. 7. Superintendent of Schools. 8. Head of Ministerial Association. 9. Press and Radio Representatives. B--At this meeting, representatives of the co-operating agencies will explain the traffic toJotiun service and the conditions under which it may he made available. Conditions under which the service may be available to a community arc as follows 1. Consent by those present at the initial meeting, together with any other local person* who may be desired, to con stitute themselves the local Traffic Plan Committee. 2. Agreement between representatives of the co-operating agencies and the local Traffic Plan Committee that a sufficient traffic problem exists to justify appli cation of the co-operative service pro gram. 3. Definite assumption by the local Traffic Plan Committee of full responsibility for leadership in carrying out the pro gram. it being clearly understood that the co-operating agencies merely will furnish the necessary traffic facts about the community, together with recom mendations for their solution; and as sist in educating and organizing the communit}- in support of the solution plans that may be adopted by the local committee. Co-Operating Agencies: Indiana Highway 4. Formal invitation from the Traffic Department r U. S. Public Roads Adminis tration; Indiana State Police Department; Purdue Safety Institute; Associated Re tailer* of Indiana Plan Committee to the co-operating agencies for assistance. 5 The traffic assistance service, where given, vi)J be without charge. How Plan of Procedure I^4)ritniation of Initial Community Meeting to Explain the Service. A--When a request that is considered ever, it will be furnished only to those communities which evidence a serious and business-like determination to deal adequately with their traffic difficulties 272 34ik National Safety Ccmgrtis, 1946 II---Simultaneous Survey* and AccutdbUHod of Data to Support Recommeodatums. completed reports can be presented to the entire local Traffic Plan Committee; or whether sections of certain reports will A--Traffic Surveys. need to be presented to sub-committees, 1. Jn order to acquire aii traffic facts first, and then presented in whole to the that are essential to the preparation of Committee as a whole. an adequate traffic plan for a com munity, it is necessary to conduct sep arate surveys of the following four separate but interlocking phases of the problem: When the reports have been presented informally and digested (by the local com mittee and a resulting composite traffic plan for the community has been adopted, a special occasion ought to be made of the (a) Trading area analysis; (b) Traffic formal presentation event--including a din movement; (c) Curb parking; ner meeting and newspaper and radio (d) Off-Street parking. publicity. Initially, the traffic survey crew may V--Vkuti Education and Organization consist of two engineers--ooe in the of Cosanumhy in Support of tbe Traffic office and one in the field--together Plan Adopted. with proper supervisors, all of whom should be permanent employees; and a proper number of interviewers to be employed in cacti community being surveyed. B--Traffic Enforcement Survey. A--The history of traffic solution pro grams is that they tend to die a natural death at this point after having been planned in detail at great labor and ex pense--because of lack of community-wide understanding, interest and support. There 1. One enforcement specialist with neces sary assistance: C--Safety Education Survey.* have been unhappy examples in Indiana. To bridge this gap, a slide film with sound is to be provided to sell the traffic I. One safety education specialist with solution idea in general; and another local necessary assistance. slide film, made from facts uncovered in Ill--Organization and Coordination of Factual Data and Preparation of Specific Recommendations. A--It is apparent that the several types of surveys listed above, will produce a considerable volume of data whose useful ness will depend in large measure on tlie accuracy' with which it is organised and the skill with which solution recommendations arc deduced. This work will be partly clerical and partly of an exacting engineering nature. The clerical assistance will need to be employed for the purpose but it would yeem the specific community where it is being shown, will sell the locally adopted traffic solution plan. These films are to be shown under local chairmanship to all important groups, including luncheon dubs, a mer chant mass meeting, women's clubs, manu facturing plant employees, schools, etc It will be important to have a proper resolution of approval passed at each such meeting and a copy of the resolution trans mitted to the chairman of the local Traffic Plan Committee Simultaneously, the best use is to be made of new spaper and radio publicity. desirable for the engineers in charge of conducting the surveys to sit in on the Finally, action by the City Council to effectoate the plans which have been agreed preparation of recommendations based on on ought to be scheduled in proper time- those surveys, together with whatever ad relationship to the impact of the community ditional engineering skill can be arranged educational campaign. for this operation. The recommendation reports, especially the one far Off-Street Parking, will need to be ` worked out in close co-operation with the local Traffic Plan Committee. IV--Presentation of Recommendation* to Local Traffic Plan Committee. Conclusion of the Plan Clearly this program is designed to assist communities to deal with their traffic prob lems on their own initiative. The official public traffic agencies of the State agree merely to hand up Use proper tools--the operation must be performed, if at all, by A--Experience will show whether entire the coenmimity itself. It gets well away 9 Trope Section 273 from the practice of trying to superimpose traffic arrangements on a community that doesn't understand the purpose or necessity of socb arrangements and so doesn't have its heart in the project. This plan is a recent development and we do not yei have experience under it, but ! am confident that \vc will apply it in one form or another in our Indiana com munities. Small Qty Traffic Safety and Parking Problems (Summary of Panel Diacosson) Lender: Hcarav K. Evaks, Director Traffic Engineering Division, National Conservation Borcau. Lloyd M. Broff, Staff Engineer, DdLcuwCather Co., Chicago. Smaller cities have proportionately more severe congestion and more parking prob lems than the large metropolitan centers. The reason is that in the small city nearly everyone comes lo the business district via passenger car, whereas in the larger cities a greater percentage of persons coming to the business district me public transporta tion. in addition, it will be found that in the smaller dries the drivers will not walk as great a distance from their parking point to thdr destination as will the city driver. The obvious solution is to decrease curb parking and to increase off-street parking. /. : Johnston, Traffic Eng^ Dept, of Roads and Irrigation, Lincoln, Neb. Stale highway authorities are faced with the parking problem from the following standpoints: 1. Parking on the travelled way of high speed highways. 2. Parking in connection rilli roadside service establishments. 3. Parking on state highway? in urban communities. 4. Parking on state highways which tun through cities. The remedies for each of these prob lems are: 1. Stabilised shoulders, increased pavement widths. Z Legislation, enforcement, controlled ac cess, purchase of wide right-of-way. 3 4* 4. Legislation and enforcement, and off-street parking provisions. Utlham F. Kavanavgh, City Traffic Eng , Syracuse, N. V. Syracuse is now trying to do something about its parking and traffic problem, the latest plan being to try to move north bound traffic through the business district on one thoroughfare and southbound traffic on a parallel thoroughfare. Up to the pres ent time, this has been working out satis factorily, with tlie rate of traffic flow being increased. C. C% SiOHcl/urncr, Highway Eng., High way Div. of Arlington, Va. The first off-street parking regulations in Arlington were adopted on June 25. 1933. They provided, in general, that any dwelling, apartment house or multiple family use of a lot must include provisions for garage or parking space, together will) ingress and egress thereto. One space for each living unit was required. It soon became apparent that the safety objective was being impaired in some of the larger apartment developments where off-street parking bays were provided immediately adjacent to the public thoroughfares and not separated from the paved roadway One step further .was taken when the Zon ing Ordinance was amended in May ot 1942. to include off-street parking requitemenu in all commercial and manufacturing districts. In every district which was zoned as "commci cial" a portion was set aside for off-street parking Theaters, auditoriums stadiums and other places of assembly, except churches must provide one space (200 square feet) together with ingress and egress thereto for each four Seat.*. This space must be within 400 feet of the main entrance in order to make it useable. Hotels are required to provide one parking space for each three guest rooms. With this plan in effect, all districts in the city are covered. 274 34th National Safety Cmtress, 1946 WEDNESDAY AFTERNOON SESSION October 9, 1946 Group Session on Traffic Safety Education Presiding: Eowamv J. Flanagak, Inspector, Public Relations Bur., Cleveland (O.) Police Dept How Cities Are Using Badio (Summary) This proptun consisted of the playing of actual transcriptions of traffic safety radio programs. Each was followed by com ments by the representative of the dty from which the program came and by Mr. Baylor. TRAFFIC SAFETY ON NEWSCAST. Station WHAN, Madrid, Ohio. Traffic Commissioner P. C. Boals of the police department presented a transcription of Use five-minute traffic sdety broadcast which is included cadi morning on the 7 JO news cast of Robert Horn. Each morniog Mr. Horn covers one or two phases of traffic safety. His codre program hu a wide listening audience within a radios of 25 miles of Mansfield, a city of about 40,000 population. This is the only station in Mansfield at present. Mr. Baylor commented that'this was a good example of tying in with a program which has an already established listening audience. This is a valuable technique ir respective of tbr siie of the city, and is one which shook! receive particular considera tion in smaller cities where the station is not in. a position to assist bs the preparation of traffic safety programs. TRAFFIC SAFETY ON VARIETY PROGRAM. Station KFH, Wichita, Rai sas. Sergeant Frank O. Bayne, Director of Safety Education, Wichita Police Dqxirtment presented a icoord of another pro gram with wdl established audience from 4:30 to SfO pjm. Sergeant Bayne takes over after appropriate introduction by the master of eeirmonig. He presents various things mdoding musk; sound effects, ac count of the nrrwimts for. the post twentyfour hours and reading of letters from listeners. iff. Baylor pointed oat that this is an other example of talcing advantage of an already established audience, This is a good example of a program which does not try' to. put a lecture platform in front of the microphone, but employs Suspense, drama tisation and the right emphasis. TRAFFIC TRIBUNAL. Station KFI. Los Angeles, California. Sergeant Frank Crewe, Traffic Education Unit, Los Angeles Police Department, played the 370th weekly broadcast of this 15-miiuste program which has been on KFI for seven years. It is estimated that it reaches a listening audi ence of 02,000 persons. Thirty to forty letters are weecived each week and these are not deliberately stimulated. The pro gram is 'prepared by the station with the cooperation of the police department For merly, talent was secured from radio schools. Now, professional talent is used. The format of the program is varied from time to time to sustain interest Music, inter views and dramatizations are used. Some times famous names, such as movie stars appear. Occasionally the program is ad vertised by such means as car cards. This particular program was an interview with the police officer who takes the leading part in die motion picture "Traffic with the Devil.** It also included the dramatic pres entation of statistics and music. Mr. Baylor pointed ant that this was a good example of adapting known radio ingredients to malting a good traffic safety program. Suspense was through out the program. To produce a program sodi as this probably requires at least 100 man-hours in advance of the actual broad cast. This program indicates that the sta tion is well sold on the need for traffic accident prevention and the part which radio can play. One important factor in such a situation if the representative of the safety council or police departmait who is the contact with the station. Thai should be one competent person's responsibility. 'TEENERS OF MELODY LAND. Sta tion WHAS, Louisville, Kentucky. Captain ^Traffic Section 275 M. b. Mittler of the Louisville Police De partment presented this transcription. It and the following transcription ate presented by the police department under the direction of the Superintendent of Education, Cap tain J. C Kopp. For this program. Captain Kopp introduces the 'teen aged girl who serves as master of ceremonies on this 15minute program. She m turn introduces a girl and a boy who sing. A short drama tization during the program focuses atten tion on traffic safety. This Saturday morn ing program draws from 15 to 20 letters per week. Mr Baylor stated tbht this was an ex cellent example of using the amateur juve nile show, a popular type of program, to pot across a traffic safety message. CRUISING IN TRAFFIC. Station WAVE. Louisville, Kentucky. Each Satur day morning from 84)0 to 8:lS Captain Kopp broadcasts from the WAVE mobile unit driving through the streets of Louis ville. He broadcasts whit he secs in the way of unsafe traffic practices, gives the week's accident report, interjects traffic safety rules and gives a final appeal to hold down traffic accidents. The program has been <n the air since 1937 with the excep tion of two war years. Mr, Baylor pointed out that this is an other example of the use of a technique which holds the audience. In some cases, this type of program includes stopping and interviewing drivers. MEN AGAINST CRIME. Station WWJ, Detroit, Michigan. This program is pre sented by WWJ in cooperation with the Detroit Police Department. The transcrip tion was played by Mr. Ted Hmyhow of the Traffic Safety Association of Detroit "Men Against Crime" is a live 15-minute public service program of WWJ. It started ou Friday afternoon, but is now on Tuesday tvening. The station provides professional script writing and dramatic talent; This program -is particularly aimed at the hit and ran problem. Each broadcast presents a dramatization of a case from the files of ihe Detroit Uolice Department It is pointed out that a penalty is sure to follow if a driver fails to stop at the scene of an accident. When an actual hit and run has occurred, clues are broadcast on this pro gram and as spot announcements on all Detroit stations. Mr. Baylor commented upon the fact that the station felt that the program was sufficiently valuable to be accorded class A time in competition with network programs. He pointed out that this is another example of adapting a proven technique to traffic safety, in this case, the *'who done it" technique. MAN ON THE STREET. Station WGAR, Cleveland, Ohio. In this program, pedestrians are interviewed on the street. , Five persons art interviewed in fifteen minutes. For correct answers to question* free theatre tickets are given. Incorrect answers bring driving manuals. Mr. Baylor pointed out that the inter viewer needs a thorough knowledge of the law as well as good radio presence and ability to handle situations as they develop, la Cleveland a police officer serves as in terviewer. DRIVER OF THE WEEK Station KOIN, Portland, Oregon. Mr. Ben F. Heinz, Director, Portland Traffic Safety Commission presented tfi.transcription. In preparation for--IMS1"program, drivers arc followeti^/or a certain distance through Portland streets until one is found who makes no errors for this distance. He is invited to appear on the'program as Port land's Driver of the Week. The 15- minute program consists of a description of the driving errors of those who were followed before the driver of the week was located and ao interview with the driver. He is given a certificate and a record ot the broadcast upon which he appears. Mr. Baylor commented upon the way in which suspense was maintained. This pro gram hu listening appeal and one way it is achieved is by its particular opportunity to present descriptions and individuals of local interest. 276 J4tk \attonal Safety Canpess, 1946 THURSDAY MORNING SESSION October 10, 1946 General Session Presiding: Lcajz J. Stmzxsos, Traffic Eng, Chicago, and Vice-Pres. lor Traffic and Transportation, N. S. C. The Dayton reiimtiinn Progimn (fanwy of Symyknlnm) Tbm Safatr Coqnrfl Br&i MOfomuuf ^`rr-, Sftiay Cwri and Prc*. Oh** Soar Soirty Canal The safety moHTt ym the pedestrtaa program a fhjim. Otia, was ow ned cm In1 the Mtftrin and Traffic Gdomin. one of de five committees in the council. The Pedestrian and Traffic Con mittee ha* its na budget and m sbo empowered to call upon the hoard of direc tors for additional lands eta needed. The council's first important step io the pedes trian program consisted of active support for the city's pedestrian ordinance. The program itself consisted of the distribution of 50,000 folders to school children and 10,000 folders to service and csvsc dobs at the noon meetings tad plating a special tabloid newspaper m every home m Dayton. Seventy-five taxi cards and ITS street car cards were used in the city's pobQr vehicles. Theater trailers were used and additional publicity was sou out to news papers, radio stations and house organs. Newspapers By AJLAN PRITCHARD Reporter, The Dayton Daily News The daily newspapers of Dayton know a good thing when they see it. This, is in essence the cooperation given by the news papers to the pedestrian program. It was not a program of cut and dried news releases from the safety council but an educational reporting job which was carried on because of the pedestrian program's importance to the citizens of the commu nity. All three newspapers gave generous news space to the pedestrian ordinance project front start to *-- The pragmas started m February with news stories on the first reading of the nrifitnitu at a city owumlition meeting, carried through to educational stories, cdtoruh, and feature* awpmiining the public with the law and wound op with follow-up stories on the way in which the ordnance was lulimL after it became effective u Joe I. Otar paper carried a total of M inches of copy specifically on this subject rad the other* gave comparable coverage. The aggregate daily circulation of the three papers was 250,000, covering all of the area within a 30-mtle radius of Dayton. In addition to the work of the daily newspapers, the bouse organs, shopping news, union publi cations and high school papers of the tit}* cooperated in the program. By STANLEY M008B Radio Station WHIO We realized that unless die pedestrian ordinance was accepted by the citizens of the commodity it would be impassible to enforce. As a result, meetings were held with the safety council committee to dis cuss the objectives of the program inform ing the citizens that they would boiefit from the ordinance and telling them how they could obey the law. After the radio stations knew just what was to be done, we tried to get the message to the people by using all the different radio techniques. These included spot announcements, lec tures, round table discussions, dramatic presentations and short wave broadcasts directly from the streets of Dayton. The radio stations not on^y made available the time necessary to conduct the campaign but Traffic Section 277 also offered the services of personnel from the production, education and continuity departments to handle writing beyond that done by the safety council. Schools By LESLIE L- DIEHL Executive Secretary. Dayton (O ) Safety Council The folders distributed in the schools were especially effective. They were taken house by the pupils, passed on to parents and thw had a family-wide circulation toughoal Dayton. Pointing out, as they ffiA whut might happen if the children | so obey the new ordinance; the fold of great assistance in securing the i of parents. In addition, twelve If an, god six 35 mm. trailers were used . These were filmed in Dtaythe main points of the Police By CAPT. PAUL J. PRICE Traffic Div., Police Dept.. Dayton. Ohio The enforcement of a pedestrian ordi nance is an example of the use of selec tive enforcement. It is applying enforce ment to the most prevalent type of traffic accident. The experience in Dayton clearly shows that lack of police manpower is not a valid excuse for failure to require pedes trian obedience to traffic laws. In Dayton, there was no period during which warning tickets were issued. Violating pedestrians were given citations beginning on the day the ordinance wait into effect. On that day there was a radical change in pedestrian walking habits which proved the effective ness of the education program. In the 16 months prior to the enforcement of the ordinance there were 36 pedestrian deaths. In the same number of months since the ordnance, there have been 22 pedestrian deaths. Pedestrian Programs (Summary of Panel Diacwuoo) 'Nrzrrfr Leader: Luur. J. Sovcxsos, Traffic Engineer. Chicago, III. Howard F. llgtter (SupL and Chief En gineer, Bureau of Electrical Service, Mil waukee, Wis) : There are some objective! portant officials have been arrested for pedestrian violations and have paid their fines along with the rank and! file of the of a pedestrian program which cannot be citizenry. achieved by either education or enforce H. T. Lverelt, Chief, South Bend find.) ment. It is then necessary to utilize the Police Dept.: The South Bend pedestrian third "E" of traffic safety, engineering, to program was begun in 1940 after an ahaly- make wanting safe for pedestrians. Such gi$ of pedestrian accidents for the preceding engineering projects as improved street six years had indicated its need. The edu lighting, pedestrian signal lights or safety cation program included stationing Boy zones are sometimes the only means of ScouU with banners at corners, issuing safeguarding pedestrians in certain areas. wanting tickets to pedestrian violators and Harold F. Lillie, Dir.-Sccy., Lansing the stunt of stopping pedestrians who (Mich.) Safety CouncD: Lansing recently crossed the street in midblock, handing them conducted an extensive pedestrian protec a red flag and inquiring where the}' would tion program. Enforcement was preceded like the body sent if they were killed by a six program of education, of School children were given maps showing which the issuance of warning tickets for the proper route to school. Theater trailers a short period of time was an integral part. were used, sign boards were placed in The courts and the police department found " theater lobbies, messages were attached to that there is very little criticism of the waste containers, bumper strips were car practice of citing and fining pedestrians for ried on automobiles, signs were placed on violations. We have spared no one and im cars and the press and radio were used 278 34th National Safely Congress, 1946 extensively. Educational activity was also directed to motorists since accident. analy ses showed that "turning'' motorists were an important factor in pedestrian accidents. Obedience to traffic signals was 58 per cent just prior to the pedestrian program in 1940. Eight months later, it was 79 per cent. In 1946, it was 98 per cent. South Bend now has walk-wait signals in the centra] business district. From 1934 to 1939, 53 per cent of the traffic fatalities were pedestrians. From 1940 to 1945, they were 39 per cenL Discussion: The following facts were brought out in discussion from the floor. Courts should be deeply concerned about the pedestrian problem and should give full Cooperation to a pedestrian accident pre vention program. The Dayton ordinance was enforced in residential areas as well as in the downtown area. It was felt that better results would be obtained by enforcement in out lying areas. In order to obtain the most efficient enforcement of any traffic law, it is obvious that all police officers should enforce it. Pedestrian violators who re sided in a place sufficiently far away from Dayton that they could .not be expected to know about the pedestrian laws were not given tickets. Experience lias shown that identifying pedestrian violator* is not too much of a problem siuce most people carry identifica tion. Id Dayton it was found in approxi mately two per cent of the cases where there was no identification that the police officer could usually tell whether the vio lator was telling the truth or lying. If the violator was found to be lying, he was taken lit by the officer. Portland, Oregon, is attacking its pedes trian problem with a new type of louvre for the traffic signals. This louvre makes it impossible for pedestrians to see the traffic signals intended for motorists and consequently they have to obey the walkwait signals In order to encourage non-traffic officers to enforce pedestrian laws, a record on be kept in the traffic division of their enforce ment activity^and when it is apparent that they are oot holding up their end of the program, the police official to whom they are responsible can be notified. It is most helpful if the necessity for enforcing traffic Jaws is stressed in the training programs of non-traffic officers. THURSDAY AFTERNOON SESSION October il. V46 General Session Presiding: W. Graham Cout, Asst. Secy., Metropolitan Life Insurance Co., and Gen. Quo., Traffic Section, N. S. C. Where Do We Go from Here? (Pomaito of Activities of Various Group* Baaed on Point* Developed at Congress Sessions) Police By COL. CHARLES H. 8CHOBFFBL Supt., New Jersey Slate Police, and Vice-Chairman, Police Div., N. S. C. During the past four days we have heard many fine addresses and discussions on Traffic safety and the public attitude. The city's stake and the state's stake in traffic safety. How city and state winacn of (be Na tional Traffic Safety Contest managed to * win these coveted awards. Why wc should investigate traffic acci dents- and the use of accident records. How one state reduced bi^nfsjr-nilnnd $ Tragic Section 279 grade'crossing accidents 50 per cent in one 13. Hold public monthly meetings -- and year while the national average for such meetings of city officials to map plans accidents increased 38 pec cent for continuation of the public interests. The need for traffic schools was brought 14. Teach better walking habits to the out New and novel ideas were advanced public. *s to the value of such institutions. We discussed co-ordinatum of the activ ities of the various agencies which.are in volved in conducting traffic accident pre vention programs. It was disclosed that con 'erable progress had been made these past few years m this direction. Consider able time was given to present trends in co-ordinating traffic safety programs. The President's "Action Program'* or 15. Use junior safety patrols to get the interest of children. 16. Use your police for traffic safety talks. 17. Strange uc the ways of public opinion, 18. Traffic safety programs must consider the public attitude. 19. We need solidarity of public opinion to accomplish results. 2(1. We need a united public will- conference recommendations stressed the 21. By enforcement we have attempted a need for co-ordination through public sup job that should have been done ini port organsrations. Many, many ideas were tially by or through Public education. expressed; we frequently beard the same 22. With a complete understanding of what thought three or four times. Here arc some is wanted and what is expected of of them. than, the people will ultimately support ]. We need good safety programs to any program for the common good. enlist somtd and complete public par 23. The present programs for traffic safety ticipation. 2. With public opinion anything cau he accomplished, without it nothing can be accomplished. 3. Wc must have co-operation, all pulling arc excellent if public support is rallied. 24. Mention was made of personal con tact with hadess men to find out why they did not wear hats. This thought was developed purely to point out that together. 4. Have the slates establish official pro grams, accept their responsibility, show a good fyyfh so the municipalities will follow their leadership. 5. The states must set their own houses m order, dimuatc overlapping and du plication of effort. 6. Establish proper and adequate legisla tive support without political considera tion as to highway construction and motor vehicle regulation. 7. Have the states take the imitative in seeking public support for highway traffic safely programs. Hold highway safety conferences in conformity with the President's action programs. 8. Use the .Chamber of Commerce for active participation in your safety pro grams. 9. Use every civic organisation -- the churches, the boy scouts, the girl scouts, the schools. 10. Use the theaters for showing safety shorts every evening. 11. Use public address systems on the streets and -public highways. 12. Use traffic posters oq intersections in down town districts. the way to reach the answer to any question is to establish personal con tact with the fellow who has the an' swer--the public. 25. We must admit there is no organized opposition to a good traffic safety pro gram, however we have failed to get public support because wc have failed to enlist the service* of hose who we know are needed to do wb properly. In *winning up .these suggestions, wc find ooc predominating factor---one word . which stands out above all others--that is the public, public participation, public aid, public support. We come to one cuoclu- skm--to do a job, efficiently, adequately, wc most the public confidence, their good will, their complete support, that the job we have set oot to do is the concern of eweij "*f>n. woman and child in the nation. Wc need uniformity of Ideas, uni formity of action, uniformity of purpose. I am oot advocating regimentation which is all to prevalent today, but I do see the fwd of a uniform policy readily under standable by all the people * will definitely understand what is expected of them when driving an automobile or when 280 34th Xational Safety Congress 1946 as a pedestrian they are to death and injury bv the automobiles on oar pub lic streets and highways. We are informed that interstalc traffic of automobiles is a national problem. That we need better enforcement plan ning, particularly in the smalt police de partment Developments in the should be tvatchcd--there is no "magic formula'* for this problem of ours. To reach all of the people, we must reach into the home, the school, the church, reach industry and commerce. We must teach fundamental principles first and keep hammering home the need for traffic safety, for personal safety, for proper driving habits, for proper walking hafrita, for proper attitude, and proper coastderation and courtesy toward everyone. Just recently while attending a confer ence m the dty of Washington, I heard one of the conference speakers state that we must redesign all of our highways be cause they are outmoded--we must rebuild new ones to take care of modern day traffic trends. He stressed tile fact that highways built to carry 30,000 cars a day now must carry peak traffic loads of 60,000 or more cars daily- He also mentioned that our investment in good automobile roads the past twenty-five years has reached billions of dollars. L cannot agree with him' that an ex penditure at this time of billions of dollars is feasible or within our capacity to pay for many years to come. The answer, par tially at least, to the entire problem before us is a new approach, a realistic one on the part of everyone, a real desire to meet the challenge that confronts os, a real desire to greater coordination of effort in promoting traffic safety and allied progress which will materially aid in the reduction of accidents, deaths and injuries on our highways. Many speakers have directly or indirectly givda you their thoughts on this subject They sum up to the following: Officials of the nation, of the states, the counties and the cities mutt develop a co-ordinated plan of action in uniformity of purpose, in planning and carrying out safety ideas. We have at our disposal millions of dollars, the best talent obtainable; ideas of large advertising corporations who so '*r~r*sfully sell the products of industry ami commerce. \\ c lave hundreds of thousands of in terested people w!k> are willing and anxious to help. This job is a tremendous one. too big for you and I alone, too big for any single state agency to tackle. We orast enlist at the state level motor vehicle departments, state police, highway departments, the de partment of education, the public utility commission, which is concerned with ve hicles in intrastate traffic, and many others concerned in the project. In tbe cities, the same ideas of organiz ing a program must be followed, agencies with comparable duties to those mentioned previously must be urged lo participate. Tbe next step is the support of all avail able civil agencies, as mentioned before, the home, the church, the civic dubs, industry and commerce. There .must be developed a sound public education formula utilising every instru ment at our command, the press, the radio, the billboard, and so forth. Mr. Darr stated and truly: "The public can be made to change, if properly ap proached through an adequate and effective system of education." All we need is an enthusiastic and capable leadership on an overall basis, that we have right here in the National Safety CoUndl. In* the 35 years they have been operating they have made enormous advances in the interest of safety, they have gooe further than any other organisation in this matter of bringing home to os and forcing on us the need for national safety, not only on the streets and highways bat in the Home, on tbe farm, in the factory and diewhert The National Safety Council has offered their services, offered to guide us in our work in promoting safe and sane driving and walking fatbits We accept their offer. It is really a challenge to their initiative, to their ability and virtually to their exist ence. To do the job we must aH pull to gether and follow the advke of our good frirad. Sidney Williams who has stated: "We must get on our overalls and get out in Uie field; we must work and sweat and endeavor to swing public opinion to help themselves. If we aH do just this, it is im possible to fait" Traffic Section 281 Traffic Court Judges and Prosecutor* By JUDGE JOSEPH 1C. WYATT Chief Justice, Baltimore City Traffic Court, and Vtce-Chruu, Traffic Court, Div, NSC Tbe sessions just concluded were the best represented and most informative in recent years with 28 slates and many of the larger cities of the nation represented. The vari ous sessions and discussions brought out some of the following important facts which it would be well to carry away with us. Judges and prosecutors should strive to educate the public to accept good strict judicial action. The support of newspapers and radio and all other channels of public information should definitely be sought. The public support program is highly important, but to obtain maximum effectiveness, it should be worked out carefully with all the factors weighed and tested to make certain that it is a soand program. One of the things the court should strongly approve is a traffic school for juvenile traffic violators. In addition, they should lend- their support to the driver training classes and courses which aie con ducted for high school students. Such schools should not only give the students a knowledge of traffic laws and the prin ciples of safe driving but should also pro vide an opportunity for them to acquire "behind the wheel'' driving experience. The support of the courts is essential to the success of a pedestrian control pro gram. Such a project as a program to con trol pedestrians at signal lights would end in failure without the wholehearted support of the courts of the city involved. How ever, it is well to remember that a cam paign of public education to solicit the hearty cooperation of the citizens them selves most be a forerunner to the pedes trian program. Traffic Engineering By KARL J. RKKDKR City Traffic Eo,., Miami, Fla To attempt to suniMme several hours <ft discussion into a few minutes--ten min utes to be exact--Is perhaps a very large assignment. With toe Traffic Engineering field in mind, my function as I see it here is to bring together, bring out a few, some four or five of tbe rather outstanding things which J visualize as important developments and important lessons which we can take home from this Congress. i think perhaps 1 should like to take the liberty of supplementing the deliberations in toe Traffic Engineering field in this Congress by some of the things that were brought out last week in the Institute of Traffic Engineer's annual meeting at Co- Iumbos. Now, toe outstanding, the number one headache u the traffic field at both conven tions was brought out to be parking. Streets are filled with cars that are attempt ing to move at tbe same time that they are filled with cars that are attempting to be parked. The problem is one which seems to have two general approaches so far as cities are concerned. The number one approach is the providing of some' of the parking ter minals around the fringe of the central bus iness districts of Okies and having those terminals serviced by slmttle buses that arc going to and from the different parts of the downtown area, toe purpose being to get out of the downtown area as many of the vehicles that wc can that are seeking parking space, and substituting for them buses. Another thing that Ids been brought out and one which I am happy to say we arc attempting at the present time to put into effect in the Gty of Miami, is the require ment that all new buildings shall have adequate off-street parking and loading facilities to take care of tbe increased demands which they are producing or gen- 282 34th National Safety Congress, 1946 crating for parking .and loading space-in proportion to their needs. That has been before the City Commis sion of the Qty of Miami and is now being studied from the standpoint of attempting to bring together some conflicting thoughts concerning it having to do mainly with the central business districts, but it is highly important that such a remedy be extended to the entire city, especially with the pres* ent amount of additional building in resi dential and outside baseness areas and in dustrial areas that seems definitely to be ahead. Those two things, the fringe parking around the central business district, and the off-street parking requirements imposed upon- new buildings seem to be ' the two outstanding things that are brought out in connection with the parking problems. Mass transportation has been in for its share of discussion at these two meetings-- and very properly. The outstanding thought concerning mass transportation is that we must have a much larger percentage of the people who are coming into the central bus iness districts coming by mass transporta tion. One thing that needs to be pointed out in connection with that is that wc are not going to legislate the public into greater use of mass transportation. We could do that during the war--we could have ordered it; but now with the war over, wc can't legislate it. U has to be produced by im proved service which will make mass trans portation a more acceptable means of getting to the downtown business districts than the private automobile is. The penalty if that is not done U that the private. automobile can take people to some other section of the city or to even another dty if it is necessary to do that to find ease of access to business places. One thing that was brought out at the Congress which seems to be of great sig nificance, and one that hgs a great deal to do with looking forward into moch im proved conditions in the building of dties, is the contnd of the development of sobdivisions to require that in new subdivisions there should be incorporated those tilings which we have found so necessary for safety and for efficiency in the use of the streets. .. It seems we most rapidly get away from the' day when it" is possible for the de veloper of a subdivision to say. "Wt will not have sidewalks. We win sell the idea of green grass from your front door to the curb." That is a thing which, of coarse, is a very serious menace to pedestrians. We most get away from the day when the subdivider on say. "We wont worry aboot how we arc going to light oar streets. We'd like to think of this as an area that is very dose to nature, you know, and where wc are not going to worry about street lightiug." But again, pedestrians and traffic must have tbdr places. Provisions for off-street parking is those areas are very important, became other wise, as we have seen from the jnn of experience with pedestrians and drivers, streets parked full of cars and curbs lined with cars will be the hiding pistes for persons whff inadvertantly get oat into the street aqd get seriously injured if not killed in traffic. The building of view obstructions as a part of the scenic beauty of the subdivi sions is something that cannot pe permitted. On the .contrary, we must do away with existing obstructions that are creating real hazards to drivers approaching intersec tions. Then there was a subject on whkh some . ery excellent information was presented in this convention, and I refer to the winter hazard problem--which 1 fed unqualified to discuss. It seemed to me that the information brought out *as a result of research last winter and in other research that has been carried on during the ymrs by the National Safety Coundl concerning winter driving liazanU has been of great value. One important thing that eras brought out very, emphatically, not perhaps directly in the way that I should present k. but it seemed me to be the background of a considerable part of our discussion in sev eral of the talks, was that we in the traffic engineering field, as wdl as you in some of the other fields of traffic admin istration and promotion, most sell the things that we have developed for public use. v I. am strongly sympathetic with that viewpoint heran.se it seems that regardless Traffic Section 2S3 of Wow effective wc may be in developing good measures for the improvement of traffic conditions, unless chose things can be put into effect and'can be used effec tively by the people who must u-JC them regardless of what they may be, signals, or s'gps. or markings, or off-street parking facilities, or what else it may be; if they are not sold to John Q. Public who must use them as pedestria .> drivers, they arc not going to be used ctively. We might as well have done something rise as to design the methods. Another point that was brought out which seemed to be extremely effective and important was that we need in our design to take into account and to confer with the people who are going to be the main bene ficiaries from those things if they arc put into effect, otherwise we have not sold the thing we are striving to put across, and consequently they are not effectively used. Traffic Safety Education By EDWIN S. SMITH Dir.. Hamilton (O.) Safety Council In evoy concoction, whether it is a chocolate cake you are going to bake or a cement sidewalk you are going to lay, there is always some ingredient that bolds the thing together, that makes it a cohesive unit It seems to me that public education is the thing that coordinates and bolds to gether the whole traffic program. I think safety council managers will go along on that idea, hot before 1 finish here I hope you will agree that public education is the thing open which we can all meet on com mon ground and work together. During the time we have bad these meet ings, some very fine public education pro grams were presented. We had two types of programs primarily -- state and local. Right after the President's Highway Safety Conference last May, a few states began to work on this problem of coordinating the whole state program so far as public education was conerned. In my own state of Ohio, a fine job was done. A complete program was drafted by the Department of Highways, and cities all over Ohio were asked and urged to come into the picture and cooperate. It is all very well for the state to do that. Cor that's their job. bat unless tbe communities themselves get into the picture and put these programs into effect the pro grams are apt to be just that moch paper. The thing that esune out of the meeting the other day when we were talking about coordiration of these state programs was that we must all get into the picture as local communities and put these programs into effect tf they are going to be any good. We also had some very fine dty programs presented, and the one I want to mention is Dayton, Ohio, which has initiated a pedestrian program. Every city in the country today is wor ried over that pedestrian problem, and Dayton has done a marvelous job in put ting together a pedestrian program that has secured results. Captain Price told us this morning how pedestrian deaths despite the raise in traffic, have declined since this co ordinated attack on pedestrian accidents. A pedestrian ordinance was enacted after a year of work. Prior to the enactment of that ordinance, a public educational cam paign was conducted in which the news papers, the radio, leaflets, and posters by tbe thousands played an important part so that every citizen pi Dayton was exposed to the fact that there was going to be a pedestrian ordinance in effect, and it related what everyone should do personally to come in line with that program. Every agency in the community needs to work together to put over a public educa tional program. I wonder if that's hap pening in your community. It could be a great deal better- in mine. However, just think of the other forces in your com munity which are interested io traffic safety and bring them into line, work with them, cooperate with them, offer your cooperation. It is only then that we can secure tlte effectiveness that we want. Safety organization to be effective ac cording to the concensus of opinion must 284 34th National Safety Congress, 1946 conduct a vigorous program in .safety edu cation, a vigorous program that goes on all the time; not spasmodic campaigns. Also, the Safely Council must work with officials, support the officials, and try to be the link between the officials and the com munity at large. Radio has been shown to be ooe of the most effective means of public eduoukm, but there is another caution. There was another sounded at the meeting on radio. You are competing when you go on the radio with some of the highest paid advertising men in the country. So. when you go on with safety it better be good or it won't be listened to; and the suggestion was made by the radio mo that you tie your program in with an established pro gram that has a listening audience It was suggested that your news program is a natural to tie in safety messages. There arc other instances in local programs. I am sure you can develop to tic in perhaps a five minute safety spot. There you have a ready-made audience. You don't have to develop your own. The second point on radio is if you are going to develop a pro gram, go to your station people, radio people, and ask for their help. They are professionals, they know what you want, they know how to develop it, and with their help you can pot over a much more ef fective public education program oo the radio than if you tried to develop it yourself. I have been asked to say a word of the future--what does the future hold in public education? Let's make our program move fast, and then let us plan it so carefully that it goes smoothly with no hitches, so that once you start your program it goes right through to its finish without a hitch. Then make sure that your program is widely adver tised. Get it out before the public, and then you are going to get results. Col. Lynch of Los Angeles brought in such a program. It was a program that was developed for nation-wide use. This program had a dif ferent safety traffic subject for every month of tbe year with the idea that every com munity in the country would be working on that subject during that particular month. The- advantages of that approach were simple to receive. No. I, you get national wide publicity, for your program. No. Z you get a tremendous amount of respect for your program locally brransc it is go ing on all over the country at the same time. No. 3, you can tie in local units of national groups in your community because those national groups have notified their local units about the program. In this ooonectkm I am thinking of PTA groups, and I am tbThlring also of such civic groups as Rotary Clubs and others who want a part in your traffic and safety program if you give them a chance. I believe that the program presented by Col. Lynch was the most forward looking one that has ever been presented in recent years on mfety and education. I hope that program is made available to every com munity in this cnnutiy m a. amtrail scale and that we can halve this national co ordination winds as so imports**. Sot to son it an 1 utiotj say that Ac whole structure of one effort Bes la how well we can get together m4 work to gether, coordhate owr alum in traffic education, and then kt ws get going fast, let's be sore it is *a smooch psngjam. and left advertise it widdy. Driver Licensing By GLENN V. CARMICHAEL Staff Rep, Arnokm Asm. of Motor Vehicle t Tbe licensing of drivers on a state-wide basis goes back to 1904. Now, 42 years later, driver licensing has reached that stage in most states where it is said that life begins at forty. This year there is greater public support and demand for good administration of driver license laws became there is more interest on the part of the officials to ad minister the law as it shook] be adminis tered. I have seen proof of this state of development in our own local communi ties, and 1 am gratified to report for motor vehicle administrators that oor members in Tragic Section 285 a number of instances have improved pro cedures and have strengthened the stand ards of licensing. For instance, the standard of passing on tbe road rules or law tests has beat raised from 70 to 80 per cent in Utah. It seems to this observer that the value of driver licensing is a weapon m tbe war on acci dents as stated most ably in this Congrcs by Major A. F. Temple of Texas. Said Major Temple: "Tbe most effective and direct approach to the control of tbe driver lies in the rigid enforcement and administration of a good driver license law." Driver licensing as you know is made effective in reducing traffic accidents through two major activities of the division. One, tbe examination of drivers, and two, tbe improvement of driven through sus pensions, re-examination, interviews, and other like procedures. In the first instance we expect to sec in the very near future in every stale the ex amination of all original applicants for a license. That examination will consist of a vision test, a sign test, a road rules test, and a driving lest. It is reliably reported that Minnesota, Montana, and North Da kota will adopt this procedure. We hope that five or six other slates not measuring up to par will do likewise. The Presi dent's Highway Safety Conference and the which I represent are on record advocating tbe conduct of these examina tion* by foil time state examiner* properly selected and trained. The public support tor drivei licensing is so evident that tbe Ugiihims, tbe administrator, the safety orgamRMXMi should take immediate steps n place the examiner* in that class. fWA hc tfrmf of examining in your own same to see if your state can measure cp m urmnmfritinm If it does not, yen what to do. Certainly there is a BUB a* which to aim your sights in the font Them is vother. The traffic court divi sion bn ns ram of its objective* better cuwt rooms in which to conduct traffic am- Judge Porter of Evanston pointed oat in srstion on Monday,the most favor able of the public because of the Evanston courtroom -- the Cathedral they call it The driver licensing official has a pronounced parallel in examination rooms. When we consider that examinations in most localities are conducted in rooms not designed for testing purposes, often ga rages, drugstores, fire stations, courtrooms on the third floor of the court bouse, halls, and other equally unsatisfactory places, is it any wonder that the public often is led to believe examinations are not important? Do you remember the surroundings in which you took your license test? Were you favorably impressed? I think the future holds in store the construction of a series of locations for driver examinations expressly designed for that purpose. I look for the raising of standards and all phase* of examination comparable to the example set by Utah as previously mentioned. Mr. Ted R. Smith of Pasadena was one of several who reported during this Con gress that drivers applying for a license are helped in regular training courses con ducted by motor vehicle personnel so as to be able to qualify for a license. We hope to see adopted by more states as a require ment for licensing the successful comple tion of a course m driver training. The more training the higher tbe standards for qualifying and the better tbe driver. Turning to the second phase of licensing, driver improvement, we see a field that will yield big dividends in safety if the stale will only cultivate it. Already, techniques of plowing, so to speak, harvesting, and so on are known. We have yet to persuade many states to turn to tins crop. The field is as fertile as examinations. You as administrators, judges, police, prosecutors, safety engineers, and civic-minded dtiitns should demand adoption of a driver im proving program now when conditions arc so favorable for you would nap a good ' harvest of safe driver*. Our association advocates the policy of utilizing driver records, accident reports, arrests, conviction reports, warning tickets, complaints, and so on. If 90. per cent, let us say, of suspensions .and revocations arc for driving while vder tbe influence of intoxicating liquors, it is an indication that the state is doc making full use of its driver license law a* recommended. If drivers with bad records arc not given immediate^ attention by the driver licensing division in an effort to change them into 286 34th National Safety Congress, 1946 good drivers, then now is the time to go about remedying this deplorable situation. The concept of driver control through suspension or revocation has been offered almost imperceptibly within the past fire years. The next five years will see a com plete metamorphosis. More examinations of driver* will be given on the basis of their records. More interviews and investi gations to determine attitude will he ac cepted as part of the driver license division function. More effort will be expended by the division in every known way to change bad drivers into good ones. E. P. Lee of Minnesota in a panel dis cussion on Tuesday stated most accurately bow the driver license law should be ad ministered. We hope that before long we can - point with pride to every state as being in an exclusive class as described by Mr. Lee He said that the driver license law should he administered so that the coarts, the police, the prosecutor, and the public will know what the division will do and does do. If these groups and persons actively cooperate with and support the driver license divisieo, there is no limit to the good that can be accomplished with a good driver license law. Paraphrasing Mr. Earl HaQ, a state cither has a driver license law or it doesn't have one. If a state has a law it is either administered as it should be or it isn't. You personally know the score at home. If you, and you, and you will do your utmost to bring about (I) a standard examination given by properly selected and trained per sonnel in the proper atmosphere to all original applicants, and (2) a driver im provement program that effectively con trols drivers with bad records, driver lionis ing will bring fruition to the desires and hopes of all of us for safely, for you, and yourself, and me. CHAIRMAN COLE: I was particularly glad that you emphasized the growing thought coocerning the development of schools for drivers. It is my humble opin ion that should cone to the point some day where no applicant for a driver's license will be considered until he can produce certification that he has had some instruction m this vital problem of how to drive an automobile properly. Transit Section Executive Committee 1946-1947 Central Chairman Arthur J. NAymn, Safety Counselor, New Orleans Public Service, Inc firU Vice-Chairman--J. G. Dicksmsom, Superintendent, Accident Prevention. The Mil waukee Electric Railway & Transport Co. Second Vice-Chairman--L B. Esnis, Superintendent of Transportation, Cleveland Transit System. Third VUe Chairman--M, C. Boloci, Safety Director, St. Louis Public Servic^ Co. Secretary--E. F. Mehuns, Director of Safety, Omaha & Council Bluffs Street Raflway Co. Program Committee Chairman---Alcxanpoi Shamio, Director of Penooad, Capitol Transit Co. Ataro Latter E4itar--Haixje L. Myess. Safety Counselor, Indianapolis Railways, Inc. Membership Committee Chairman--V. B. Cboim, The Baltimore Transit Co. Immediate Pact General Chairman--J. P. Ttenoir, Vice-President and General Manager, Indianapolis Railways, Inc. Members-at-Laege-- La F. Davis, Director of Claims and Safety, Virginia Transit Co. C Dtmnx, Supervisor, Accident Prevention, British Columbia Electric Railway Co., Ltd Joszra P. Gaow, Safety Supervisor, Chicago Motor Coach Co. W. S. Safety Engineer, Chicago Rapid Transit Co. Jamb D. Hnl Asst. General Manager, Austin Transit, Inc. It A_ Kurr, Director, Department of Personnel ft Accident Prevention, American Transit Association. E. J. Kkh, Manager. Accident Prevention Department, Philadelphia Co. D. I. MacDonald, Safety Director, Winnipeg Electric Co. Cam. Rawumgs, Safety Director, Phoenix Transportation System. C A. Tecolab. Safety Director, Los Angeles Transit Lines. Counselors^E. E. Gionx, Managar Columbus & Southern Ohio Electric Co. RoKxr McArthur, Safety Director, Public Service Coordinated Transport. H. W. Whitcomb, Superintendent, Accident Prevention Department. Philadelphia ' Transportation Co. Staff Representative--Paul H. Coburn, National Safety Council, Inc. 287 Z88 34th National Safety Congress, 1946 TUESDAY AFTERNOON SESSION October 8, 1946 Presiding: )- P. TaKirox, Vice-Pres. and Gen. Mgr.t Indianapolis Railway*. Inc. Management's Interest in Accident Prevention By EDWIN C. HOUGHTON Gen. Oipentfcif Mgr, Hit City Lines I finnlv believe thu every individul and every banaoi ftfaHithtncnt owes some thing to tbe safely and general welfare of the society of irindi be is a part;--and, that TOP MANAGEMENT of imy business should be consdoos of their responsibility for the general safety of the community in which they operate . . . and the reason in NOT entirely altruistic.--tt is SOUND BUSINESS, for there is a BIG PAYOFF in cold dollars and cents in successful acci dent prevention. Also, to my way of thinking, safety clean the way for more efficient and profitable work, and a good safety record is the PROOF as well as the RESULT of com petent management. In most industries, given a shop condi tion where an accident may occur, it is merely a matter of luck as to when the accident WILL occur. Analysis of accident causes in industrial plants of all lands show clearly that practically aO of the conditions from which accidents arise come WITHIN the scope of management control, hi tran sit the conditions are reversed because our industry is a type of bosmewt where the individual reigns supreme. Individuals op erate our equipment through streets literally packed with traffic hazards--heedless chil dren. careless pedestrians and fast moving vehicles. Added to this accident exposure, we are engaged *n transporting human beings, and psychiatrists will tell you that the human mind seldom appears more foggy and inadequate than when faced with the problem of finding where the human body wants to go, getting that-body aboard the carrier and persuading it to pay its fare and sit down. Finally, our operator has to nan the gauntlet of the fumblmg passenger, the belligerent rider, the talkative person, the aimless wanderer and about every type of the many oddities which occur in human personalities. NO OTHER INDUSTRY, its equipment or employees, have to face as gnat an accident exposure. The objective of transit management is to gain smooth operation good public relations, good employee relations.-- and PROFITS. Management knows that to secure profits it most give the public what it wants, by wooing the hypothetical Sia mese triplets which are inseparably bound together . . . SAFETY. COURTESY and SERVICE * The brothers Fitzgerald recognized these triplets in their early bus piooctiing days (that would be about 1918) and they thought so well of the trio when they first organized National City I.ines that they adopted the triplets by including "Safety Courtesy Service* as the company slogan Men in charge of transit safety promo tion- must realize tint isuupiieat lands between the stockholders on the one had and the line and staff organization on the 'other.- It is m reality a body which is pulled by two apparently opposing forces, ooe calling for more profits and the other calling for more benefits. Beanie of this lugowar it is the safety man's job to make the application of the safety program look so good when presented, that manage ment can go along whh Ms principles. When maangcxnent terms skeptical or in different you had better examine both the program and your s ranmynying sales talk. Give your program some soul sisicfilng and thoughtful study, then reorganize, rebsfld, and dramatize your sake pi snniwi TOP MANAGEMENT doe* not want to be "penny wise and dollar feofbV* for it can not make profits following such procedure. And, when management can not make profits the investor invariably seeks a new management. All of us know that you can't ring the bell with a tack hammer.--so don't blame Transit Section 289 management if it hesitates lo adopt many of the ballyfao approaches to safety. THAT HESITANCY is backed by good sound reasoning for Americans continue to set high records for fatal traffic accidents DESPITE the fact that nearly every weapon and educational medium at society's command has been brought to bear on the problem. Since V J Day the most intensive propa ganda campaign in history, organized and unorganised has been directed at reducing the increased traffic accident toll--without success. It is a problem that puzzles the publicity experts and cnfoimds their phi losophy. In the face of tins great campaign traffic fatalities are running 40 per cent ahead of last year. The reason for this campaign failure is because of the fundamental blind ego that is h aD of m The educational and publid:.- campaigns HAVE NOT readied tbe eensriousuesa of al the people because the majority of fiiwn fed THEY are excel lent drivers. They fed that all this ballybo on Safety IS NOT INTENDED FOR THEM.--that a a aimed at the "other fefiow." Mo -e w9l ADMIT that HE BELONGS So the group that is composed of the "ocher feffowx," consequently the - j~"r i are DIRECTED TO NO ONE. The traffic tol will DECREASE when motor itUdc drivers generally accept the fan dm THEY are the "other fellows" poHjiiially and literally. Until we have ex plored that angle and completed our foil share of akl toward educating the motor vehicle driver, have explored ways and means of dcaring the "foggy n -h!s'* using our service, and HAVE WIPE! \JT the exalted opinion that any of our . rators may have of their abilities to ban our equipment; it appears to me that v are trying to ring the bell with a TaCK HAMMER. We; in the transit business need a strong safety program which lays stress on Inman behavior.--A "SLEDGE* HAMMER" to do the job. Within a few months we will have that "something has been added" feature. Au tomobile* will come tumbling off the as sembly lines in a veritable flood. That means MORE "other Idlowt" on tbe streets along with the present motor cars which are tired out, worn out and ready to fall apart,- according to prewar stand ards. Our industry will be fighting tor space on the streets and we will be fighting for our very existence. Transit manage ment, therefore, is vitally interested in suc cessful accident prevention. If National City Lancs has anything to offer that will help others toward success ful accident prevention you will find us ready and willing to cooperate, for there is no more tragic waste of human lives, no more unnecessary background to human suffering, no more needless source of finan cial loss, than passenger and motor vehicle accidents. Every* transit operator is an in tegral part of the social and economic life in the community where it operates, and safety' is inseparable from efficient opera tion. We look at sale operation as an obliga tion FIRST to the community in which we operate; secood, to the public who re side within the community and use it* Streets; third, to our customers, the rider; fourth, to the investor's equipment which we operate; fifth, to the employee; and 6th, to the company itself. To fullfi) oar obligation to the commu nity, we offer and secure full cooperation in the community organization for safety which includes: community safety councils, police and fire departments, traffic engineers, industrial plants, commercial fleet operatorsanti newspapers. In these communities we endeavor to spearhead the traffic safety movement Through advertising and pub licity we promote safety within the com dimity. We endeavor to secure cooperation with other users of the streets and to lead public thinking toward the fact that our equipment operating on their struts is mechanically perfect. We carry on a consistent campaign to oar riders through tbe use of front rack advertizing cards which are so placed that they cgn be seen by aD riders. We also use side nick cards from time to time. These cards attempt to secure public coopeiatiort in safety.*--and employee cooperation with riders. We play up driver training and safe driving practices to our operating personnel and inform our public through advertising and publicity. Through reverse action methods we do our best to build employee cooperation while placing the public mind in the receptive mood for better coopera tion with our operators. 290 yuk Notional Safety Congress, 1946 We recognize that safe operation prac tices are a necessity for the preservation of equipment, the smooth operation of equipment and the wear and tar of vital parts. N C L management considers its equipment not only as an investment but a potent sales 'medium. Safe driving prac tices are a necessity for rider habit promo tion. In onr obligation to our equipment *t have cootinuously maintained what we consider a fine preventive fnamtmance pro gram which has held road failures to the absolute minimum In the operation of onr equipment over city streets we folly recog nise that driving a motor bus is the cornmeanest of skills aod that operators have served no apprenticeship in learning their craft. While in theory great responsibility attaches to the job. in practice, half of die male passengers aboard any bus, and some of die women, qould deliver the coach to its destination. On larger properties regular driver train ing schools can be set op and, if instructors or supervisors understand the art of teach ing, driving habits CAN BE improved. On smaller properties, where regular employed instructors arc not maintained and the instruction job is spread among several regular employed drivers, an intensified selling job oo safe driving practices and equipment conservation is necessary. N C L also considers safety an obliga tion to the employee as an individual. Through cultivating and promoting safety we believe we have helped to make the home safe, and safe driving a home topic. We arc continually trying to show the family that safety pays dividends on the home front as well as oo the job and that safe operation of our vehicles IMPROVES job security for the bread winner of the family. Publication of courteous acts, safe driving awards to Individuals and the group as a whole, helps elevate the employee's standing in the coonunity and adds to the glamour of the business. Because the individual docs reign su preme in our business every property should have at least one roan whose business is to sell (be idea of safe operation to other employees. His program necessarily should be a continuous one, day in and day out, year after year. NO LASTING BENE FIT can be derived from a sporadic short lived safety program. The idea of safety must be kept constantly before those who are apt to have accidents. In human behariorwre find that after the individual has learned to operate a vehicle (passed the learning operation) his own motor mechanism becomes as automatic as the engine of the bus which he drives. He grades it cleverly over its route, the right muscles working at the right amount of pressure at the proper tine and in proper order. A jawngrr standing at the corner, a car ahead or the bonk of a bora is stimulus enough for his eye or ear. his nemm system responds, adjustment is made as though it were a reflex. He acts by force of habit.--an acquired reflex. At the start, unless be 1ms an exalted opinion of his own capabilities, he Is rantmuons alert. As soon as he has gained experience and has become familiar with the oqolptnent, the route and the job of loading and unloading passengers,-- . . . THEN, lade of training, lade of proper knowledge; lack of anhuidiWr bad driving practices, poor attitude!, health and mental disturbances, and carelessness all join together as little gremlins in building up accident possibili ties. Unless be is checked and rechecked, and RETRAINED through proper super vision, ONLY LUCK can bold the indi vidual from becoming an accident prooc operator. Good mperviskm will secure GOOD JOB PERFORMANCE-- ... and good supervision means that tbe supervisor gets his people to do what he wants done when it should be done, and according to the standard and quality required. Students who have studied the history of transit operations tell me that following the days of conriidariow and mergers, when traction franchises made ours sort of a monopolistic business, accidents were ticaiad as a nuisance. Chin deportments were the thing, and smooth talking buffers were used to coovince tbe ctaimam that he bad little or nothing coming. When the buffer failed, tbe claim agent stepped into Ac picture and offered settlement. Tbe monopolistic character of the busi ness. soon led to a "take it or leave it** basis . . . and public relations suffered. Then eaiine the great spawning of auto mobiles during tbe 20's. Accidents increased in leaps and bounds.. Gain departments, during breathing spells from adjusting, ba- 1>antit Section 291 gan to question the age-old theory of chance distribution of accidents. Daring this era transit management LOST the tug of war to stockholders for mss transportation holdings, generally speaking, had been set aside.for "loss de duction" against "profits'* purposes in the electrical end of the business. Management was stymied, for most people thought that no one could ever again make a profit m the street car business. Buses,--well,--they were only an excuse to keep from renewing track and making extensions. To continue in operation m flic face of automobile com petition it was necessary to reduce cost of service. By tfac late 20fs and early 30's manage ment was thoroughly conscious of the fact ' that the increases of automobiles on the streets, had made accident prevention a necessity, but declining revenues created procrastination. Steadily mounting repair and insurance costs, plus growing public sentiment coward reducing traffic naadaiU seid claim agents scurrying to find ways of eliminating accidents before they happened. Penalties and bonuses were probably the first step taka, (it was that way in the bos business)--then came intensified train ing and retraining of personnel, followed by iutatitti and ballyho with the idea of waking the employee safety conscious. With the anangwaiaan of the national defense program, followed by wartime pro duction and shortages, traffic skyrocketed as did tbe hnparlance of successful accident prevention. Accidents to vehicles and lost man boon were likened to sabotage,--and great efforts were unde to stamp out careInsuus. With NCL we recognize tbe great im portance of driver training, and we are also eooscaons of the fact that we are dealing with TWO MACHINES--the ve hicle aod the hexnaa ond we know from long experience that any safety program has to be a selling job. Expertace has shown that m a glamourous business such as ours it is VERY DIFFICULT to edu cate workmen to cuter into, the spirit of sack a program and to cooperate volun tarily. In dealing with the vehicle machine we have set ap a preventive maintenance pro gram which has been constantly perfected over many years. The plan is vet out in detail in our company manual and is rigidly followed at all properties. Numerous checks and double checks have been added in the form of reports because humans '*arry out tiie program m its entirety. We believe that PREVENTIVE MAIN TENANCE has played an important part in safe operation. To create interest, recreate interest and foster enthusiasm for proper care of equipment in the shops, we carry on educa tional campaigns to supervisors and staff. In dealing with Lbc human machine we have three types of machines--* the operator OF the vehicle the pamnger IN the vehicle anti, the "OTHER FELLOW" using the street,-- and ALL THREE HUMAN MACHINES have almost as many varieties aod person alities as the population of the community in which we operate. ALL have fixed habits and an automatic nervous system which has been toned to habit formation by repetition. We all know tbai habits are formed by repetition, but we do not always realize that habit, formation and learning are one and the same thing. Thus the human nzaclunes with whom we deal fed that they know all the answers. The pedcstriau be lieves (hat he knows how to walk, the motorist is sure that he knows how to drive . . and the passenger believes he knows bow to hoard oesr vehicle; where to tit end where to stand. Any mistake, delay or unusual incident quite naturally is made by the "other fellow,"--and when the human mind is quick to realize that tbe mistake is of his own maldng. he instantly reacts emotionally and aggressively because he does not want (o appear to be the fool in public. - Onr safety mas are now busily engaged in exploring this field of human relation ship. We are moving into this field by easy stages, building upon the known to reach the unknown. In dealing with - the HUMAN MA CHINE which operates our vehicle it should be recognized*.-- that driving is the commooest of skills, that the trainee has a reflex system al ready adjusted, that the trainee has an exalted opinion of his own capabilities,. 292 t34th National Safety Congress, 1946 (hat he may have unrecognisable physical defects, that he may have an unpredictable emo tional character that he may have many psychological shortages, and that driving a is a glamourous job, appealing particularly to individuals of emotional character--a fundamental desire for excitement and a desire to be seen and admired. Assuming that all individuals are equally susceptible to accidents and maybe equally helped by training, the teacber must tram the student in correct methods with em phasis on safe driving habits. One telling and one demonstration IS NOT ENOUGH, tor such action most be done over and over again and then elaborated upon.- The number of repetitions necessary lo FIX A THOUGHT in the mind of the trainee depends, to a large degree, upon his ex perience with* and understanding of the subject matter. Humans learn best by in structions based on their own experiences and knowledge and it Is unquestionably necessary to connect the new ideas of driv ing with the old experiences and go for ward step by step until the new desired method of operation is fully disclosed. It must be remembered that WE LEARN only that which gives us satisfaction. The reward for the effort involved in training is derived by a clear understanding of Its purposes. If instruction is given in a man ner that makes .learning difficult we may be sure the instructions will soon be for gotten.- A well trained onployee leads to satis faction and less opportunity for friction on the job due to misunderstanding,--and.to better job performance with less effort Unfortunately, in our basinets, the new trainee is thrown Immediately upon his own resources, and an element of fear Is liable to be present over a period of time. This emotional upset tends to destroy the knowl edge gained in proper training and induces a return, or partial return,' to old habit formation;. A good training program is managements first move toward successful accident pre vention. but it CAN NOT STOP THERE lor the mental state of the human depends upon interest and degree of satisfaction. - The employee morale (or state of mind) must be maintained at a HIGH LEV EX or every phase of the training job suffers.-- performance, public relations, life of equip ment and passengers. A safety department naturally follows in managements of accident prevention.'--thereafter it is the safety man's job to create interest, recreate interest and play all the psycho logical factors that produce "a desire** in the human machine for continuous safe driving ani^ working practices. Professional results naturally cannot be expected from amateurs. Special training and knowledge is essentia) in die control of accidents and their physical and psycho logical factors. The history of accident prevention in the industrial plant field parallels the techno logical development of industry itself. As industry developed oew machinery, proc esses and methods, safety engineers concen trated on equipment safeguards, then good housekeeping, working conditions and per sonnel characteristics. Recognition of cer tain psychological aspects of the accident problem resulted in proper placement of individuals and studies in emotional main tenance. Our accident prevention men have greater hurdles to make and an unpredictable be haviorship common to our industry. Our best approach is a continuation study of human behavior, accident proneness and the many psychological factors that surround accidents. Periodic conferences of safety men with proper leadership will help. The field of driver selection, training, motivation and supervision offer great op portunities for improvement. The war focussed attention upon training of men and psycho-screening m the selec tion of personnel, which *Protests to my mud that we adopt a continuous screen process from the moment the applicant is interviewed- Psychologists, yon know, still regard auidents as symptomatic behavior. With us--the todhridual comes for on* ploymoic because he wants to exchange his labor for job security and an animated life. Oo the other band we want an employee who will perform perfectly without coliisioo and passenger accidents; one who will operate oar vehicle smoothly, thus giving oar customers a comfortable ride; one who can manage bis moving store so as not to Transit Section 293 miss revenue and at the same time render individual courteous treatment to the riders. In exchange for his labor he accepts employment and ACTUALLY INTENDS to deliver his part of the bargain. His physical examination uncovered no defects. His training is then completed and he is placed in service. During the war It was inevitable that upervition would deteriorate as a result of manpower shortages but improvement ut the labor market has again made it pos sible ot tighten our controls over driving practices. Much can be done in this field to bring about better safety practices and in our search for the accident prone. Close supervision, with good human rela tion techniqoe.--correction Ui die friendly way,--WILL IMPROVE morale and se cure better job remits. Accident prevention must be regarded as the work of the entire organisation and NOT the isolated responsibility of tbe safety man. It calls for the closest co operation between safety men, superin tendents, supervisors and instructors with the psychological rather than tbe engineer ing point of view. Far sighted MANAGE MENT is now getting a bead start on acci dent prooeness, attempting to tmeover hid den causes before accidents start, or at least as soon as an individual suffers his first mishap. Hero arc a few of the many psycho logical conditions which way result in acci dents. This small list may touch off a hundred others within your thinking ma- The absence of the KYHTHM CHAR ACTERISTIC in operators produces an individual who "fights his job" He can not catch the feel or slip into the pulse and tbe beat of his job. Lack of this quality results in mental irritations, discourtesy and emotional upsets. It lolls enthusiasm for tbe job and be gets sour. During this plain "don't give a darn** attitude, anything can, and usuaOy does happen. REACTION TIMING t$ very impor tant. It can /readily be appreciated when we understand that individuals vary any where from 14/100's to 8/10 of a second. This variation is of far more signifiance in accident prevention than cither the speed or brake efficiency of the vehicle. SLOW PERCEPTION is another factor in accident causes. The fellow who acts quickly and yet at tbe same time has slow perception speed is dangerous. He usually reacts to a situation before be has perceived its meaning and can do the wrong thing as well as the right. DECLINING HEALTH. Development of an disability or bad health coodition leads to mind preoccupation of self and less attention to the job. A good example is the development of diabetes. The indi vidual so affected is subject to early fatigue which starts a cycle of worry. EMOTIONAL STABILITY Emotional upsets are large contributors to accident*. Upsets result in a distortion of capacity for malting sound judgment and also result in poor muscular coordination. JOB FEARS and anxieties cause "gaps in consciousness" which lead directly to accidents. It matters little whether soch fears are real or imaginary so far as its effect on accidents arc concerned. DISCOURAGEMENT Is one of the hitman brig's worst poisons for it causes wide gaps in consciousness. It takes the greatest will power and the greatest cour age to throw it off. Oftimes what a fellow .thinks is true is of equal or greater im portance than what is true. Recognizing these few shortcomings of the individual, it is readily understood that safe driving must become a FIXED CON STANT QUALITY of the and Because of this reality, motivation is necessary, to secure and preserve voluntary cooperation. Sales promotion .technique should be ap plied for humans, as a rule, have great difficulty in mamtainmg a steady, adequate flow of interest in almost any object or subject. - A number of activities should be devel oped and should be sufficiently compre hensive to affect the variety of charac teristics of each operator, and tbe whole group of operators. The overall plan must be set up to fit all ages and all types. In the field of motivation such incentives as individual safety awards, participation in company, inteT company, or national contests or other methods of giving recog nition for safe operation are recommended. Great care should be used in the incentive field, so as to separate extra effort reward 294 Hth National Safety Conpus, 1946 from that of the regular salary check. This means a contusions change In your pro gram of reward so that the employee iden tifies the reward AS A REWARD and NOT as a part of his regular incocne. Variation, too, is what makes contests attractive. To raise SAFE OPERATION to a FIXED CONSTANT QUALITY of the mind, the first step after training is CRE ATION OF INTEREST which will pro duce enthusiasm m safe operation practices. Thai is where motivation activities come in. for ENTHUSIASM SPRINGS from the age old desire to win, to overcome obstacles and to end. Knowledge of the job and activities produces mtfacst and interest produces cothttsasm. Not tmfy that, but inllniihim develops into the quality which we call loyalty. Loyalty in human personality is the done* remit of being enthusiastic about anything. In setting up motivation activities, the program pbmr shosdd know somethiny about instmrtive behavior, and his drive to create interest and euhamm eodd center around these few instincts which ap parently sprang from some consensus or imronscious action of self. Tins first big fniifauutd quality is the intlinci of nti przaovafir--. Everyone potiCHrt that Bttict It is the strongest instant in.man. It ant only works toward preservation of the body, but so our social self as well By that I mean, what our family or nrigHinri titink of ns Is almost as jygomu in the self preservation in stinct, as pmcnoifa of fife. one per cot of the poapir a this Maury are hriinita. AB hr rm of no want friendship. Pride is still another of the powerful instincts and everyone has a certain amosmt of it. In fact, there are very few people who do not possess a street* strain. We admire ourselves. We think our judgment is good We think our family, our chil dren, what we have done, and what we do is just about tops. Imitation is another instinct that should be carefully investigated for we all imitate and we cannot help it. By planting the seeds for safety carefully, this characteristic of the individual can be used effectively. Curiosity is one of the most powerful of the human urges and every one of us are curious.. Don't overlook this incentive h your contests, your meetings and your over all program. The strongest of all instincts is the knr of father and mother for their children. Ninety-nine per cent of the fathers and mothers in this world would give their lives for their children. Tlus instinct, therefore, should he thoroughly explored for tie-in relationships to motivation activities. In planning to capture' safe operation as a FIXED CONSTANT QUALITY of the mind, it u well to remember that there are two ways of fffllint.--directly by mi* of logic, or indirectly by the use of suggestion. --tad there are three . . . the intellectual which uses basis of fact and logic by spe cific application. He uses three-fourth's reasoning and ooe-quarter suggestion in making drririons . . . the mrncutar type, or usee of adioa who s uiatcfitaftic to a> appeal to unoHen the way of suggestion. They ok SO pm DOS reasoning nod are acceptable to 50 per cent ugsedioa . . . Tbeu there's the vital type which is snore`emunoo than the other types,--and mane cmotiaml. bcooe the power of sug gestion is more aocrpfahlc to them than an utitmlj careful analysis. It is also a well recognised fact that MOST PEOPLE doMtfteb think.-- awd it s up to us to get them thmfcmg and to keep the stream of thought fioKag with out mterruptiows. 1 fauve often been asked vta rhonll be wui a motivation activities. My an swer naturally is "meetings, sale driver awards, contests and any idea that bn dynamic power enough to put tie; idea of safety into the driver's iinwd. develop it so that it win blossom and faniA until it produces accident tree operation." To get that idea across k a hard job for the human souid moves fast; it cun jump in two biUioo different directions. As the mind is jumping back mid forth you have to grab it, put a splash of "idea paint" Transit Section 295 here, another splash over there. You have to paint your picture oo a moving canvas, --and your touch is an important part of the job. In the administration of any program de signed to create and hold driver and shop employee interest, the safety mao has certam obligations. He should be human and have a fairly good understanding in human relations. He should never forget that "people should he treated as individuals." not as numbers nor units in accident statistics. This is a pre requisite to obtaining respect for his safety program. He must be a good listener, giving the employee '"'"pie opportunity for free ex pression. , uctran should be the substi tute for cxk..ckSD and used as t en as possible. He should be factual, withholding deri sions until be has gathered all the facts. This will be recognized by the employer as justice. Alt* the facts are in and you are not sure that be was at fault, don't treat tin as if be were. If you do he will rightfully think you are unfair. He shoedd be courteous. Remember tint punishment caw be meted ont without Are wad brimstone. The rule breaker will be more Ekefy d understand the reasons for criticism and action, and mm fibdy to CORRECT Ms cnees if handfed property. When the yruul wurtt has been laid far sewoid employs ithtkm, the program mu proceed with nsmalk hope Coe its suc cess. After S, the man m charge of amdear preremkjw v9 be rated not for Ins iwfuucal IumMp ha for hi* ati% to use it u tiuuhf the desared performance. The luyenUur who w in duige of safety gets tis imdh thmngh people and the luoocw he mtin is dieedy itiiri to the Agree n skkk be mdkrstands them. To have good human iitoiuii os the job, it b mctmmj that each supmisur under stand and qpb the prkdpks (or buShfing and miml lining Them Some of these basic piaciplu are :-- BE FAIR WITH THOSE YOU SU PERVISE BE SURE THE EMPLOYEE KNOWS HIS JOB. TELL HIM WHEN HE HAS DONE A GOOD JOB. HANDLE CHANGES. Our accident prevention program i$ out lined in detail m our official management mai^ial wliich U followed to the letter on each subsidiary property. One of the principal features is the comprehensive and accurate method oi employing, training and supervising of operators. A program of education on accident prevention is em phasized, rather than a drastic penalty and censorship method. The superintendents oo our 31 proper ties are charged with the responsibility of safe operation. Our safety department is a service organizaiitxi for these superin tendents. The safety men analyse accidents and their causes and supply factual statistics. Our engineers who cover the 30 properties check equipment, routes, accident traps, and analyse employee driving practices paying particular ntmiuo to the accident prone. While at properties they hold general safety meetings, not of the statistical type, hut get-togethers with educational features that have a lean-to for entertainment. They use motion pdwti, sound pictures, sound slides and dramatried monologues with employee, parridparioa. A miowil contest, m which each cornpuny puetiripwte^ is hrohea down into four group* and trophies are awarded twice yemly to the two leaders in each group. Tim tautest is ehsngrd around each year so as m tSuiute "sameness." Originally ir was oM aw mtfflto coolest Three years ago at in uwfird k gave it a new dress and name--"thn SayfmyUthon'*--and had our thurtiitog and publidty depart ments jatrodbca it to both employee and fufcfie. TMy gtou wa accounting for the choice of name, the reasons for its use, aad tied it to the first transcontinental walk scrum America. Thu mutest was developed along the fine of an arm Chair journey America to the odfitki aad queeriusitiea dug Che rcwSe. The following year it was somewhat different--a "V" shape crip rignifyrig "Victory Over Accidents." Tins year it was switched to a "heat yoor owu record" contest ehcrtiu each property competes monthly with its safe mile aver age of the past 4 years. If this year's per- 296 t946 fonnznce erty is sfam sheets, and yen la das iwBridri naplnjm rurtta give pna point* nodUy far safe job performance pin* a pyiamicfing of extra sdati for mdianas safe job performance. These prise point* may be redeemed for mer chandise r^a"ig all the way from canopeners to household fnnntnrc. The Sttperintcndoil* also figure in tins prise point momtrre. Thctr awards how ever, come from property performance in damage and collections, and ratio between premium and dairas. On each one of the local properties there is also a contest in moturn between teams of employees- The wincing groups are made heroes at a summer picnic and a winter dinner. At all properties, periodically, executives or leading community personalities are des ignated to give spedal recognition to safe drivers. Distribution of safe driver awards are arranged with great care hi keeping with the given to safe perform ance. This easeful arrangement is made so that the driver leaves the meeting with a rightful sense of pride. Special pins ate given to men with records of from 1 to 5* years and a gfadnrtaog prise point await! to men who show 6 to 20 years without "w fault" w-Sd* Certificates of merit cards are also presented with pins or prise point awards. Group meetings and individual interviews of accident repeaters are always being hdd at properties. Each month the safety department re leases three colorful posters issued by the National Safety ConciL Twice each month it also releases home made posters for bul letin board display, and once each month it releases the standings m the Sayfmylathoo coolest Our regional managers and district su pervisors are cantamalty urging personal and persona1 work m their oon- b Ike property supervisors. Their no edstiMe for personal with the mo a he Shops and on the buses. Through tin curiamu form of activity toward omatiug and boldnf interest, oar men cut An pofirtio know their men's records and uo safe driver dips my from a good record by neglect. If the safe driver talks le our Superintendent about bis record there b oo danger of creating <fitercst Am to --familiarity. We play this personal ciuXaet feature Imps* while it is true that a small percentage of the operators have most of the accidents they do not have all of them. The infrequent accidents of the larger group are also likely to be costly in life and property. la doting; 1 want to ay that the prime requisite in successful accident prevention is that management should take the lead in carrying oat a program for safe opera tion. Employees are sensitive to every attitude in the general manager's office. If safety is there regarded as of great importance, then this attitude trill certainly be reflected down through manager* and supervisors to every employee. If safety is merely a side issue, a half hearted experiment; the super visors and all employees will unquestionably have in their work practices exactly this same attitude toward safety work. The man ha charge of the men on the front line, in the shops and oo the street, is the KEY man in any safety program, bat be will never truly enter into it, nor sell bis men on it, unless his superiors, and the main office staff dear up to THE GENERAL MANAGER ,AND PRESI DENT are also thoroughly sold on tbc worthwhileocss of the program. Therefore, a sane-safety program nut be organised from the TOP down. Accident prevention is good business, good enough business for the management to give it full and serious attention. Acci dents cost money but actual out-of-pocket costs represent only a small part of the total cost. Looking at it cold-bloodedly, simply from a profit and loss standpoint management owes just as great an obligation to the stockholder* to initiate, direct, and stimu- 297 m owes ufd mrjftem prevention. Thunks to yon for your interest in a spokesman for amiagemcpt and 1 hope tlat I have been able to plant a few little acorns which may grow into mighty oak*, in this all impoiUnt scbj'-ct of safe operation. Adequate Diinf Trcdninq ior Bus and Street Car Operators (Vnd Dijcnwiim) Disctmi<m Ltodtr: E. F. Uunat, Dii. af Safety. Omaha and Council Bluffs Street Hailway Co. FarlicipaJttJ: Willjaic Hacuakth, SupL of Trans portation on Training. Milwaukee Elec tric Railway & Transport Co. M. A Kbatt, Accident Prevention Eng., American Transit Assn. H. E. Paucek, Asst. Supt. of Transpor tation, New Orleans Public Service, Inc. MR. HACKBARTH: There is no sup ply of skilled operator* <n the market. This means that every new employee must be selected carefully and trained intensively. The problem of retraining also assures sizeable proportions. Some years ago it involved the change from conductors and motormcn to one-man operators. Then came the need for retraining street car operators to man buses, and in most recent years the newest vehicle, the trackless trolley, has arrived. * We have been training men for operating jobs since the company has organised, half a century ago. In the early day* selection and training were exceedingly informal. Selection was through interview, usually brief and measured by one man's opinion For utioiat, the Applicant was scat oat on the street* under the guidance of any operator who was willing to take on the added responsibility. Such instructors often knew little 'about training, and if the .undent was rt^yrH to a different in structor each day and received conflicting instructions, no one seemed to care very much. When the student felt that he could get along all right alone, the training pe riod came to an end. Present selection of an applicant requires first that be must be able to pass certain requirements of the employment office. He thm must pass a medical examination which investigates visual acuity, color perception. hearing, heart and lung condition, and free dom from hernia and varicose veins, The applicant then is ready for the selection test which arc conducted by the educational division. Selection tests, which our applicant must pass, comprise three parts; a personality interview, aa observation and judgment test, and a performance test 'll* purpose of the personality interview, which about fifteen minutes, is to place the applicant at ease and to observe, so far as possible, bis civil, home, and ecooomic conditions, his appearance, per sonality. habits and interests, and his atti tude' toward hi* prospective job. On the basis of this interview, the examiner judges whether or not the outlook is for perma nent employment, whether the applicant can meet the public pleasantly and patiently, and whether be has the intelligence and judgment necessary for satisfactory public relations. For the observation and judgment test the applicant is given a picture of an acci dent which* he is to study for a limited time. The picture is that removed, and he is given a test paper. In the course of the paper test several questions m multiplechoice form are asked about the accident picture. In addition to the accident picture, question*, there are several multiple-choice questions intended to. test common-sense judgment There are also several problems involving simple mental arithmetic to test the applicant's ability to make change for fare collection purpose*. This observation and judgment test requires about thirty minutes to complete. When completed, it is scored*. and the applicant is then given the perfownanccwtest. 298 34tk National Safety Congrats, 1946 A oomprdMnm study was nde of the operators job to determine jost what abili ties a ana must possess to become an efficient operator. With this in mind, the performance test was developed to measure the physical and mental abilities of the applicaat- The test equipment consists primarily of a signal board, an operating pedestal, and recording device. Visual and audible tig-' nais arc transmitted from the signal board, and the applicant responds to them with hand and foot operations recorded by the recording device by which it is possible to measure reaction time, coordination of hand and foot movements, ability to barn, general nervous condition, fatigue, and tendency to be distracted. Administration of the performance test is divided into .two periods, the training period and the test period. During the former, the applicant is taught the re sponses to the signals and allowed to prac tice them. The training time is recorded as well as the errors made. For the test the signals are given at an increased rate and are interspersed more than for the training period. The test is scored. In effect the idea of the performance test is very simple. We give the applicant a little sample job, train him hi the perform ance of this joh observe the time required for training, and then test his ability after he has been trained. Observing and meas uring the maimo- in which the applicant learns this new job is the secret, of the whole thing. The entire selection test procedure re quires about one and a half hours per applicant. ' Onr experience with it. has demonstrated conclusively that through it applicants who are not suitable for the job. are immediately weeded out We know that an applicant who has passed the testa is a man whom we can train to be an efficient operator. After r***"*g the selection testa the ap plicant is given a final interview by the superintendent of transportation who gives final approval for the stodent to enter training. The student then i epos Is to the supervisor of training at the transportation training building and is given a cap. badgc, punch, and money danger, and then is as signed to a class. The practice track incorporates regular road features and provides the student ex perience h meeting practically every type of opcraltag condition which he will encocmter in opqariou over our system later. Laid out with hills, curves, street crossings, and regular slops, and equipped with an electric track switch, block tigmls, and sec tion insulators it has proved an ideal train ing gnawed. The regular stops, vtidiwe on level ground and no grades, are given street names which the student calls in standard manner. We also have practice routes for them and trackless trolley op eration. In addition to tninag trade, road and equipment it is, of course essential 'to have an adequate staff of antiuctora who are wdl suited to training activities. The super visor of training and his assistant conduct the treating program with tire aid of eleven regular instructors, all of whom have been long in the service and who bold the same rank as street supervisors. Wc have also organised a corps of 47 platform instruct ors. A platform instructor is a regular operator who by experience, aptitude, and braining is best qualified to carry on the training of student operators during the time they are in traising under actual operating conditions out on the system, like platform instructors were picked for this work through interviews and selection tests. . The transportation training division is provided with adequate clerical help and keeps complete records of every operator's pafprtnaoce. Our student training program can best be considered ms divided into three periods. The first period consists of ttuce days of training at the training hiiidiiiy aod on the training track. This is followed by a period of about fourteen days during which the student is assigned to a platform instructor from the car station where be is to work upon completion of training. The third period, of one day, takes him bade to the training building for a check-up and final examination before being turned in as a regular operator. Even then, his training is not entirely completed. Regular instructors are assigned to follow up and fide with him at least once a day and frequently twice a day. This regular follow-up is., continued for from Transit Section 299 two- weeks to one mouth or until the regu lar instructor believes such dose follow-up is no longer necessary. Then for two or personnel. We long since abandoned the idea of instruction reports giving single gradings such as "good" or "excellent.'' three months the regular instructor rides with, instructs, and rates the new operator regularly but not so frequently- Finally he is jVH m the regular schedule of fol low-up instruction in use for all regular operators. Careful follow-up has become a very im portant part of our program, particularly during the first few mouths of operating experience. With our vurfrid training program we believe that we have control of all the information that gets to a new operator. We fed certain dat the habits formed are correct habits, and that careless and wrong in tiurtimr will not cnufliQ with the best practice. There are many situations which occur infrequently and are very confusing to mw operator, bto if the training pro gram iimriik i instruction on these infre quent happening*. we are able to get uni form performance m most of them. Wc have attempted to incorporate every im portant situation somewhere m the training program. After an operator has been on street car work for a reasonable length of time, be is to the transportation training building for retraining for bus operation. This program is very similar to that fol lowed for student operators except that during the practice training there is no duplication of work already covered. In struction and training on the bus practice road are given by the regular instructors and then the applicant is assigned to a platform instructor on regular runs. A final js given and follow-up nstrw*tnft pro by regular instructors until the retraining is considered complete. Manuals and instructio nmatertaf are issued to augment tins training. When an operator hu operated a bus Our present plan requires that rating be according to a definite plan. A manual which describes all of the operating faults that an operator might be subject to is used as a guide for follow-up instruction. The operator is given a grade on each of seven teen general classes of operating skill, aod a report is sent to the training division. We have learned that it is much more satisfactory for follow-up instruction re ports to be made in this manner. AH of this training work is supplemented by mxnenms other activities. We use Na tional Safety Council mattrial freely to help keep accident prevention before our . operators. Sound-slide films, including seven of our own production, have been exhibited to most of our operators at car stations. This series of programs covered subjects pertinent to good public relations. Our employees imagine carries articles each mouth on training, accident prevention and related subjects. All accident reports are routed through the training division where each case is posted on the individual operator's record. This continuous record furnishes at a glance each operator's accident experience and makes possible quick investigation when needed. As soon as a chargeable accident is posted, we refer the case to a regular follow-up instructor who immediately gets in touch with the operator to review with Iwn the cause or causes which resulted in the accident and to provide any instruction necessary to correct the difficulty. When ever an operator experiences two charge able accidents within a year, he is Knt to die supervisor of training for an extensive interview, reviewing his record completely. Follow-up instructions are also scheduled immediately, and all effort is made to dis cover and eliminate accident causes. This procedure is also followed in cases of op satisfactorily for a reasonable length of erators whose records indicate too frequent time, he U again sent back to the training poo-chargeable accidents. * building for trackless trolley training, at Naturally, we are keenly interested in the the transportation training building an don results which are attained through our ex the practice rood, a period of operation tensive program for selection, training, and with a platform instructor, * final examina retraining of operators. One measure of tion, and then follow-up inspections by accomplishment is found in the dedinLug regular instructors. record of accidents and accident costs. Follow-up instructions are made regu larly by instructors who cover the entire In 1927 we began classifying accidents as chargeable and noo-chaigeablei Since that 300 34tk National Safety Congress, 1946 >ear the number of chargeable accidents has been reduced more than SO per cent. At the start of the record 22 per cent of the operators completed the year free from chargeable accidents. In 1945, 114$ oper ator, over 76 per cent of the operating personnel, had no chargeable accident re corded. Accident costs are a sizeable figure in transportation operation. Money spent in settlement of claims produces no profit and furnishes as tangible results only a file of releases. Since accident costs are a major operating expense, it is natural that we measure the effectiveness of our training program in terms of accident figures. We believe, also, that there have been other accomplishments which are not so tangible. The program has produced substantial improvement In operation and has been a benefit in public relations. Experience since the start of the training program has convinced us that transport* tion safety depends on training. MR. KRAFT: As most of you know, the American Transit Association has a rather extensive project on the development of procedures in the selection of employees and has recently issued four manuals, ooe main one and four supplements on that subject, so I am much more familiar with the subject of selection than I am with training. I might go ooe step further and say we hope to do a comparable job in the develop ment of working manuals on training for street car. troUcy coach and motor bus operators, and we hope it won't take us too long to get that material out. The first defect I think, that exists on many properties is the use of the training school as the selection procedure. They will not develop their selection procedures well enough and do not let their training school disqualify persons whom they judge unfit. This means you have a terrific waste in your training program. Actually, in some properties you win find that the jtisqimlifi- cations in training sum up to 50 per cent So you are spending training time on a good many people that could be prejudged. You should be able to get between 80 and 90 per cent of qualification if you have a good selection procedure. The second defect seems to be a lack of a logical organization of the training pro gram, which is not laid out in logical stepby-step sequence or by die use of what might be termed a unit instruction system. In addition, there seems to be an incom pleteness of instruction and also some sur plus instruction. By incompleteness, T think I can illustrate that by making reference to a job specifica tion which contained in the appendix in this manual, whereby this ooe company listed things to do and things to know. It is surprising bow many things they expected their operators to do and to know that the. had not covered at any point in their training program. I think it would be well to set up a job specification and check the training procedures lo make sore that you have actually given that man a cbaitce to learn ah of the things you expect him to know. Occasionally we find properties w here the mechmucal department gives the instruction on the fondaihcntals of vehicle operation and mlantcnance and aids tip fay giving a course of. instruction for a mechanic. I don't betievc it is necessary that your op erators should be expert mechanics. You want them to know the fundamentals but you don't expect them to do both the opera tion and tiie repair. To cite a question that you might ask of yourselves In connection with your own training program, I would like to quote from a recent report: "In preparing instruction material the question should be constantly asked; *Poes the instruction prepare the operator to drive his coach with the greatest comfort and convenience to passengers with the least possible likelihood of excessive wear and damage to equipment or Injury to passen gers through auidurts and with the great est tikrlihood of safe correct operation.'" A third deficiency is failure to provide suitable practice fadSties away from street traffic. It seems to ns that it is very im portant that the new trainee gets a sound initial training; tint he be given a chance to get the feel of the vehicle and form habits which be wiH cany with him the rest of the time. If this cannot be done by practice on heavily traveled streets, some companies give a man just cue day along with another group of trainees, so perhaps lie ends up with an boor or an hour and fifteen minutes of actual practice in the operation of vehicles and tbea he is turned tr . Transit Sectmm 301 over to an instructor in passenger service. I certainly don't believe that yon can gjhre hha all of the histrnctian in cmergaacy operation and operations in varying urifhrr conditions in one day or m one hour and fifteen I think that if considerably more altenfkm were paid to initial practice, it would pay dividends. The fourth defect is the indimtim to ^ftign too r*1trainees to one maunder. It runs op to perhaps six to right tramees to one iustindoc for the initial pcacrirr and certainty that instructor c ingot him as tp"** time with each ana a* needed. Another defect that I thank is Wtf rapidly corrected, is the fnhre so njfat visinal tmaning aids as nwch an posmMe. The Army and Navy cutahtiy ksvnad tin value of visual training adds and k b cw oonraging to see the extern to which tie companies are now going isto the develop meat of training maicriils to supplement the voice with phetogr ipht, diagrams, mo tion pictures and the tike. Still one is illogical selection wad the inadequate training of so-called line instructors. In tic post it has been com mon practice to pkk the oldest operators, those on the top of the seniority list and say, "We wfll puy you 15 cents an hour move and yon are a line instructor," and that Is the end of it 1 certainly believe those mot should be given the instruction. Flint they should let the men teach other men and then they should be given training themselves. Then there is the question of how m teach. They are teaching in accord ance with the established procedure and practice is tiiu to the man before he reachesthis line instruction. Another defect is lack of uniformity in instruction and in the rating of trainees. That again, is by failarc to properly teach yoor instructors in the manner in which they are to instruct so that racb man, no matter which instructor the trainee is with, is tanght to do the same job in an identical manner. Following that is a lack of a well planned follow-up and retraining of both new and old operators. I commend Milwaukee for .having a wtU organized and well planned follow-up program. I think that you lose a great deal of efficiency in yonry follow-ups until you do plan and organize both for your new and for yoor older operators. FuiBjr, there is the failure to ba*e the sakyeeft r,H>< of yoor training program ami the t-l***** to parts of your training |i`f --t upon some factual material, such at yarn rf*1 accident experience*; your records of operating vehicles, and the iisau of comptiining Yon may give a lot of h----La* h> ana phase of operation when acbaljr than are many other phases that error yam activities and are involve din yarn operating which yon completely over look. By making yoor training program and yoor foflow-op retraining program a real akctin one, based upon your own experience, math am be done to increase An effectiveness of yarn oitue program. MIL PALMER: In thinking on this Avert of aVgiBH driver training, I of ha following definition: An lAqaakb trained driver is probably ooe who pm teems kb duties in accordance with the iixliniian set forth by the manage- During the war years there were iunumnUt anfnrwrn problems which caused ns t wake op to the realization that we hero trying to operate in 1942, 1943, and 1944, with 1900 methods. We realized for the first time just bow inadequate our team ing program actually was. I expect if wc were to ask ourselves this question: "How do*we rata oar training procedure?** every one of m would say we have the best in the cacmtry. Probably every person has a right to fed that way about his business. I would tike to stress the fact that I aaa not implying that we have the best ooe. We were so far short of the best, two or three years ago, that anything we did would be an improvement. 'Frankly, we don't know bow to rate our program. We have gotten very good results compared to our opera tions two or three years ago, and it is with that in mind that I would like to talk briefly about how we discovered our short comings and a very few of the things that we have done to overcome some of them. In my company wc hired, and pretended to train, over 3900 operators over a period of about four years.' with the maximum complement of some 1300. You can Imagine the turnover and the training job that wc had. I many of you have had problems equally as big. When we tried to tram these employees we had accidents and we had acts of discourtesy and just about 302 34th National Safety Congress, 1946 everything that we should not have had. We awoke to the rcaliiatioo that we should start a training program. We found out quickly that we had a very big percentage of our supervision who were definitely un trained. So then we had to start all over. We started a training program for oar supervisors. We sat down and formulated our own ideas and plans and got some supervisory training courses. First, I would like to mention also that we did not confine this training to the lim supervisory group; we took the division superintendents, die station foremen, the fire station personnel; as a matter of fact, the supervisory group, the instruction group and the dispatched group. The first topic we discussed was the new supervisor. The neat topic, "The Foreman as a leader," "The Foreman as a representative of management,*" "How to develop the proper attitude among workers," "Trouble shooting for grievances," and incidentally the grievance division has proved to be the most important of the entire course. None of us have given very much thought to it and I will comment briefly on that par ticular topie later. Another subject was "Making proper contacts with the oper ator." As fair as we know, we broke a Httk ground so this subject. We searched everywhere to get some information in training transit supervisors m making con tacts with their operators. We didn't find any so we wrote our own chapter on.that one. On the topic, "Accident Prevention," we spent several weeks. Wc spent several weeks oc the subject of `Customer Rela tions," and then had a review of our ra3roSd problems--pre-war years as compared to the war years. After wc held confer ences for teaching our officials and the lcey-mcne group, we derided we might be qualified to go out and begin to train the new operator as well as the old. Then we visited a few of the properties, that' we knew had good records and had done a lot of work along this line. We made a little trip up to the Milwaukee property and made a study of their operations. They certainly confirmed some of our own think ing and helped us to convince managemart that we had to do something about-our problems and it made the job much easier' for us to put our ideas across. Tlie next step was to build new training school. We operated for a number of years without adequate training facilities, and we tried lo convince management again that wc needed everything possible to. train street car notonno, conductors end bus operator*. Wc were able to get very good cooperation and we think wc do have a fairly good training school. Incidentally, I would like to stop a minute to say. we have bad a request from a Dum ber of the properties over the country such as inquiries by letter and telephone calls about the training fapflitiui I have some photograph* pf this training school. If you care to look at them, they are here for your observation. We then put the responsibility on the instruction group. We taught oar staff instructor* and our tine supervisors that it wan their job, fSrtkahdy the staff instructors, to be the Father Confessors and the teacher* and the good will profmoei and everythidg die and make die new oper ator* fed happy. It affords an excellent opportunity to test year tests. We don't know yet what the results will bn While the national acridcut trend ban been upward for sometime, ours has been progressively downward. We can attribute that only to the effort that we made on onr property to hcfp toe situation. We are well satisfied with toe results tons tor. I believe a very careful analysis of your tranting procedure may point out some weak points. We foimd many of them. We now realise oar needs for more study aod we intend to give it careful conrideration. In this'operator training procedure, we are pairing *11 of ottr oyer*tor gro up tbraagl* a two-day refresher coarse, which we have found very bdpfuL We cover the condi tions operators confront every day. We have outlined them in defail. We have found toe cause and are trying to effect the remedy. , M. G. BULLOCK (St. Louis Public Service Company) : Mr. Palmer, I am glatf to note that you had a two-day refresher course for the operator group.. Are you referring to the operators that are so-called platform instructors? MR. PALMER: Wc are taking every opportunity to take both the old ones and the new ones. We start at toe top and at the bottom. We are taking some thirty-five or forty daily for a two-dav refresher Transit Section 303 course and are bringing the older men in * with the newer ones. If the new operator decides he is getting ao unfair break be cause of his little seniority, the old timer is there to protect his so we just bring them in from the top aod bottom. MR. BULLOCK: Do they get the regu lar run time for that ? MR. PALMER: We pay them their regular pay. In other words, what their run would pay on those particular days. CECIL M. DRAPER (Denver): Mr. Hackhartb--You have your platform in structors, as you call them. Presumably you pay *h*"> an extra amount for that work. How do you handle it with the union on this seniority business? In other words, how do you get rid of an incompetent platform instructor with a lot of seniority? MR. HACKBARTH: We wouldn't take him m toe first place. When we want a platform instructor we put op a notice, and then the snea make application for the job. Then we have a record of every man's operation; that is; his accident record and his operation as a driver. If we find that he im*t toe man we want, we just don't take him. Thai is alL MR. DRAPER: You have no union? UR. HACKBARTH : So far. no. Every platform instructor receives ten cent* an hoar extra for the time that be has a student RALPH SNYDER (Oklahoma Railroad Company, Oklahoma City): Mr. Kraft, you made the statement that the secret of traiamg is to select qualified operators. We have incurred considerable difficulty > the selection of operators. I would like to ask two question*. Have you found that a training program will cure accident prtmenc*s and toe second question is, on your pre-training schedule or your pre-employ ment selection, can yon determine accident pi oneness by any standard tost? MR. KRAFT: 1 will answer that last one first Of coarse, the qoestion of what is accident proneness Is somewhat intangi ble. I think Mr. Holden gave ns quite a bit to think about as to what causes acci dents in terms of a man's emotional stabil ity and personal characteristics. In the development of this selection procedure which has been developed over a period of quite a few years and after considerable research, wc believe (ha! we Jiavc He pro cedure which will assure a company of a man who is capable of operation with the minimum of accidents. As to tire evidence, wc suggest that you make use of three tests. One is the mental ability lest which is quite widely known as a standard ex amination. The second one is a new test which U only now being released for gen eral use which has been in experimental use for several years. It b the personal reac tion test which is a measurement of emo tional stability, temperament or attitude, or whatever you want to call it. MR. SNYDfcK : Who developed the test. MR. KRAFT: It is one we developed ourselves and tested oat in the industry. Wc believe that when used in conjunction .with other* it will be helpful in enabling you to do a better job of selecting the man who would be least susceptible to accidents and do a better job of public relations. The third one is the motorability test. It was developed in Milwaukee. Subse quently one was put in Cleveland and then in Pittsburgh. We have perfected the Pitts burgh model. Results axe very encouraging, and we shortly hope to be able to publish our results of a year and a half of research work. We have definite statistical evidence that wc can. predict, with a high degree of success, the susceptibility of a man to accidents by means of this particular ap paratus. Now, as to what the training school can do, I think that if you start with a man who appears to be capable of absorbing the kind of training your school is giving, it will keep toe accident pronencss from de veloping. Of course, a man may not be accident prone and tmve a good record for a period of years. Then certain condi tions come op which lead you to believe he is acridcut prone hcranne he be comes a roan of higher accident frequency. I like lo make a distinction between acci dent proneness and high accident frequency I think they are two different things !j MR. ERNEST STOTT (Georgia Power Co.): 1 would like to ask Mr. Hackbarth. approximately how many hours, in your basic training, do you devote to accident prevention and How is that divided a* to amount of time that yon spend on accident / 304 34th National Safety Congress, 1946 reporting -- public accident prevention and ilic personal injury angle of accident pre vention ? MR. HACKBARTH: These things are taught through his entire training period. We tell him everything that we know abont prevention of accidents and every man that 1 turn in, before he is turned loose to go for himself, I take him in hand and 1 drill him on accident prevention. That is ap proximately a three-hoar program alone, and 1 have a man give a talk on accident prevention. I have found that to be very successful. I teach these men to keep their mind on what they are doing; their eyes on the road ahead and to anticipate what is the other fellow going to do. Yon can teach those three things to a man, and If you are successful in that you won't have any accident proneness. We Imven't any in our company. CHAIRMAN MEHRENS: About bow many hours over the period of actual train ing would be devoted to it--what percentage of time over the entire training period is devoted to accident prevention, Mr. Hackbarth? MR HACKBARTH: Well, 1 don't know that I can give the exact time that was put into that, but we are preaching to him all the while we are with him oo the cars on the trade. Our platform instructor follows right up on chat. He talks of nothing but safety all the way through his training period and keeps reminding him of it all the time: MR. KRAFT: It has been called to my attention a number of times that if year management doesn't show an interest in the safety of the employee, how can they expect him to show an interest in protecting the safety of others ? 1 believe that is a very good point and the record of the transit industry shows it Is one of the more haz ardous industries to work in. 1 think it is certainly a sad state of affairs and when you look around, the only conclusion we can come to is the fact that management just doesn't seem interested. The principal reason for that perhaps is the fact that for every dollar that is paid out because of accidents of all kinds, only three cents is paid out because of the employee accidents. They are more interested in the other nincti-seven cents. I think two things have to be kept to gether and you undoubtedly would get better results from your public safety ac tivities if you fluid a little more attention to the employee's safety. MR. STARK (Milwaukee Electric Rail road Transportation): Thera was a ques tion raised in my mind yesterday. What is the difference between training and acci dent prevention? Personally, I don't know what the difference is, hi inn one of the greatest parts of our training program is accident prevention and when you try to separate the two, training for the job and accident prevention, I hardly tee how it can be done because if you train m the correct methods, all tbotc cnrreu methods are set tip first cm accident prevention for the man; for the company, and all con cerned, and as far as breaking it down into percentages of time taken for each ooc, we can't do it because the two axe so tied together that pm just can't separate them at all. We are talking safety all the time but we are talking about operation because oar operation is set up on the bub of the safest way to do the job. MR. HENDERSON (Cleveland): Mr. Palmer, are the older employees humiliated when asked to attend that refresher course ? MR PALMER: No, they arc not- As a matter of fact we started the refresher training course some seven or eight years ago. At the outset there was considerable doubt expressed among the older group. They went so far as to say that here we are 69 years ol<^ or 75, and we are being taken back to the little red school bouse for primary work. They showed some concern about it at the outset, tmt after the first two or three groups attended, they received it very well and open-mzndedly. As a matter of fact they now look forward to the program. In some cases they may look upon it as being a ample of days' rest, bat they actually inquire as to when we will start the retraining program. We have not had any trouble whatsoever since the outset. MR LAWRENCE TUCKER (Ceotgia Power Company, Atlanta): In changing over from street cars, we have had a lot of trouble from shaving of tires and com pletely destroying tires on the corves. I am just wondering if any of the gentlemen have had anything in their-training program along that line? Transit Section 305 MR. PALMER: Wt arc still able to *o aroimd on certain occasions and pick up a handful of rubber, in spite of all the efforts that we have made to prevent that sort of thing. I tfcSwk the only solution is to re move the hazard. If that can't be done, we pot the burden of responsibility on our staff instructors. They are the boys who stay on the vehicles and ride with these operators- As a matter of fact, we assign a given number of operator* to each in structor. He is responsible for that group of operators. Regardless of what the dif ficulty may be, be is the person to correct it. The course is closely followed and ob served fay the Superintendent of instruction, and through that medium we have been able to reduce the scoffing of tires along with many other such practices. MR HOUGHTON (National City Lines) : We conceived the idea of painting the outside of the tire white, on the curb side. Then every operator is responsible for sorbing that tire. That man who re lieves him should walk around and see whether the tire had been scuffed and re port it on his defect card. For awhile h caused the driver to get too far from the curb, but they gradually found their way up to the curb without scoffing the tires. MR PALMER: 1 faffed to add that right now we are toying with the idea of drawing sketches of various turning radi uses of the different types of vehicles and have these placed on the locations where we are having tires damaged. We hope to he able to incorporate that in our training program. We don't know how it will work, of course; but we have an engineer right now malting sketches of those bad locations. We intend to take moving pictures of the operations of such locations with the tboogbt of teaching the new operator how much area is required to turn at that par ticular location. Whether pr not it is going lo help 1 don't.know. MR TENGBLAD (Los Angeles): We have quite a complicated transfer structure which seems to be a bugaboo with students. I would kike to ask whether you give in struction oo fare structure and transfer structure early in the program or do you carry it oo later in the program? In other words, the operator comes in and he wants to operate; that is the most important thing with him, to complete the training. CoDect- iug fares and punching transfers is second ary but complicated and sometimes it dis courages them. MR STARK: When a man starts train ing. he wants to see what makes it run. Wc do not take up fares the first day. We doo'i take it up the second day. We take it up the day before he goes out on the road to practice because the simplest fare struc ture, to a new man, appears rather com plicated. Then you have to build up from something he already knows. Practically every' one has ridden oo a railroad train. You compare the fare structure with that You say, "Well, it costs so much to go here and so much to go there," and various thmgs of that kind. Try it on your paiticatar properties. Whatever it may be, the idea is to boild up on something the man knows about fares. Let him get interested in the job the first couple of days so that when he arrives at the point where he thinks. "By golly, I can handle it; I'm going to show them 1 can handle it," then you can start, in easy stages, to develop the idea of a fare system. I wouldn't give it to them all at ooc sitting. Give them a little bit at a time. MR C DOBELL (British Columbia) : I would tike to ask Mr. Kraft what he considers the minimum number of hours it cakes to satisfactorily train an employee, and further should there be any difference in the number of hours required for street car training as compared to trolley bus or motor bos? MR KRAFT: I would prefer to answer that six months from now. There are a great many variations in the length of time. Some, I know, are too short and some are perhaps too long. I would venture a gues$ that after we have done the work that we have in mind, we will come up with a training program of approximately eighteen days. MR DOBELL: You can't base that on the whole training period, can you? Doesn't it depend upon the area you have to cover? MR KRAFT: Writ, there is, let us say. one big variation in the teaming program. There are a number of lines a man has to be qualified on so that may add to it ap preciably, but I would not believe that you would cut it off much. From what I have studied already, an eighteen-day period 306 S4th SmUtmed Safety Congress, 1946 would do the job and do it wefl. If ytm had a lot of Goes tint would go on adl beyond that. MR. DOBELL: Wiatf would be joor idea of haste training? MR. KRAFT: My idea is doi it shoald be a minimum of three <hn m the opera tion of vehicles before the operator is pvt on a passenger carrying lac. and T am not so sure that it shouldn't be more than that. The more yoa devote to it, although it may be a more expensive type of training, Ac Setter results you are foog to get as the end. What that may mean hi days. I am not furti we don't want to commit oneselves to a program which we are storing to develop. Those are some of ibe Meat 1 have had from years of observation and discussion. DELEGATE; You said J per cent of the money paid oat wax to the injured em ployees. Is-that right? I would like to know what that is based on; if that it taking into coowkdtiM Ac entire cost of doctor WK etc.? MR. KRAFT: That figure is hud upon (be items (bar are normally charged to our so-called injuries and damage, which in- dudej wwVawi* oapaadot and medical expense*. DELEGATE*. 1 ashed 6m mtdoo be came in my iphus the caghgad injuries arc very i% wgkdaL If it won hoigfat to the aftrtwu d mnpnoe probably a great deaf me tamtam wouM be placed <m <hr iuifhij ies* isjsriu MR. C L HAMMONS (Safety Di imam. Seattle TmM Ca. Scntfe. Wash ington) : Wtb nhrisq to i gMpnnn, do any d Ac men tore bw Ae practice of uug ntotsA fearvkur minors on dwir right from earner d amton? That a* a yrrhlna which it hetoilng m jnt now. CHAIRMAN MEffREKS: Veh your WEDNESDAY AFTERNOON SESSION October 9, 1946 /'residing: J. P. Teerrox, \rKV-Pre. and Gen. M|rs fsafiiwiapnli* Railway % Traffic Engineering far Trautil Safety Director of Re Transportation T By J. STANNARD BAKER . Northweatesxi Un r. City of DMroiO Traffic engineering as it applies to transit operation has two phases: First, planning routes, schedules and equipment to give the most attractive service possible within existing ecooomie limitation, and, second, prevailing accidents. Only* the second is to be discussed here. Traffic engineering for transit safety is hooked into many other activities. It plays a part in planning routes, touches the Transportation Department in developing operating procedures, cooperates with the Claim Department in accumulating data on accidents, with the Mechanical Department in effecting improvement*,' and on tike out side engages in joint undertakings with the traffic police and mrmiojuU traffic engi neering organisations. Facilities for doing this sort of work must be strategically located oittiiu Ae n--it ingwiiurimi so as so pgrtM iondrset wifb the least friction and vant Hour tntir engineer ing dal A in ssauaSy depends ow pmon* ahtie* and phyical forAbet to Ae yartictiw ingmiiMwq AM tsanafc cnmpnme* do tour work of Am tend The nrganintioa's pmMus is thereine, mm of phtag and itiftn it a that it umy to a tone* fida! funrfiou carried as far as possible rather than a bpkuati activity whkh wastes money on safety As ices that do not pnwd accidents while overlooking changes which can, without cost, promote safety. It will pay any* company serving more than a million people to employ a full-time engineer foe such work if be can be properly integrated with Ae organization. Transit Section 307 Smaller companies should assign it ms a definite part-time job for somebody in Ae Safety or Engineering Departmalts. It may Police departments often luve accident reports filed by locations. Often they may be useful but they arc incoavauent to be combined either with general traffic planning work or wiA safety work on equipment The latter, particularly, in look up aad, if only Ae more serious ones are reported, they usually include less than one transit accident in four. volves quite ywiyw steps and Ae same Spot maps, while interesting, help little kind of use of accident records. in specific problems end may be mislead The place of traffic engineering in a ing by Ae emphasis they give to the loca transit- safety program must not be exag tions where traffic is heaviest. gerated. In rail operations other than <n There are three methods of keeping subways or on elevated structures, and m accident records which serve transit pur all bus operations more than three-quarters poses satisfactorily. of all accRknls can be prevented exclu sively, or at least most easily, by improve ment in the quality of work done by some or all of the motormen and drivers. Hence, the development of a traffic engineering program for safety work should not be given preference over the development of a human engineering piugiam for Ae same purpose. 1. Filing Ac accident report or a syn opsis of it by location. If the original reports are used such files are bulky although Ae cost of setting them up is small. The reports may be lost or misfiled. Unless the original form it especially designed for Ae purpose, studying location experience from them is slow and tedious. There are four main conditions which 2. Posting on a card for each location mil for traffic engineering studies or in the essential facts about the accidents vestigations as the basis of making de which occur these. The posting is cisions about safety matters. slow but can be dooe by low priced . I. Complaints of hazards. 2. Suggestion* for safety measure*. 1 Planning changes in routes. 4. Review of accident experience. These are listed in Ae order of the ur gency they nsoaUy present, although the last, which b an engineering investigation in its own right, is likely to be the .most fruitful in achieving reduction in the num ber of accidents. Regardless of which channel produces Ae demand for it, a traffic safety investigation,, if it is to qualify as an engineering under taking. requires a factual approach. The mucrixls for such an attack on the prob lem are usually easy lo gather together with Ac exception of reliable data on past accident experience. To begin with, there* fore, Ae methods of making accident ex perience accessible for traffic engineering work will to considered. The mam requirement for Ais purpose is that we to able to find out easily just how many and what kind of accidents occurred during the least Ac past year at any ghrwn location. If such data are not available at a cost of a few hours of care ful work, most of Ae solutions to the common problems will be guesswork and not engineering. clerks. The files arc very compact and in most cases the information can be found and reviewed in a few minutes. 3. Tabulating cards punched or notched wiA location codes and other data for mechanically sorting out the in formation as needed. Two systems are available: L8.ML or JLR. punched cards or Ac Key Sort notched cards. The former is rarely practical unless equipment is available where used for other purposes, or where the volume approaches a thousand accidents a month, or the number of special studies to be made is several per week. The latter is practical on a smaller scale but requires a very large and relatively expensive card unless Ae amount of data is very greatly limited. Which of Aese Aree is most suitable in any case depends on other uses to be made of the accident data, Ae number of the acudc&t reports to be processed, and Ae extent to which engineering penoonel is available to make use of it. All three methods, however, require an indexing or coding system of locations which is Ae key to Ae whole system. 408 34th National Safety Congress, 1046 While the method* currently recommend for location files in police departments and arbitrary location numbering bom a street map will work, they are cltansy for tran sit operations which lend themselves easily to refinement which, without appreciable extra cost, will greatly speed and simplfy the review of accidents by location and by certain groups of locations. With the inter section of streets, as the primary basis of location, this refinement departs from cruder methods by treating separately each direction of travel, thus recognizing the tact that the safety problem of a transit vehicle approaching Main and Fifth, for example, from the north may be quite different from that of one coming in from the east or south. In arranging files or codes, preference can also be given to a lew of the main streets. Doing so will speed the filing and coding because so many of the accidents fall on such heavily traveled highways and it will also' simplify studying the accidents on them. Carrying this refinement to the point of filing by line is not practical, particularly where several lines use the same streets, because the com plete accident experience at any point is accumulated only by studying- the record of each tine which passes that location. Treating locations oo a directional basis implies that when two transit vehicles col lide, the location experience for each be separately posted or coded even though both vehicles are moving in the same di rection. This means that the transit vehicle involved and 0ot the accident itself is the unit of record keeping. An example of such a system is one developed for Detroit although not v fully in use there. Five "*", radial arteries. Woodward, Grand River. Gratiot. Jefferson and Michigan and one important circumferential thoroughfare, Grand Boule vard, receive filing and coding preference in that order. New clerks quickly memorize this many, but a few more would make quick memorizing difficult. Numbered streets follow in numerical order. That is easy to' remember. All other street^ come in alphabetical sequence. Code numbers arc assigned to all such streets in the official list, even though many such will never be used, to accommodate new lines, special trips, detours and similar changes. Cards for posting or individual reports are filed or the coding fields are arranged in this order: 1st--Street on which the transit vchide was tjaveling at the time of the accident. If the vehicle was turning - from one street to another, the street on which it approached the intersection U used. 2nd--Nearest intersecting street. 3rd--Direction of travel on the first street. Thus arranged, it is easy to lay lands on the accidents at any intersection (and they are already divided by direction of travel), on any street or on any lhaa. If a posting or tabulating card is used instead of a complete report, the fotlowuig are the mmhniim data which must be provided. These facts will be sidScieut for about three quarters of the studies made. WHERE WHEN HOW WHICH (Street transit vehicle is on Nearest cross street Dirmtioa of travel Direction from intersection: @ N, S. E, W Distance from it in hundreds of feet f Date | Time of Day Class of vehicle: streetcar, coach Type: traffic, passenger, incident (First Group Second Group Third Group Idcnfication of original report Transit Section 309 Tlie code of classification of type and cir cumstances of accidents is important for the quick and accurate review of `selected dat?. but details of such classifications are a little beyond the scope of this discussion. If space on the card and the clerical -`help for recording are available, some or all of the following data, which are listed roughly in the order of their usefulness, may be added. a. The severity of accidents: damages and injuries b. Cost of accidents: churns, compensa tions, repairs c Brief description of occurence d. Violation* by our operator: lights, etc. e. Violations by others: drunkenness,. speed, etc. l. Road condition: slippery, defect, etc. g. Weather conditions, light b. Functioning of traffic control i. Equipment number or exact type j. Operators: number, experience Methods of Procedure With lh< Mt'nto data, street maps, run schedules, and other facts available, the traffic engineer is prepared to handle most comptainu and suggestions. Each of these is,. of course, a special problem, but the steps to its rohuioM usually follow a pat tern. 1. Find out whol the accident experi ence hat firm. How many of the penman qpo have happmrd at the place under consideration? This gives an idea of the importance of the problem. Many complaints turn out to be matters of annoyance rather than hazards and should be kindled as such. The severity and cost of acci dents may be considered in tfass cub- ueetion. 2. Consider the situation at the location. Study the Map: that taaj be swftrient Go out and look at the place or have omebedy do so and report on iL Pre puce a sketch or diagram if the most be explained to ether*. X 3^; Jha proposal or devise one or mu mwdus Discuss the praetkahOq at these with the Transporta tion Deportments, Police Department, UModfd traffic engineer, public util ities, or other* who may be involved. Estimate what part of the accident* will be by the proposed change. Reach an agreement with others as to the desirability of it 4. Estimate cost of the change. Will the savings in acadmts warrant the ex pense? 5. Prepare a formal recommendation. Get the necessary approval and ap propriation. Issue instructions and specifications necessary to have the change made. fi. Follow-up inspection to see that the change it made as planned or that instructions are being carried out. 7. Check the accident experience a year later to find out whether the expected results were accomplished. Many suggestions and complaints arc about hazards which involve transit opera tions but do not contribute to traffic acci dents. For example, pedestrians running from standing coaches to be struck by automobiles, collisions of automobiles with streetcar loading zones. Transit accident experience will be of no hdp in such cases, but cooperation with traffic authorities is essential. Such co operation, even if it entails some expense or trouble, will usually pay off by recip rocal assistance in other ways, such as improved enforcement of parking regula tions at bus Stops or adjustments in signal timing to aoouamodatc transit operations. In handling route and other similar changes the traffic engineer studies the proposal and, in. the light of expenoice on fines, considers what would happen on the new route, where danger points will be. what could be ihm to minimize the linardi For Crossing throegh streets at unsignalixed intersec tions is u> be avoided; left turns from arterial highways are a risk; loading points which encourage alighting passengers to nut in front of vehicles or across heavy' traffic, to "q*" connections or to reach places of business or pleasure, are risky. Plans for route changes should be ap proved by or at least discussed with, the traffic engineer before they arc made. Look ing at them from the safety angle he can often suggestions which will avoid later difficulties. The municipal traffic cn- 310 34th National Safety Congreu, 1946 ginccr should also be included in such discussions. Investigations initiated by the traffic en gineer to bring to light situations which might possibly be remedied are, unfortu nately, usually neglected because matters proposed' by others seem to have greater urgency even though of trifling impor tance. When they are made, such studies ordinarily begin by pulling out the records for the locations with the most accidents in the past year or two years. Each of these is then examined for repetition of the s..ne type of accident, collision diagran are drawn if they seem to be nec essary, and methods are considered for dealing with such repetition as in the case of complaints or suggestions. One must take care not to fait into the easy habit of issuing bulletins to operators to be more careful at high-acrident-locatioos. If you cannot be specific about pn operating practice which will definitely pre vent one type of accident at a certain point, do not issue operating instructions. Re member that the high accident intersection is not necessarily more dangerous than others. It may have more accidents merdy because more transit vehicles and other traffic use it In general, the collision haz ard to transit vehicles at aqy intersection varies approximately as the product of the number of transit vehicles entering it and the number of other vehicles entering it Hence calling operators* attcathm to a high accident location where the risk of an accident. each time be enters it may he much less than at some other point with ' fewer total accidents, disarms him psycho logically at the other points. A true relative evaluation of hazards can only be obtained by dividing the number of accidents per year by the number of transit vehicles entering the location in the same period, preferably considering both the accidents and the number of vehicles entering from a single direction. On the basis of such rating it is possible to point out to opera tors the most hazardous locations with reasonable expectations of securing some results at these points. Example* A few specific examples from experience in Detroit will serve to illustrate these pro cedures. Simple solution of specific hasords at a definite location involving only bus opera tion. Two main streets, Gratiot and Vernor, intersect obliquely but Veraor leaves Gratiot two blocks away from where it caters, Veraor traffic merging with, that on Gratiot for this distance. Gratiot bus driv ers complain that passengers signalling for a stop at Orleans, which is between entering and leaving Veraor, force them to weave quickly through this merging traffic. Rec ords show unusually numerous samedirection collisions. Observations confirm drivers' contention. Recommendations made that stop be slopped at Orleans. Cost: Signs at discontinued stops directing per sons to board marhfs a block away and a few gripes from the small number of people using the stop (easily silenced by explanation of the rcasoo). Results: Acci dents reduced and schedules cased. Cooperative problem of traffic accidents not involving transit operations. Collision diagram of signalised, diagonal, intersec tions with, street-car loading zoom show numerous collisions between vehicles going through parallel to the tracks with those crossing from their left. Study and ob servations show that when cars wait on signal at diagonal cross-walks the cue on the left obscures the view to the left of cars waiting on Ac right of it The latter start across without bring able to see a car coming through on the cross street yellow. The remedy is to put cross-walks and stop lines on the right half of the street at right angles to the curb. This means moving the streetcar safety zones bade about 2$ feet. The main problem is one of who pays for the moving. Streetcar operation is neither benefited nor hindered tty the change. A joint project of mutual benefit ap pearing from review of records. An unsignalized intersection bad an unusually high number of right-angle, vehicle-street car collisions for the amount of traffic. It looked as though motormen were hitting a blind corner too fast, but' further study showed four out of five had stopped for passengers before accidents and observa tions indicated unusually cautious approach by. the. men who all recognized this as a risky spot. Further study showed that traffic Mgmifc on erbss streets a block away in each direction were timed so that groups Transit Section 311 of. vehicles from feft had just cleared the intersection when groups from the right started to pass by thus leaving small gaps for crossing streetcars. Signaluatioa also encouraged speed on the cross streets to make both signals on the green. To avoid being held up indefinitely, motormen had to risk the use of barely adequate gaps in traffic, but, starting from a standstill took much more time to clear than anticipated by hurry-up drivers on tbe cross streets who, therefore, hit the cars back of tbe center if the car tried to make it through ahead of tbe auto or ahead of the center if the car stopped. The situation could be damage. Some of these definitely would not have been prevented by the signal. Damage claims cost about $5S0, repairs of $400 and compensation of $40 for a total of $1000 per damage accidents. Assuming conservatively that two or three accidents could be prevented, that is, about five per year, a saving of $5000 per year would be only $4000 more than the maintenance cost which would mean that the investment would not be written off in more than 40 years, by which time the equipment would have, worn out and many of the lines would have been abandoned. Obvi ously this was do profitable undertaking. remedied most easily by the dty, immedi However, one switch bad been run four ately and partially by some speed enforce times in a year, three times resulting in ment at that point and later but more collisions which cost a total of more than effectively by retiming traffic signals at the $800 for a period. Observation of opera adjacent intersections to give a better gap ` tors here indicated that a signal might or, if necessary, by signalizing the inter prevent at least some of these accidents. section even though on an accident rather Even if it prevented only one a year, it than a traffic violation warrant. Retiming . would pay off in a few years. This one would be relatively inexpensive. Continued signal is being installed and its result on enforcement or new signals would cost the accident experience at this point will more, but the latter would pay off it) about be watched. four years if half of the accidents were Conclusion reduced. A systemwide problem in economics. A costly collision between two streetcars, one of which had run an open switch, brought the. suggestion from an important quarter that signal tights be installed on all switches to show their position. Such a signal, with dual flashing blue lights over bad cototiM from a box in the pave ment. mM cost an estimated $230 for aattriah and an additional $325'for instal- tarimi To egmp the 227 facing switch peats on the system would cost nearly There is no magic to traffic engineering in transit safety. It is merely a matter ot arranging for the facts to be reasonably easy to assemble, tackling the problem . jointly with others involved rather than passing it around from department to de partment. using the good common sense of everybody interested and not being dis couraged if reasonably neat remedies can not be found for more than half the sore spots which come to light from one quar ter or another. Numerous additional examples of this flSSjW with an animal maintenance of at kind of work have been accumulated in least SMH per year. A stody of accidents showed about right off tins type per year resulting in the report of the Committee on Transit Operations of the Institute of Traffic En gineers in October, 1946. 312 34lh National Safety Confrett, 1946 Effective Devices and Engineering of Equipment to Provide Safer Transit Operation Discussion Leader: Railway Co. (Panel Diacoaskm) E. F. Mcbrcxs, Dir. of Safety, Omaha and Comal Street Participants: M. G. Boixocx, Safety St Looit Public Service Co. . j. Kxeh, Dir., Accident Prevention Dept., Philadelphia Co. L. G. ANDOtsor. Supt of Shops, Chi cago Surface Lines: Ralph Jamcs, Regional Mgr., National City Lines. MR. BULLOCK: Equipment design is important because we are dealing with the human factor. We are going to have care less people who are going to have accidents, so 1 am a believer in eliminating all pos sible hazards. I am also a believer in pool ing our thoughts and experience. T am optimistic because I believe this way: What little that I can inject into this meeting is negligible compared to what I expect to get out of it, because we have knowledge here. We tried a few things, that I pick out at random to project discussion here. Wc had single toggle, switches for the center door, one for the front section and one for the rear section of that center door, and the Safety Operator said, *Why don't you fel lows tic those two together?" We found that one enterprising men was selling a gadget for these toggle switches for 75 cents apiece, hod, believe it or not, the operators, were buying them. It operates both doors at the same time. The Maintenance Department studied those toggle switches and pot both door controls on to one and put a | spring ex tension on to that one single toggle switciu Now the operator cut fed along that con trol panel, look into the mirror and watch the alighting passenger without --bbf? Ms eyes off of liim. He can do it by sense of touch. We had a lot of compliments from the operators. The next item is headlights. We had HO Mack buses, back about a year and a half ago. They weren't too old hut they had old style headlights on them. The buses cnroute through the more dimly lighted areas were passing up passengers because the operators couldn't see the people who wanted to board tbc buses. Scaled beam headlights were installed. It took a lot of work, but it paid off. One of the operators cue w to us and asked, "Why don't you paint a ydtow hue about 18 inches from the street cur none parallel to the trade? The object be ing as a clearance line for the vehicle?" I had occasion to observe that the other day. 1 stood in one of those areas there over looking the track and the gadget works. The people do stand the yaDou he such that the operator then 2ms a better opportunity to move his vehicle down through tf crowd. It is a simple thing bat it works. Wc have mirrors over the front doors in sopw of our buses. They were installed on the equipment whet bought The operators liked the idea and asked why we didn't put them on all bus equipment. Wc made a survey of mirrors on PCC cars and didn't prove a thing to the best of our knowledge. Possibly the reason is that people Mock out the vision bi that minor, or that it is right over the step. Consequently, it is uarlgss to the driver. We believe firmly in the comfort of the operator and in anything that vriZI reduce fatigue and at the same time reduce acci dents. We bought fifty buses about a year ago that had scats that were inform; therefore, lacked adjustments, bat it was the oofy type of seat available at tbc lime. They created so much comment; so much antagonism among the operators that re cently we were able to get the better type of seats which have full adjustments so the operators can adjust the seats as needed. Heaters for the operators were altered. Particularly on some of car street cars wc had the old type heater. They were altered to create better conditions and move com fort. Some of them were moved so it wouldn't be too hot for the operator. Ventilation on the PCC cars has been improved. Immediately over the windshield a sliding gadget du attached so the air Transit Section 313 could too** up over there. Tbc PCC cars were terribly bot in the summer time. Another question is, "Wbat is the safest door?" There should be a lot of comment oo that. We have been advised that the pusboot door is the best. Down Sooth they think a lot of this type and have very good records to substantiate their opinion; but as a matter of fact there are a lot of people who think the treadle door is the best. I would tike to see some facts that you am show and then you can show them what it means in dollars and cents, Mr. Kraft and Mr. Royster showed a film sometime hack reflecting the alighting habits of women, and as I recall it demon strated that women invariably carry pack ages in the left band and use the right band, to hang to guard rails as they alight. You still see equipment designed so that they are supposed to use tike left hand on the guard nit In other words, it seems to me the manufacturers are still trying to insist that passengers alight the way wc would tike to have them alight. Let's design the equipment for the way the passengers do afighL Ninety per cent of the boarding and alighting accidents involve women, so I think this item needs attention. We recently made a survey of tbc bright of the steps of our bases. As I recall off hand, tbc bright* ranged from 11 inches to 18 inches from the pavement to the first step. That represents a lot of equipment and a variety of equipment, bat recently we had to take 108 base* that measured WH mebes from the pavement to the top step. Our arrirtmf ntords reflect this onfortu- Many boss are so designed that during peak loadnm conditions, where yaw get a lot of people m the bos, the operator has a slim donee to see to the right. The right wmdshtcld is blocked m spite of the yellow line. It eras almo1 :~ipossible in Si Loins, to get than to e behind the line, ft seems to me the design of the equipment in the first place should be corrected. I understand that the ATA has a Com mittee oo Equipment Design. 1 understand it is doing some good work, but I think that it is about time that management gets busy and hades ip this committee and tells them they want results and that tbey are in terested. People develop riding habits and variety of equipment design breeds accidents. Let's try to standardize. If we have a lot of various bus manufacturers, every one lias bis own ideas and thoughts but let's try to standardize if il is at ail possible. With much new equipment coming up in tbc future, the study of equipment design should be a "must." In St Louis, there are 400 or 500 buses on order. We want to get these things corrected now, because this equipment will be with us for a long time. Let's get together; let's compare notes. What is the safest way; the best design; I present design can be improved and will result in the prevention of many ac cidents. MR. KREH: I think the real purpose of this discussion is to direct more attention toward the value of engineering in our safety promotion work. I happened to have had the same experience as Mr. Mchrcns. 1 spent about twenty years in claims work myself and during those twenty years 1 ran across many instances which made it very evident to me that the transit industry ap parently did not pay a great deal of atten tion to vehicle or equipment design from the standpoint of safety. 1 know I paid a lot of claims solely because of inferior design. It is my hope that if we go out of here this afternoon with an idea--that"we can do something about improving design Of equipment that we will make a great step forward in oar program. When we bought oar first 300 new PCC cars, we thought we had the step treads, the step risers, step heights, grab handles, lodes and everything just about the way wc wanted them. The cars came on the property and they made a very splendid record of performance. Our alighting acci dent rate was reduced tremendously over the old conventional type of or. When opened, the edge of the door was flush with the edge of the side of the car. Somebody got the idea we coold put those doors out three indies further so that the rubber which was three inches wide would extend' beyoud the door edge and produce a kind of a whisker, so that when they auue op to an lotwnobflc, they simply opened the door and if the rubber cleared the automobile the operator would know that he had proper clearance. That seemed tike a good idea. The 314 34th National Safety Congress, 1946 height of the steps was not disturbed; the grab handles were not disturbed; everything' was the same excepting the doors were moved out three inches. It wasn't engineered; we went along and accepted it and the next 100 cars were with doors extending out three inches. What hap pened? The alighting accident rate doubled on those cars. Everything else was the same. We still have those 100 cars. We inves tigated those cars and found we all be have about the same way as people going down steps. la going down the steps people were looking for the edge of the step as a sort of a guide. They were using the door edge as a guide to where the step edge was, and as a arosquotce, overstepped the edge of the lower step and caught the heel of the foot forward and consequently felL This job of design, it seems to me is a very important one. I have seen buses where vc bad door operating levers run back so that when the operator opened the door he would ram the lever Into the shinbones of a passenger sitting in the first seat. I have seen hoses with step heights of 18 inches and sloping step treads. 1 have seen buses with step treads 14 inches wide. Well, is it any sender wc have people fall? I have seen steps so high that old women get up on one knee and crawl up on their hands and knees to get up on those buses. When they had the old conventional type cars years ago on our property we made a study to find out why we were having so many alighting accidents. In order to make that study, we actually went out with a slow motion picture camera to* study the behavior of people to find out whether grab handles were located on the. doors properly. Through the slow motion pictures, we quickly learned that the grab handles were too low. You could see the band feel ing for something but no grab handle .was there. It was down too far. That grab handle was put on there by some mainte nance equipmoit man and he probably said, "This is a good place to put it." He put it there with no real appreciation as to wheth er or not it should be put there. On the old time cars we have air brakes. We have a fuse which is connected to the circuit which operates the motor driving the pump. Sometimes that fuse blow's. As a result there is no air and the operator applies the brakes, has no air and a col lision results. Why don't we have a warning signal tn addition to the air gage? Per haps the equipment man will say, "The air gage is adequate, why shouldn't you look at the air gage?" Can wc expect a man to be constantly on the alert all the time watch ing his air gage? Why shouldn't we have a signal. H his air gage fails, there is an audible signal m addition to a visual signal. I remember on our old type cars we had a cabinet right above the operator. The door is binged and it swings out. At night time when the car is put in the bam you pull the switch. Many times the operator would get on his car in the morning and whenever be took his car oat, if be was absent-minded he would forget to put in the pump. As a result he would get out on the road without any air. Wc pui an inch square block on the inside of titc door so he anikbi't dose the door un less he had his pump switch in. In other words, if he started out with the pump switch out, the door was swinging on the hinges and would tap him on the head and let him know be didn't have any air, so that solved the problem. Mel Bollock mentioned something about door operating levels on the PCC cars. You have a panel with a lot of buttons which the operator pushes. In order to prevent becoming confused, our operators took an elongated piece of rubber to mark that particular door. Why shouldn't ' . design ing engineer have solved that problem? I recall, referring again to poor design of cars we had years ago--they had an atr whistle connected with the air tank which operated the brakes. If the whistle blew too long there was no air for brakes. That was another problem for the engineer to solve, which should have been thought of when the car was designed. There are other things that 1 might mention in these old conventional type cars. For example, years ago we had cars made with strip flooring with drops ahqpt half an inch deep and a half an inch across. They were wide. I suppose it was meant to prevent slipping on Uie floor. We had the floors with trap''door handles in them. Transit Section 315 In my old claim days, 1 remember paying true, but he still has the power reverse claims because of projecting trap door control and he can stop the car. If he does handles, and people tripping down ramps not have power, he merely reverses the and falling. Those cars were designed by controller. That has improved the brakes an engineer years ago and perhaps he had we feel, on old design cars. On new equip no idea of the cause of accidents. Per ment, we are putting stress on increasing haps if he had known the accident produc the length of the dynamic brake on our ing factor of these floors and also these PCC cars and trolley buses. You can bring ramps we would have had the level floor it down to about a mile and a half per and the non-slip iowikc years and years hour. The main safety advantage of an ago. Many, muj dollars undoubtedly have electric brake is that should your rail con been spent by the transit industry solely as ditions or road conditions become slippery a result of poor design of floors. and your wheel slides your electric brake I want to leave this thought with you. If every one of ns would really study this problem and ready try to find out wherein poor design of equipment is playing a part in our acrident causes we conld help those who are now charged with the developing . of vehicles of safe design. I think we know works, but you use the motor as a genera tor and as sooo as your wheel slides the breaking force is off and your wheel will immediately take hold and start turning again and your braking force is immediate, automatically, which we feel is a very good advantage over the electric brake. loo little about it. 1 don't think any one The next item is doors and step-wells, property knows the answer. I don't think among the principal causes of alighting any one person knows the answer, but it accidents. Keep your step edge rough so will be through the cooperation of every that it will not be slippery and feet will one of us in contributing ideas; throwing not slip from the edge. Keep the step-wci! our experiences into the pot, so that the noa-ddd We are using a vulcanized step- designing engineers now on the job really tread on practically all properties now They can come up some day with a safe vehicle. have vertical fibers and remain non-skid in MR- MEHRENS: 1 am happy to present . wet or dry weather. We feel it gives us a Mr. L. G. Andersen, Superintendent of good tread. Shops of the Chicago Surface Lines. That leads me to floors. The rule of MR. ANDERSEN: I have outlined the various devices that we m the maintenance field fed are effective for safety on cars and all types of equipment. The first item is brakes. We will spare no pains hi improving our brakes. Some one in our company years back had great fear of a brake rod breaking on a street car. If a Wake rod was broken there was no safety device. He developed a safely ' maintenance on floors, of course, is to keep ' the worn spots repaired. We also want a floor that will remain non-skid, wet or dry. There are several types of floors that do that. The floors that we are using in most of the new equipment is a flooring com posed of rubber with fibers. As the floor material wears down you still have short pieces of fiber which give you a non-skid surface. It is non-skid, wet or dry. The main disadvantage of rubber is that it be hangs i acar the floating levers on the car. comes very slippery when wet, unless it has SftmR a beaks tod break then there would be brakes om the remaining truck. This, fiber or something in it. was l drvvu. that apparently was accepted Another item on accidents in cats is ilfcut aaadk Mitigsllnn We investigated stanchions. We had a rather interesting it uwsdy and wo fond oat that this de experiment on one of the properties. We vice which pvaamj you in case of a brake required 80 cars to be equipped, 40 cars rod Wtoti which is a very rare occurrence, with stanchions. The other 40 cars had wan ala* 4tap^ an it didn't provide suf- a very few stanchioos in them. The cost of fidtW tr--si f levers to allow yon one equipping 40 cars was a $1,000 in round faff dag's aperaman. Seventy-five per cent figures. After a year's operation they of the evs wave agenting with half brakes. examined the results of accidents on the Wc awb vmaaaud tin device altogether. two types of cars and found that the cars Xee. U tie bah sad breaks, which I say with the stanchions will save their cost in a my tike apemaor has no air brakes. reduction of accidents in one year. Our 316 34th National Safety Congress, 1946 new cars have stanchions on every other seat We fed they are very fipt equipment The manufacturer never makes it right, 'and we are here this afternoon, We didn't want to paint the first order apparently with the thought of making of our PCC cars the sane color. as the some recommendations to the manufac old red and cream design. Wc felt wc turers. Let's give the manufacturers the should identify the old equipment We benefit of all experience before they make selected a color scheme which was unob the bus the wrong way. It is easy enough trusive. It was a cream top and a grey to sit on the sidelines and after the job is bonom. If you are in maintenance work accomplished to find fault with it. I ask you can see why that is a good color you gentlemen, what are you doing directly scheme. It is easy to maintain and grey to inform the manufacturer, and Help him doesn't show the dirt and it doesn't show design bases that you are going to like dents or other defects as bad as a brighter when you get then? color. These cars, in order to give clear ance on curves were slightly tapered front and rear, before and after the trucks We found wc had an excessive number of side scrapes on these tracks. They would start past a car and find too late they didn't have enough room. We had that probtau before, so we decided to try a system of painting horizontal stripes through the grey to accentuate the width of the car. They nu half way to the back of the ar, to give the car a wider appearance. We found the number of sideswipe accidents oo those We are here under the auspices of the Safety Council. Why don't wc get together and get something going? Tell the manu facturer what you want. How does he know if yon dent tell him? I happened to have -been an equipment salesman for a number of years and sold a number of buses and 1 never found a case where one was de livered but what something was radically wrong which might have been corrected if they bad known. They make every attempt, I am sure to design the equipment to be as safe as possible. cars were reduced considerably because it showed the actual width. On the new cars we are adopting this - idea: Instead' of having the grey lower part of the car, which is a good mainte nance color, from an accident standpoint it blends in too much with the background. You don't see the car's width qukkiy enough. On the new cars we have adopted a scheme of light green colors oo the lower part AU of ns have old pieces of equipment chat we would replace If wc could get new equipment Instead of spending our time talking about some of this equipment that should have been out of ctroulatioo over three years ago,' why don't we deal with the new equipment that has come out in the past year and think about the equipment that is going to be produced in the next year'and formulate some definite ideas here which gives, the approaching vehicle an idea of the width of that car, and we hope to accomplish the same purpose there that we have with the stripes on the grey. There is one point I neglected to mention oo the step-wells. Our PCC cars have doors which fold in. We were having about seven accidents a week by people getting their feet caught behind that door. The Safety Department designed a guard that would prevent a person from placing hip foot behind the door and overcame that source of accident on standardisation. This idea of kicking it around among ourselves without getting to the source of the trouble doesn't get any of ns any place, and I strongly recommend that a committee be appointed to investigate these conditions of which wc are hearing so flinch and formulate some definite ideas as to how high should the step be? Somebody says 11 inches; some my 14 and sometimes 15. Can we all decide collectively on how high the step should he; how wide the treads and where the grab rail should be; on the MR. MEHRENS; Thknk you Mr. An right or left? Can we decide whether the dersen. Next panel member is Mr. Ralph mirror should be over the door, under the James, Regional Manager, National City door, in front of the door? Lines. MR. JAMES: I have yet to find the man in transit who doesn't think he is an engineer who is going to redesign the Let's find out what we want and then tell them. We don't have to wait until our purchasing agents gojn them and tel) them that is what we want If we tell them be- Transit Section 317 forte the cququnnu is built they will be ' very appreeririve tod very thankful for any concrete ideas we can present to them. Homan nature doesn't act the same every place. When yen go to Pontiac, Michigan, o< perating companies use right band rear <view mirrors or oo die outside right quar iter, and if so, we would like to know what real advantage there is in preventing acci dents and perhaps some idea of size and they wam a mirror oo the left side at a certain bright amd a certain site Then go to Canton. Olaq and they say `You're crazy. I want is over here and tip there." It is ail a matter of how they start out m this shape. MR. ICR EH: We tried them on busc* and we also tried them on street cars but we can't keep them on so we don't have them now. They were knocked oil. That is business. I hefieve that there is a great deal that all I can tell yon about them. MR. JAMES: Wc received some equip you gentlemen could do towards setting op ment with right hand mirrors but they some definite "rules." Definite standardiza were taken off. There was no complaint tion of the height of the step; the bright from the operators, because as my friend of die second step; the depth of the sup mentioned, if you don't take them off they and all of these dungs that are causing you seem to get knocked off. so moth unable and causing so many acci MR- HAMMONS: They don't have a dents. 1 might mention a print in this, gieat deal of advantage? trotter of itertioM and grab rails. Wc MR- JAMES: Apparently not have a number of Ford bases m operation MR- BAKER (Detroit Street Railway) : in some of the mlkt towns. We can't get All the buses m Detroit now have outside the people to go to the rear of the coach right hand mirrors. We tried to take them because there isn't a grab rail np at the off some of them and the operators kicked. top. If for no other reason at alt, we want They look back to see whether the person to pack a few more in to get a few more is cleared and (bat is a considerable help nickris. We are not thinking of safety; we in getting away from this packed crowd in are going to put a grab rail in so they the front. Yon can't see around the right. will move beck so we can get a few more nickels h the front door. Of course, 1 am We found they were being placed too low. About 20 per cent or 25 per cent of our a great believer that the closer you pack pedestrian accidents involved being struck them, the less chance they have of falling by buses pulling into loading zones. The after they get into the bus. newer busies have them on. They are mir 1 do dunk that there is a great deal rors about tune inches across. On an over that can ad should be done by this all average we do have some benefit from group. If you develop any definite ideas, them. I couldn't reduce that to figures, yon iboald. fay all means, take them to the because my figures weren't that good yet manufacturer as recommendations of the However, the men Insist upon them and National Safely Council, not as an indi there hasn't been too much trouble with vidual here, there or elsewhere. Let us decide among onrsrives. We should come to a drown, We will have many differ- tnCri of opinion. but let Che majority nde and decide what should be the pattern that they shorikl work toward. I am quite ewnsted that yon will find the manu facturers w3l give you good cooperation. having them knocked off. Some of them do come off, of course. MR. SPRINGSTON (St Louis Public Service): We tried those for about three years, but we had so much trouble with them getting knocked off that we had to give up the idea. Wc do not use them on There arc things that the operating de partment and the maintenance department would Eke to do to help manufacture safe equipment. There U a Emit to what we can do. 1 earnestly recommend that youi follow a pattern is trying to develop some definite MR. C U HAMMONS (Seattle Transitt buses. MR. TENGBLAD (Los Angeles): 1 have been experimenting with outside mir rors on PCC cara for about five months. The cars came equipped with mirrors over die door, but that was no good because when your ar was loaded, when the operotor needed visibility, he couldn't see the Co.) : I would like to repeat my questioni of yesterday afternoon as to whether the: tnirror. The only possible place that I can see' where a mirror will do any good is 318 34th National Safety Congress, 2946 if the operator could see it through tbc windshield. We have been experimenting with a mirror on the front comer on the outside. That brings up one point along with Mr. Bullock's question and that is, the people continue to crowd to the front aid. First of all, w< have to get the front end clear. There should be a grab bar coming into the coach or street car. It is the inclina tion of manufacturers to have the tor MR. JAMES: This gentleman from De troit knows the Ford has the bar right across the front from the door. When you get into a town like Saginaw, the boys want to lean on the bar, and I have been trying to figure out a way to take the bar out. Now who is right? MR. TENGBLAD : It depends upon how you put the bar up and the height of the bar. pitched toward the windshield to get a few MR. JAMES; There arc various heights. more people in that front comer. The bar should dcBnitely come straight in. That is, from a line from the front corner of the door--the front door to the fare box so as to leave that little area open so that MR. TENGBLAD: We definitely elimi nated that jamming up in front end. MR. JAMES: I have seriously consid ered eliminating drat. the operator can see some of the right side of the car. Definitely, tbc operator needs a mirror on that side, However, 1 hav^t't seen any one yet who has an answer for it. 1 am baring the same problem of trying the mirror in the front corner through the windshield. As yet. 1 don't have an answer to it. At the present, we bare a Jong mirror that we arc just trying oat on one car. bat again we have the saw argument that Ralph put up awhde ago. One thing I have found oat though, MR. SNYDER (Oklahoma City) : We have partially solved the problem but not completely. The bar again--il caves in against the windshield and completely cov ers it up. We felt at was absolutely nec essary to keep *Q area upon there so that the driver can ace oat of the right wind shield. We test for tunnel blindness. bat in a bus sometimes tbe driver was rendered bfiod oo tbe right side by this crowd. we fastented a chain to a stanchion di rectly behind t*e operator, and when they started piling in, be snapped the chain. He whatever kind of mirror you put in there watch it because if it is too bard for the operator to see, it is going to take him snapped it through a book or a ring on the stanchion right by the windshield where the bar comes soma and down. It is too long to focus, and be is going to ran strong and people crowded against it. We into fatigue. never had a break cm it yet. and it kept We tried a convex mirror. Well, that diMorted everything. We tried it with the them `away from the front corner of the windshield. idea he could see tbc doors as well as the rear end of his ear to see wether he had clearance or not. As yet, we don't have the answer to it bat I definitely don't believe there is any advantage in having that mirror as it came on the PCC cars right over the doors and because we have a crowd we need to see out tbc right hand side. The operator can't see because the crowd is there. I believe there are two things we will have to fight for and which I would rec ommend for standard!ration. One is that the bar coming into the front end of the car or coach would lie such that it keeps the people back and prevents than from getting into the wmdshidd. If we can de velop a mirror that we csa'sec through thh windshield with, it will help a great deal. I wish to add we tried the right hand mirror on tbe outside and it has not met with too modi success. Tbe only advan tage it was to the operator was to see if the rear door was dosed. MR. GALE (Beloit Bos Company): I might say on this question of knocking off the right hand mirrors that we did have that experience of knocking them off on poles too close to the bus stops. Our maintenance man came up with an idea that might be of benefit to some others. He installed a screen door spring on the uomt that die mirror is on and also designed tbe mount for the mirror and made a goose neck to it came out beyond tbe front of the windshild so that the operator can see out of the windshield even with a fall load up to the windshield. With tbe sprmg m tbe Transit Section 319 mount if it comes up against something it bounces back again. It saves considerable money. MR- ANDERSEN; We have the yellow line policy bus. 1 believe by this time we lave them m all oar bases. There is a bar from the right front corner of tbe bus u,CHAIRMAN MEHRENS: It is >vell have all tbe equipment with the same type of doors however, as you have to educate the public. MR. SPEED: Wc have a hodgepodge of everything, but oa the buses they have the push type doors. We don't have alight right over that and keeps the people back. If we pot a white line down there I am afraid some of my drivers would be fight ing. CHAIRMAN MEHRENS: Is it a baa- ard to the passengers boarding or lighting? ing accidents. MR- DAVIS (Virginia Transit Co.) We bad an interesting experience with a push type door. We had about 1937 model buses or they were purchased about that time, and up until recently wc have had the push UR. ANDERSEN: People stay back away from tbc buck They like it. One thing that has been bothermg me though; we type doors. Accidents are almost non existent if the doors are kept in good mechanical order. We were trying to de have SO PCC cars with two doors in Croat and two in hack aod 1 would rather see one wide door than cilber one of them in* ride whether to pox b she push type or treadle sensitive edge doors on our new buses, so we made a study and found out both places. I can't see the ose of two doors either > front or it the bark that claim costs oo both treadle buses and push type buses were very small. We de rided that the public was entitled to some MR. HOUGHTON (National City Lines, consideration so we conducted a poll of our Chicago): Regarding grab bars oq the readers to determine what they liked and PCC cars oo the cam doors, when old it was overwhelmingly for the sensitive edge people get oat they bang on them. They treadle type door. The new buses we have hang on too long and get canghl in the ordered have that type of door on them. door. How can this be prevented? CHAIRMAN MEHRENS: On the sen MR- TENGBLAD: la California, we sitive edge doors, have you found any have a lot of elderly people. They seem to situation * where your operators have been come there to spend the rest of their days. . tampering with them to slow them down? We have bad a mxnbcr of accidents whereby they get off the cars, stand there and hold the bar. We have taken the grab bars off the doors cotirdy and we have reduced ' MR- DAVIS: On tbe push type doors, ibc maintenance maw has oo occasion found that the operators had tampered with than. oar alighting tedtiau on the PCC cars. CHAIRMAN MEHRENS: We have There is a stanching that they can bold on the sensitive edged doors with a toggle to long enough to steady themselves until switch operation is front and encased in they get on the street bat the minute their a little block. The fellows would get a foot is down on the pavement, they drop fingernail file and trip that toggle when tbc bar Tutu in they haven't the reach. they were having trouble making their However, as laag as that grab bar was on tbe door they wwafid stand there and hold schedules. We couldn't figure out what was going on. until after considerable investi it for quite a whale and naturally, get gation, we determined exactly what was their arms roughs u tbe bar. MR. SPEED (Birmingham, Alabama): Push doors were mentioned awhile ago. Oar experience on pal doors over a period of several years is that we just . happening. Set we merely took off the block top and put slots oo both sides, and imbedded them into tbe side of the car so they couldn't get tbe fingernail file back in there, aod it was all right. don't have an aBgtemg accident from push MR. HAMMONS: We have had treadle doors. It is based on a peculiar thing. The responsibility is placed oq the passenger, himself, to hold tbe door open. He bolds it until be is on the ground and then the door steps; however, wc have had to rebuild the steps. Originally they operated by air with a little rubber tube which was inade quate, so they were redesigned and they releases. They use these doors in Sou An do operate electrically. tonio and El FWo aod you just don't have We have had just ooe accident with the accidents on posh doors. treadle steps- 320 34tk National Safety Congress, 1946 THURSDAY AFTERNOON SESSION October 10, 1946 Presiding: }. P. TimoN, Vice-Prc*. aod Gen. Indianapolis Kailways. Inc. Employe* Accident Prevention in the Transit Industry By CECIL M. DRAPER Clartm Attorney, The Denver Tnunwiy Corporetion PfririhiBy of Accident Prmotioa survey would result if all accidents---"oc Is an orpuud tnploytt safety program currence* which interrupt or interfere with in the transit industry desirable? Is the ordinary progress of the work**<--were it necessary? Can we hope for effective indtkded eves though no injury resulted, results? W3I udt a program pay its own because even these may be costly. The work way? should be assigned to one person and made In 1945, the frequency, rale of the transit industry in this toenUy was 26il, more than two and one-half times the maximum frequency rate thought to be accessary. As compared with this, the communications industry had a frequency rate of 2.97, electrical equipment, 6.43; tobacco, 65; steel, 7,23, aod air transport, 7-25, The average rale for all industries was 13-63. Of the forty major industries reporting to his first order of business. He should be authorized to make full investigations of accidents and even reenact the aoddem if that is thought to be necessary. Above all, the investigatioo should be prompt and should follow the accident within a matter of minutes or hours. Unless this is done, many costs, such as work stoppage, repairs and so on, will escape notice. Definite fig ures should be entered as to all costs. the National Safety Council, transit ranked And what are those costs? It is obvious thirty-fifth in its frequency rate and was that insurance or workmen's compensation topped only by meat packing woodworking, payments, medial expense and legal and marine transportation, ooal mining and court expense are proper items of accident lumbering. The transit frequency rate was costs. Frequently these are the only costs roughly two ad one-half tunes the rates noticed. But there are other costs, so-called of such industries as automobile, chemical, hidden costs, which are sometimes greater quarry and glass, and roughly twice the than these which are so obvhms. These rate of such industries as electric utilities, hidden costs would include the time lost by gas utilities, machinery and petroleum. the injured employee--not the, time during The transit industry ranked only a little better in its severity rate. There it was twenty-seventh out of the group of forty. So much then for the need of a safety program. But what about the cost? Wifi the ravings in employee accident cost equal or.exceed the cost of the program? which he is actually off the job and being paid at the compensation rate, bat rather the time immediately following the accident and the time after his return to work when for a temporary or a permanent period his efficiency is low. We must mclnde the tune lost by other employees due to their attwnpt to aid or their sympathy for the injured Many companies are, of course, not at employee, to shock, diverted interest, curi present in a position to give an accurate osity or same other reason. We must in estimate of their present employee accident dude also the time lost by the foreman cost and before this can he accomplished, it while he aids the employee, investigates and may be necessary to make a complete sur reports the accident, arranges for others' vey. In some instances it shay be difficult to do the injured employee's work, trains to convince management that an exhaustive a new employee to take hi* place and at survey should be made But once this is ' tends hearings and court proceedings. And accomplished, half the battle is won. Such we must inclode the loss doe to the stop a study -should -cover a period of at least page and damage of the machine involved six months or better a year and should in the`accident and the material which may indude all injuries, even those where only have been spoiled by the accident. first aid is given. An even more accurate In addition to these, we have other, per- Transti Section 321 hlk more awgilli losses. .A bad em should be put into operation, what form of ployee acddos report is apt to cause bad organization should be adopted? pobtie relatious and is detrimental to any firm. A bad ea^loyee accident record is apt to lead to bad labor relations. Perhaps there is no better method of improving labor relations than a wholehearted effort by uiaipge merit to eliminate injuries to the employees tbeauches. Not only this but the safety psychology engendered by an employee safety program might be ex pected to carry over into the public accident field. Homans fiad it difficult to f>anr stripes on one aids only. A man who wears a dirty shirt is probably wearing dirty underwear as writ Probably his automo bile hasn't been washed cither. / the tran sit warfarWy, uhw sum tihimg over four per cent of grot* operating mremte is paid out in pmbUc accident cost, if the employee safety program resulted m only the slightest decrease in public accidents, the saving would go a long way toward paying the entire east of employee accident Prevention. Surveys of aoodent cost have been made by many companies and in many industries. What such a survey woold show in your company is problematical. But as furnish ing some idea of what might be expected, in the surveys which have been made, the average ratio of indirect or hidden costs to direct coats (eorapraratioo payments plus medical and legal expense) has been found to be four dollars of indirect cost to each dollar of direct coat. la a public service industry, ydi as the transit industry; I suspect the ratio would be even higher. But, bused on the approximation that the fun setiknt east Is five times the cost of insurance or workmen's compensation plus medical and legal expense, how much of tills on be saved by an aoridrnt prevention program? Again the answer is problem atical. One group of large manufacturers Seveial forms are in use, but whatever the form, if it is to be successful, it must have forceful executive direction. Safety most begin at the top, and 1 really mean at the top. Unless you can get the president interested, you won't get very far. While employees must be made safety coosrious and must be induced to cooperate, still safety is primarily the responsibility of management, and management must really want to eliminate accidents enough to give accident prevention the same vital attention as that given to costs, quality of service and profits. The form of safety organization will depend somewhat on. Che sire of the com pany or operating unit, the interest, ability and wishes of the chief executive and other factors. Making allowances for variations in detail and the fact that each type tends to merge into the others, three general types are in use. (1) Tbe first is the tine organization. Here safety is directed by tbe chief execu tive in tbe some manner as be directs all other operations of the property. If tbe property is quite small, tbe entire safety program may be in the hands of the presi dent or plant manager. He trill plan his operations and purchase his tools, equip ment and materials with safety ever m mind. He will personally train and supervise each employee in safe methods of work. He will make bis own inspections and encourage safety suggestions from his men. He will know each of his employees as an indi vidual and will be able to put each on the job which he can do with greatest safety. He will personally investigate oeddenis. formulate rules to prevent their recurrence and keep adequate reports. found that $LfiO ip accident cost was saved For the line organization to be effective, for each $1.00 expended in acadrut pre the chief executive must become an expert vention. A large stone company with some in the safety problems of his business. But 40 quarries computed the savings at $2.00 on large properties; he may not have time in accident cost for each $lJ0Q expended few to acquire this specialized knowledge. To safety. But the financial gam U greater meet this, some executives have employed a than the balance sheet can show because of safety specialist to function as a technical the maay immeasurable, but none the less mssistaut. If the assistant proves capable real, benefits that accrue from an effective and shows strong qualities of leadership, safety program, some of which 1 mentioned he may take over increasing responsibilities a moment ago. Assuming that some safety program and thus bring about a gradual change to the safety director type of organization. 322 34th National Safety Congress, 1946 The strength of the line organization lies in the fact that the responsibility for safety is placed squarely on the head of each operating unit. He plans safety iu the same way that he plans production and neces sarily must become the moat safety-minded man in his unit. way of securing cooperation in a safely program. But a committee at best is weak in execution. The. way not to get a job done, it is said, is to appoint a committee to do it. Workmen's committees, 'whether made up The weakness is that the head of the entirely of workmen or under the chair unit, from the president down, is apt to be occupied with other production problems manship of a foreman, can have great value it) bringing into the safety prgoram thus relegating safety to a secondary role. the viewpoint and practical knowledge of He may be too busy to find tune in which the men, in stimulating worker interest in to acquire the specialized knowledge neces sary to reach high -iandards of safety per .safety,and in the investigation of accidents. But there must be a sincere detire on the formance. Often the knowledge acquired will be after the event, and progress will part of management to enlist worker aid. Such committees should not be set up unless be slow and costly. the work and place of the committee is (2) The second type of organization is that headed by a safety engineer or director. To do a good job. the safety direction must be under the supervision of and report directly to the chief executive. He, of course, must be competent and skilled and, above all, must have the confidence and backing of his chief. Unless it is under stood that he speaks for top management, supervisors and workmen may think of him as an outsider bothering them with unnecessary precautions. His effectiveness will be in direct proportion to the amount accepted as an important cog in the safety machine and unless an recommendations of (he committee are to receive prompt con sideration. If recommendations made by these committees are accepted, the action should be prompt. If rejected or modified by the chief*executive or a higher com mittee, the reasons should be clearly ex plained If the foreman is chairman, he should function as the chairman ci a com mittee of equals--never as the "boss." Un less these rules are followed, cooperation of workers cannot long be maintained. of responsibility given him by the "boss" Where there are nunv .us committees, and his ability to secure the confidence and the safety director should be a member of respect of every department bead,* super each, usually acting a secretary. Tins is intendent and foreman. in order that the entire safety program A somewhat heated controversy has raged in the past few years as to whether the safety director should act in a super visory or aa advisory capacity. The better opinion now is that he should act entirely in an advisory capacity. He should realize may be coordinated, that management may be properly advised and that recommenda tions of the subordinate committees be promptly reported to higher committees or to the chief executive and the action on tine recommendation as promptly reported that his is a "service" job and he should not encroach upon the authority of the supervisory force. How long should committee members serve? On the polity or governing commit In short, the safety director must first think of the bdp be can give the super visory force; secuadly, attempt to know the viewpoint of each so that bis help will be accepted; thirdly, know his bets and be careful of his condurions, and, above all, keep the "boss'* informed. (3) The third general type of organiza tion is the committee set opt ft has the advantage of briugny together the view point of several persons whose joint judg ment is normally better than that of may single individual. Also it is an effective tee there can be little change. But because the experience of serving <m a safety com mittee has high educational value, it may be desirable to change the membership on foremen's and workmen's committees pe riodically, every six months or perhaps even oftener. The value of the committee mem ber to the safety program should increase with his length of service and the commit tee, to be effective, must have a core of members familiar with its work. As a result, the change in membership should be staggered so that there is sever a fuff turnover at any one time. Transit Section 323 Safety Work So much thm for the desirability and organization of a safety program. There remains only the question of the operation of the program. And here, unfortunately, because of the breadth of the subject and the limited time at oar disposal, we must be most brief. For the most part, the mailer can be covered only h the most general oatline form. The work of a safety department nat urally divides itself hta two departments The first is discovery; the second, action. The first--the finding-oat process--again may be divider Into turn parts, discovery before and discovery after the accident The safety inspector's job is primarily to study the conditions existing before an ac cident occurs in order that defects, either in plant or equipment or m work processes, be corrected and thus the accident pre vented entirely. Discovery after the accident takes the form of an investigation, a report of the accident and an analysis of the reports of all accidents. From a safety standpoint, the purpose of the investigation is tn determine the cause of the accident, not who was to blame. If the latter Consideration is injected, a "cov ering up" attitude is apt to develop. The question of bow, when and by whom the investigation should be made mast be passed with these two observations: First, the investigation should be prompt and made by persons--more than one--familiar with the equipment, operation or process. Secondly, it should remain out of the con trol of the foreman involved. Few people can he tibiawd about m condition involving their own work. The accident report serves two purposes, first, to furnish starvation necessary for the compensation of the mjored employee and, secondly, to guide preventive action. They will keep management informed of the rate, seriousness and -sources of in juries. And they will furnish information for the eoapmriQD of frequency and severity rate*, accident costs, the types and sources of injuries and the operations out of which the injuries arose. Neither arridrot reports nor investiga tions, however, caw serve their full purpose tmless periodic analyses are made. Such analyses should be made at regular in tervals, usually monthly, semi-annually and annually. And what then ? We have inspected; we have investigated; we have reported, and we have analyzed. But all that will consti tute so much wasted effort uuless the indicated preventive action is taken. Affirmative accident prevention Tneasuies most be pointed in two directions. The first should be directed toward the plant, the equipment and the machines which make up the property; the second, toward the men who operate those machines. The plant and equipment must be de signed and constructed, not only for ef ficient production, but for safety as well. Production need not be sacrificed for safety; indeed one tends to compliment the other. It may seem at first odd, but it has been demonstrated time after time that the low points in plant production are usually the high points in accidents. It is because of the desire for safety in plant and equip ment that the purchasing agent should be made a member of die safety organization. Mechanical safeguards should be provided where the accident hazard can thereby be reduced. These would include guards, guard rails, shields, goggles and so on. Not only should safe equipment and machines, ade quately protected, be provided, but such machinery and equipment and the processes of the plant should be arranged and placed to give maximum safety. But a safe plant alone will not do the job. For the program to be effective, the gospel of safety must be carried to the personnel from the president down to the lowliest track greaser. How can this be accomplished? There are three general methods, by education, by training and supervision and by the development of a safety psychology. Education teaches the workers, and their supervisors, to recognize the hazards of their work and how to avoid them---what to do and what not to do. In order that edu cational work may be 'effective, management must not only know the hazards but the methods by which the work can be done safely. Training increases the worker's skill in doing that which education has explained. ' It is given by instruction, by demonstra- 324 34th National Safety Congress, 1946 lion and by repetition under supervision. The foreman is the key man m any safety program, and the effectiveness of the train ing will depend upon the quality of the supervision. But die entire responsibility cannot be shifted to the foreman. Safety is still the responsibility of management, and it up to management to plan and direct the program and insist that proper attention be paid to safety by the supervisory staff.' Psychology is the science of human be havior. As applied to industrial safety, it deals with the behavior of persons at work in its effect on their safety and the safety of others. Although no two men are alike in physi cal and mental characteristics, m aury aver age group approximately 20 per cent will be found to be superior, 60 per cent normal and 20 per cent inferior. Prom the top 20 per cent will come the leaden and superior workers. The accident-prone and problem cases will come, for the most part, from the inferior 20 per cent. The remaining 60 per cent will respond satisfactorily to rea sonably well-conceived and administered programs of education aod training. Every normal human being possesses cer tain desires which may be appealed to in the furtherance of safety. Safety experts disagree in part, but there seems to be pretty general agreement that most normal persons possess the following: (a) Fear of personal injury. (b) Desire to avoid personal loss. (c) Desire for reward. (d) Desire for leadership. (e) Desire to be outstanding or to excel. (f) Desire to prevent injuries to others. (g) Fear of creating an unfavorable im pression. (h) Fear of punishment. In stimulating these desires, safety argu ments and means should appeal to such traits of character as (a) selfishness,* (b) ambition, (c) pride, (d) the sense of homanily, (e) the sense of responsibility, and (f) the sense of loyalty. Not all individuals possess all these de sires and character trails, certainly not in equal degrees. The safety director must, therefore, exercise care in framing his contest or campaign. A picture of a bleed ing stump may breed in one man a wholesome fear of injury bat may cause another to lose his self-assurance and self-confi dence. Some men respond qufckfy to the lash of ridicule while others aqr resent it or even react against it Here again the foreman is the keyman. He will know his men'personally and often something of their domestic relations, their finances, back ground and environments. He karns by ex perience the best method of getting each to respond to his orders and suggestions. The traits and desires to which he lias success fully appealed in his efforts to secure quality and quantity production are the same to which he will appeal in his efforts to arouse interest in safety. In safety psychology, impressions, par ticularly first impressions, are important. If a new man walks into a shop which is disorderly and dirty with machinery un guarded or guards not in use, he is not apt to coosider safety suggestions very seri ously. Similarly disorderly and unsafe con ditions make it difficult for the foreman to convince old employees that be U really serious in his campaign for safety. The foreman rannot hire clean-up crews nor can he purchase .guards, but be can see that his own men practice good house keeping and keep available guards in place, and he can bring major maintenance and equipment problems to the attention of management. A safety minded manage ment may then be expected to do its past. As slated at the beginning, employee safety is a wide field, a field requiring specialized knowledge and'training, but it does not rest on either involved theory nor tmusual technical sldll. Instead it rests on safety mindedness in management and men, and the practice of good common horse sense. A safety program which produces an "ever active attention to safety in every detail of each day's work" cannot avoid being successful. Transit Section 325 appendix a FREQUENCY AND SEVERITY OF THE DENVER TRAMWAY CORPORATION* _____ 1941 __ ~FreqDEncy Severity gate Rank fUlt Riot 1945 iy<>______ ' FRfQt/EN^Y 'SEVERITY JUt* Rjak tUieRjok ALL INDUSTRIES.. ________ 13.63 -- COMBINED RAILWAY, BUS AND TROLLEY All Companies. 26.6 Thirty-Seven Companies with over 500 Employees.. 272 Denver Tramway Corp--... _ 16,0 -- 4 ELECTRIC RAILWAY Atl Companies-----------------------Twenty-Nine Companies with over 500 Employees. Denver Tramway Corp---------- ____29.4 .. 29.6 . 19.4 -- 6 MOTOR BUS All Companies.------------;--------Thirty-Three Companies with over 500 Employees. Denver Tramway Corp--------- 24.6 -- 26.0 42 1 TROLLEY COACH Eleven Companies.. Doivcr Tramway Corp-- 21.5 ____4J 1 COMBINED RAILWAY S AND TROLLEY- TRANSPORTATION All Companies. ZSJ -- Thirty-Five Companies with over 500 Employees. Denver Tramway Corp. 24 t 8* 4 COMBINED RAILWAY. BUS AND TROLLEY--SHOPS. CARHOUSES AND GAR ` ~ AH Companies^--------.---------- 37.8 Thirty-Five Companies with over 500 Employees-. Wft Denver Tramway Corp--...... ______Z7.3 -- -- 8 COMBINED RAILWAY, BUS AND TROLLEY-- maintena:............................ All Companies.------ _____45* Thirty-Four Companies with over 500 Employees- Denver Tramway Corp---------- Aft 1 44.0 -- -- 17 COMBINED RAILWAY. BUS AND TROLLEYELECTRIC AND POWER All Companies.........................................24 Thirty-Two Companies with over 500 Employees.............. 26-7 Denver Tramway Corp--_-------------- 32.0 24 l .48 -- - 1.41 , 2.49 34 3 1.75 -- -- 1.71 3.30 24 3 123 -- -- 1.12 .09 _ 2 3 _ _1.09 .05 2 .99 -- -- 91 _ _ u32 2.16 ZOO 81 -- -- 16 2 2 2 5-21 -- 4.99 -- .94 18 2 2 2 4.02 -- 644 32 2 1341 1.16 - 24.9 25.9 1SJ - _ 7 1 60 1A4 3.76 -- -- 22 28 1 279 23.0 -- _ 7 2.12 2.11 496 - -- 1l 23 _J 24.8 3.80 - -- 1 18.0 1.50 .94 - .94 -- .06 - 1.42 -- .02 2J8 24.9 89 ~ -- 3. 1J9 131 .09 - -- 2 399 420 20.9 - 3 zot I.9S 8.88 22 44J -- 44.6 -- 42.4 U 4 80 -- 4.99 -- .71 9 18-2 19.9 27.5 -- -- 17 271 335 -- 3327 21 346 34th National Safety Congress, 1946 National Society lor the Prevention of Blindness, Nor York, N. Y. Conservation and Utilization of Eyes in industry. Oil-Dri Corp. of America, Chicago, 111. Oil and Grease Absorbent. Onox, Inc, San Francisco, Calif. Athlete's Foot Preventive. G. H. P&ckwood Manufacturing Co., St Louis, Mo. Industrial Skin Cleansers. The Patent Scaffolding Co., Inc., Chicago, 111. Safety Ladders, Scaffolding and Work Stands. Peda Spray Co, Inc, New York, N. Y. Athlete's Food Preventive. Ptuster Manufacturing Co., Cincinnati, O. Maintained Air Pressure Liquid Fire Extinguishers. Portable Products Corp., Pittsburgh, Pa. Safety Hats and Safety Belts. Protectoseal Co., Chicago, JJL Safety Devices for Hazardous Liquids. Pulmosan Safety Equipment Corp., Brooklyn, N. Y. Industrial Safety Equipment. Pyrene Manufacturing Co., Newark, N. J. Fire Elxtinguishers, Compounds and Systems. ^ Reece Wooden Sole Shoe Co., Columbus, Neb. Wooden Sole Safety Boots, Shoes and Sandals. Rose Manufacturing Co* Denver, Colo. Industrial Safety `Equipmeab Safety Clothing & Equipment Co* Cleveland, O. Industrial Clothing, Gloves and Equipment. Safety Engineering, New York, N. Y. Publishers, Safety Engineering Magazine. Safety First Shoe Co* HoBiston, Maas. Safety Shoes. Safway Steel Products, Inc* Milwaukee, Wia. Tubular Steel Scaffolding, Suspended Scaffolding, Grandstands, Bleachers. W. H. Salisbury * Co., Chicago, DL Linemen's Rubber Protective Equipment. A. Schrader's Son, Brooklyn, N. Y. Pneumatic Safety Control Devices. Scott Aviation Corp* Lancaster, N. Y. * Self-Contained Breathing Apparatus. ScOstrom Manufacturing Col. Chicago, DL Face and Eye Protective Equipment Spencer Turbine Co* Hartford, Com. Industrial Vacuum Cleaners and Dost Collecting Equipment Standard Safety Equipment Co* Chicago, HL Personal Safety Protective Equipment. Steel Scaffolding Co* lac* Brooklyn, N. Y. Sectional Steel Scaffolding. Stepan Chemical Co* Chicago, DL Skin Cleansers. Stooehooae Signs, Inc* Denver, Colo. . Accident Prevention Signs. Safety Exposition Exhibitors SogarBeet Products Co* Saginaw, Mich. Skin Cleanser* and Cleaner*. Surty Manufacturing Co* Chicago, DL Safety Appliances for Machines and Underfoot ilazards- 8. G. Taylor Chain Co., Hammond, Ind. Iron and Steel Welded Chains. G. H. Tennant Co., Minneapolis, Minn. Floor Cleaning Machines, Floor Seal and Floor Wax. The Toidey Company, Fort Wayne, Ind. Safety Aids for Babies. Trimnnt Manufacturing Co* Koxbory (Boston) Mam. Forged Steel Safety Tools. United States Safety Servics Co* Kansas City, Mo. Industrial Safety Equipment. Wahlvrt Products Corps Brooklyn, N. Y. Industrial Safety and Fire Equipment. Watchemoket Optical Co* Inc., Providence, R. L industrial Eye Protection. Waverly Petroleum Products Co* Philadelphia, Fa Oil Absorption Materials. Weaver Manufacturing Co* Springfield, I1L "Safety Lane" Automatic Service Equipment. Welsh Manufacturing Co* Providence, R. L Industrial Eye Protection Products. West Disinfecting Co* Long Island City, N. Y. Personal Protection Safeguards and Plant Sanitation PnnltK U. F. H. Wheeler Manufacturing Co* Chicago, UL Industrial Protective Apparel. Wiesman Manufacturing Co* Dayton, O. Power Press Guards, Guide Pin Cover. The WDkSns Company, Cortland, N. Y. Leas Cleaner sad Dispenser Cabinets. Williams Jewelry A Manufacturing Co* Chicago, BL Safety Awards, Badges and Trophies. Willson Products, Inc* Reading, Pa. Persona) Protective Equipment, Instruments. 347 INDEX Acodco* Statntks: Uilhufc i >iiy -- Iwih ** Accident KqwXa P--4 Amm, ,7-*J- Sundard Student Acodcw l^irtii Sy*cro (Clark), 79-60. See ilfo Sptdic Sb(Kt Adwtitnc, Sac nUkiy. ____ . tiberm, /. /.: Pngnv fciww ITTIaw--i lakMi of TmuMilanr, OHW. . __ Alim. Hw?.' The Biyrmhil*y mb Athletic Oft cub for Aeckkot Fniutiu. Aruriew Afloriatm 0/ l|ipWi. PbKil Edocuaoo ud Recreation: MoUSf f bfr Education (Smarm), 72. AiDtncu Amiiiiu mi Tadm College: tapro*- rog Teaches PftnOu fas S^rly (Samgrem). VO-61. Mofettoiof for Wc*r ftiriun f&Hrrra/, 72. AjurkuAiMaMc Ami nrohn: Mabiliueg Safety Fduatinu ffeegrouJ. 71*72- American Home fan run Amnrwn: upon e>-*- Siter PiH*,nt (Vtfd) 99-161. , Bad_ C_ ron: _M__o_b__O__ie__n_v (m Sfaf'ety Mfrw<> f5rgrr*>, 72. . American Vocational Aaccuhro: IcMrt of Jo Safety CooaittK of the AVA ud NSC ?Po- rtiaoj. IJ5 IM. Aounab. See Fans Safety. Autwiwtr*c sJcn^DoadiUia: MoWokf for Safety Edootioa (Saagrv*). 72. B Bafr^. S-t Traftc Ffeinerring far Tram* Safety. " Safety for the bicycle Dmi. Salary Edu cation Clink, iti-in. ^.jisdetl, f. H.: The fwoujo# the Public Sooport ruMw^ ! tJoM riucatino. llt-114. <U>, JL VaUatmltf m Tnini Men t- iri`<?ieiK ?Me Fiya Ciymd with huilw'i OahMa RecamadiMae, 1mm! Dr.` r.: The Hn.iHI>> TcUilc Fik- no. 56-56-____ K - Bcdocmg Mfgba>-6ail*o*f Cruasaac AffihnH. HI. Brmadma. (eTy: OnQiiinD| and Coaduom a Stale Bose*. Sec Transit luherf, Ciro/VW, C. I'.: Driver licanunt--Who* Oo Ve Go From Here? 261-266. potty for Safety Edaflion: Mnbdoioa for Salrty fidooilMa (Saagrm), 72. Child Education: CUling All Teachers and Pupils (Mama). 159-161. PuiloBirr ad Safety lauradnuJ Mrorob School -end haduatry UMJS.-, Driver tdtifioa the Caiif< High SefcooU (O'Bmmka). 142-146. The rrooha of the PuMk Hook Safety in thr How gun (Wnhmmt), 101-105. w ., lupHwim Safety lwoutino m the Muhigao Tnwe School*. Pane* Dbcuaaiao. 61-69. la^uiai Teacher Education lor Safety (Saafrrw), Mobilaha for Safety Educaboo (Smarm). Ti-75. The hwku'l HUvai Safety Couforcoee -- Education Kepoct fEarmt). lOO-lti. Pngnu lapott llluaa laaiutt of Tcduuiofj (Abrsmh), r15s6-&159.ft jasigreSf- Bgsr. ptS??s tis^-?s=nr?s" Pupda Vk for Safety /M, 166-167. 61 ondiiliiiijf far Safety fjrfrrowk/. 172 J72- lUport of fed* Softer Cane of thr AVA and NSC (rimamm). livi5- Hoot 99-101. Safety Eduction Qrok. 179*166. Safety Eihrniott u n lay Cky (Mrmtirj), 17V179- Schools--Oeyuoa Pufaurun Ptogr Teacher Picpaiatkn in School Shop Safety (Siam- kamak). UVUJ. Teochaog Safety ud the Green Light for 1946 17 (Wymaa). 166*169. in the School* panel Ducuumo. TiSwlSe Voald (Wmdrmw). 165-166. To What bun Should Crow m Safety Eagi* a in iii be Pturuftd on the Undergraduate Lemdf (Jmmamrl. 149-152. ,, A Tool ate School Safer Program (Ymrltj), 176*172. _, Uafinoity in Tuhag Safer Engineering (BUkt). Whet Centkom a Good Piopau of Shoo Safety ________ ______ Am enid Vocational EEdduocation Do* o * Implement *h " Highway Safety Cwfimxt. Panel II4UL .ether for Safety (Nkbmhmm). 161-165. Yo tirvuaon Broom (UmmM). 75-79See Afao CW4 Woy. Child Safety: 0mfc-in Safety: A Factor School Beildfet PUonhw (UkmiJB). 156-142. Children Aa Fam Madunevy Operators (Tamer). Safety [QgIKtM in Che Michigan Paocl Duonaion. H-W. 1b IronNUb of Athletic Offciili fot Acti- IMdMea|r mP> icwrcooMoWn-.X(IIAOOlim0)/, 96-.9.9.-. -1-. r--- - -. Satay it the Sekuion u Athletic Eqw'prnrot and an ebo Pluming of Bncteatiocul A/or (Dma/mm), 96-96. Standard Stodent Accident fUponing SyWem (Clark). 79-60. 349 3S0 34th National Safety Congress, 1946 The Stephens College Project (Trljcrd), 89-90. Sm Abo Bicycles; Child unotieo. Childs, Sit. Josrpk: QMddfi| Enforcement Perform ance, 2)4 2)6. Citizenship: Tomorrow*! Traffic (Krtml), 29-32. Cloth, Z. Jl. r Staoditd Student Auidcai' 8lp<n System. 79-80. j Colleges nd universities: Impiovini Stictt Instruc tion in the Micfalgia Tnioiag Schools. Piocl Discussion, 81-09. lojmnui Tctditr Education for Safety (Seainn), Progress Report--Illinois bidtutr of Technology (Ahem). 138-1)9. Progress Report on the Safety Engineering Program at Georgia School of Technology (Cox), l)2-i>4. Progress Repost on the Safety Engineering Program at New York University (O^Cannor), The Stephens College Project (Telford), 89-90. Teacher Preparation in School Shop Safety (Stemhornib), 138-132. To what Extent Should Courses m Safety Engi neering Be Provided on the Undergraduate level (James), 149-132. Uniformity in Training Safety Engineers (Blmit), 146-149. Commercial Vehicle Section: Minutes, 1-32. Officer*. 1-2. t Community Safer, See Public Safety. Community Safety Councils! Coop*ration of Com munity Organization (Seidel), 58-60. Rcmobilixiog for .Safety (Sitrormmod), 172-179. The Responsibility of the Community Safety Council In a Traffic Accident Prevention Pro gram. Panel Discussion, 230-232. The Safety Council--Diytoo Pedestrian Program. Summary. 276. What a State Safety Council Can Do to Prevent Home Accident! (Porker), 66-69. Contest^: How we Did It. Panel Discussioo, 199- Cooperation: Working Together for Safety (W<bot tom), 161-163. Courts, Sec Enfoccement. Cox, W. N.. Jr.: Program .Report on the Safety Eocsoeermg Program at Georgia School of Tech nology. 132-1)4. Demford, H. C.: Safety m the Selection of Athletic Equipment and in the Planning of Recreational Areas. 90-96. Dorr. J. w.t Traffic Safety and the Public Attitude, 190-194. Diehl, L. h; Sdaolr--Dayton Pedt rerun Program. Summary, 277. Dirime, Copt. L. J,Planning die Enforcement Program, 249-2)1. Draper, C. M.t Employee Accident Prevention m the Transit Industry. 320-326. Drivers and Driving; Adequate Driver Training for Bus and Street Car Operators, Panel Ducustion. 297-306. Driver, Edocatioo in the fTalfln--; High Schools (O'krmrhr). 142-146. Driver Licensing Use of Records (Trmplr), 2)9- 260. Driver Licensing- Where Do We Go from Hoe? (Ctrrmisbatl), 284-386. Driver Training la Sdook to Implement tbc President's Highway Safety Conference. Panel Dbeurioo, 113-116, 110-12O. The Effect of Incentive! on Safe Driver Attitude*. Panel Discussion, 6-12. Evaluation* of the Driver Testing and Training Program to Date. Panel Discussion, 22-29. How to Handle Accident Repeaters. Panel Dis cussion* 16-22. The Organization and Operation of an Accident Review Board (Emomdf, 12-16. Responsibility of the Driver License Administrator In a Traffic Accident Prevention Program. Paoel Discussioo, 233-234. That Woman Driver (McKay), 337-341. Traffic Schools. Panel Discussioo, 219-226. The Value of Accident Prevention to Good Operation (Willett). )4. . See Also Enforcement; Traffic; Trank Industry. Dmktlow, Dr. D. A.: What a Health Department Can Contribute to the Home Safety Program. 60-6). Dmhoulx, Rehit: The Function of the Coordinating Committee for Federal Departments. 243-247. E Ernstmem. Chft/ G. D.: Administrative Urns of Traffic Records, 2)2-233. Earn, R. W.: The President's Highway Safety Conference Pdnotioa Report. |p*-UI. Economics of Safety: Employee Accident Piexentiuo in the Transit Udostiy (Prefer), 328-321. Traffic Engineering for Transit Salary (Baker). 911. The Value of Accident Prevention to Gead Op eration (WilitU), 4-3. Educating the Public, See Public Safety. Electric lailwiys, Sn Tranrit Industry. Emend, B. The Organization and Operation of an Acadeat Review Board. 12-16. Employee*. See Drirai and Driving; Trriaiag. Enforcement: Ademute nod Camwtuit Pine* and Penalties. Pirn Discussioo, 211-213. Checking Enforcement Performance (Childs), 234- 2)6. Improving Traffic Courts. Summary of Panel Dis cussion, 268-261. ) .Planning the Enforcement Program (Dirrmt), 24921 The Responsibility of the Court In a Traffic ) .Accident Prevention Program. Panel Discussioo. 20 Traffic Court Judges and Piaxoson--Where Do We Go from Hoe? (Wyatt), 2tl. Traffic Sdmola. Pud Ducuaasoo, 219-226. See Also Police. Enainuri*ngt:; Putting i tJEgolVJL' Traffic Safety (Smith), 262-268. The IrqwawVUtf of Highway Fei atures a Traffic Acridgats (Volk), 219-216. RcspontibUitv of tire Traffic Engineer in a Traffic Accident Prevention Program. Panel Discussion, 227-228, 292. Small City Traffic Safety gad taking Rdiirsu. Summary of Panel Dtsausaoo, 2797 ( ). 2992Traffic T 306-31 Traffic Fisher for Transit Safety (Baker). of Accident >f. Traffic Engineering Where Do We Go from Here? (Rood**), 281-2. Eopnccn: Uexfbcmity m TVraeiromg Safety Ergrism u-'ttP............ .. ( , 99Falls; Hospitalized YomrngJ P Throogh Farm Accidents Pa/m Safety: F'aaxsm Safrty and the Farm Equipment Manufacturer (RKommr--mg*), 4"3-4). Fire Prevention and Safety Work in Michigan (Fanelt), 36. KogMUlired Through Pams Arridrotv--Accident* on tire Farm (Yommi), 39-33. let's Be Semmh About rum Safety (Tarmtw), 38-42. 5* 3*Farm loupaiet Eauhemt ' Farm Safety Sc Farrell. A, F..----- m Mkhfran. 36. Federal Stal Fix* Pwsaeetmn: Building Fire Prevg_____ (Ft^tll). J6 The Flsmrnahflrey ed >6->8. School Fire Ddh hsmhm Fisher, G- /..* Traffic ffihpremrerng Record*. 233-234. Index 351 R, V.: To What Eatent Should Covno in Safety "Engineering "Be Provided oo the Unodoc sraduateJgveU 149-1)1-. Johm, Rxj: Puking fre the Retailer's Standpoint, Jadgc* Group Sarion. See Traffic Court Judges and Piourutnri Group Session. LX. Cot. F. M.: KiikmuI Cenwttu of 'Baals. 247. % Traffic, 29-3*- Drevar Testing and Labor Unions- __ wjnti 26. Me Dm incentsves and the Labor Unroo. Sec Drivers and Dnvmg. f. j. L.S why Inwriigate Trafir Aco* 288-211. tup 11. If.: PupOa WoA far Safrty. 166-167. ,, H Halt W .: Cnordmmmo Through Public Support H?Sht*Sttto4li Htfmy .Sticra, i W- Hreld, VDrr., H. T.J Health " V2t Program fOamrej, 6). See Also Ffcyriqd Hemsley.7. A.t Safrty 1 in a Laxgc School System. 173-1 H-S__J_B__:. (program and ____nriem. |pM07. Home Safer tire fltmimiireg y4firina Pro- gram (WtlHems), 101-1O). &S3). T5-101. (Smidet). or), )6- TbT*Mortgage lends *nd Hmr Sefay iOr^m). A*S(T finy-- tm Ml H--. LMs* fOtm- vrSS-UaA Pq-Ift Q .Cofna. vSr. Home AuiMmts ftadm?. See Abo (time fremn Home Safety Sieiii. 47-49. John Setuort With W Homghtom. B. C.: ta" ------------- ^8-297. 91*69*.. Farm Snhty Conducting a Stmt 1 ivcstigirion of . Operation of go 12-16. W5T.IUn**.* T<a*c ^ssjsZB. ImiKif 206- MticSrh. Y.: Thai W< Drive*. 337.941- ------- -- Accident "w^aeap!jPua Momw. /. W.: faiftng All Trachcra and Pupus. 139-161. .. . .m Mscantile EstabUshmcno: Parking from tbc R '-'ti - HUh.., Tradio. Tma (MoyoeJ, 2lffi . ... _ - See Alan Driven and Drivmg; Pazkmg; Traffic* Tramut imiuitiy. M,m. S^mUj: U>-Oqua WmiM Pra*rao>. Summary. 278277. Moyer, B. A.: Retths of Houghton Like Skidding and Tracxku Tests. 216. N Natimrat Board of Fire Underwriters: Mobilising for Nsti^fSSSw *"& Educatioo: Mob.Uz Function of tb, FabUc SOTOrt Cocmoitu. u Kcluua to E4oatioo fW.U). lll ll4. l^S22j5iL!Z,Z3>i2&: Mob.,o re h&U riMrarinn t ?*a _ _ Mgtieoa) Crexnawa Bntmm: Mobatismg fox Saiety Edncatixm ffreprtj, 72-79. Numl Flfi.nr. Sd>a>l S^ctT Cfumr: tU- MCta fium a*ortse Cnmarimm. 199-169. ,,. National Safety Council: Board of Directors. VI-V11. rfi-- Bbm^ VD*3L. Home Safety in the Himimrhing Rdacatioo Pro gram (WtTKmt), 181-189. Hooncary Ihnbtn, Z. 312 341k National Safety Congrats, 1946 MobiIiiia< for Safety F iteration (Snmgm). 73. Tk NMinnilJjifrlj Cwril' rat ii the Over-All ^Wjp-- twitimms). 2tt. Pul hujikMU, X. Iiwrt iat jaioi Srf(y Gnaittn of Um AVA and NSC (Tmtism). UMM. Timl IV.V1. Your Dmwo Reports (Ht+M), 75-79. Nfaim Artiniki, See Pobliatf. NUl+li+m, Mrj. L. K.: XToHdoi Together lot Safety. 161-163. Ntwntmm, H. 5.; The Safety Cowdl--Daytoo hdaiaa Pngtua. Summary, 276. Q'Cmmm, W. f.: Progress Report on the Safety Engineering Program at New York UnWoity, Olmutmd, K. MA Safety Program for Safer Hoar Urhi, )H). Orp*m, 0. /. .* Tbc Mortgage- Lender and Home Safety, 47*48. Organiratmo; Employee Accident Prevention in the Transit Industry /Drsgfr). 326-326. The Value of Accident Prevention to Good Optntioo JWHUtO. 3-6. O'liafii, E. V.: Driver Education in the California High Schools, 142-146. Peeler, Airy. G. P.: Wlut a Stale SSailfoety Council Can Do to Prevent Homo Accidentis,. 6<'6-69. Pukha: Puld&i from the Retailer's Standpoint 269-273. Relation of Psmag to Toic Safety (Smith), 262-261. Small Chy Trtfic Safety and Parking Problems. Sumoaiy of Panel Ducummo, 273. PmttiMM, Mmtti.Report of Jomt Saltty Committee of the AVA and NSC. 193-131. Pedestrians: .The Dayton Pedestrian Program. Sum mary of Symposium, 276-277. Pwlntiin Piymma. Summary of Panel Dneus- ShouMtr Lines on Rnraf Highways for Pedestrian Pmrectioo (ShmpJ. Panel Ducnaaioo, 203. Peraoaul Fames: Edooting tbe Farm worker io TIclLi of lofeuliiei on Safe Driver Attitudes. Panel Disevsaioo. 6-12. fimiliim Accident Pimaboo a tbc Transit In dustry (Drmffr), 324. How to Handle Accident Repeaters. Panel Dn- ooaha, 16-22. MaamuNtt'i Intarnt m Accsdcnr Prevention ftfatritoi;, 211-297. Physical Examinations: Physical and Psycho-Physical Team of Driven. Panel Dbcuxriou. 22-29. Sat Also Training. F__U_ _l_l_i_w__a__d__i!___S__a_f_eitoy Planning of Recreational PoiimDSyM^Bka^nwam fPri(t). Summary. rJSi n^Miuwa Cooperation in School Safety FdaniSr(HtutUj)' 178-179. Rmwntihility of the Municipal folk* Aifminu- tnaor In a Traffic Accident Prevention Program. Panel Disetmion, 221-229. Responsibility of the State Police Adahitniar In a Traffic Anddent Prevention Program. Panel Discussion. 234-233. Uses of Aoodent Records. Pend Discussion, 249260. .Where Do We Go from Here (Sthot/,1). 778211 Why^ Investigate Traffic Accidents? (Lmgw), 206- See Also EafmuonL Polka Gip Session, 206-211. 24M*. Piriff, Cmft. P. J..- Police Dayton Mmna Pro gram. Summary. 277. Pri/cJnrW, dira; Hanniapua Ihfua Mabiaa Program. Summary, 776. Prosecutor* Group Soma. See Talc Caw Mp* and'"Pc--o--e-o--c--e--t-o-resaGI_r_o_u_p_ Scarion. Psychology, Sec Personal Pa PublicSafety . The City's Stake (Ruit*), 194-196. Thhee Dulyyttta Pedestrian Program. Traffic Salary Summary of Symposium 276-277. G.u.i.din_g __ta__b__ik; K"d"neataan (Smith). 236-239. Police--Where Do We Go Prom Have ($thm$H), 271-261. Present City Programs Compared With hmbat'i Cotwaats 1 immmtp^^* flnfaafj, 242244. Present Stats Programs Compared With Presadrot'a Conference Rcrommendanuna (B*hlm). 238- Relationhip of tbe Various Agendo In a TnJk Accident FtnoHina Program. Panel Discussion. 227-236. TelUag tbe Vodd fWredrorei. 163-166. Traffic Safety j and tbc Public Attitude (Dmr), 190-194. * l4!. Traffic Sshty Education (Smith), 213-214. What Ciriaa uad States Can Du to Help Each Other. Summary of Panel Discussion. 217. Working Together for Safety fNirlawa^, 161- 163. See Also Pedestrians; Publicity; Traffic. Public Safety Education Association: Joint Session With Traffic Safety Education Assortatiaa. Sm mary of Panel Discussion, 217. Publirtey: Gvidieg Public Education (Smith), 236- 239. How Glia Ait Using Radio. Summary, 274-379. Tbe Past of Adrertamg In a Traffic Accident Prevent!oo Program, rad P 236-231. See Alan Radio. Radio: Tbc Daytoo Pedestrian -Program (M*mi*). Summary. 276-277. How Otiss Are Using Radio. Summary, 274-279. See Also Publicity. RRerecdresar.tioLn. S/.u,,e STnraofrftisc. Enginwring--Where Do We Go From Here? 211-283. Responsibility: Allocating du Transit Operator's fteapeusmlUty for Arridvots. Panel fWnmlna. 327-333. Tomorrow's Traffic (Kttml), 29-92. `Rewards: The Effect of Incentives or Altitudes. Panel Dwcustioo. ft2. Prizes to Schools for Home Education Gink, IB6- Tbc Value of Acddent Prcrmtioo'to Good Opera tion (WiltHt), 6. See Also Contests. Ruigw, AL JL; The City's Stake In Traffic Safety, 194-196. Xuwmg, Mmtrmi Frero Safety and tbe Farm Equip am UuafKtvnt, 49*49. gales. Sea Tohire. RatlmJ, C- /..* Present Oty Programs Compared With PtetidmYs Gonfermce bmanwhSm, Safety Byown. Sec figinwa. Safety. hfqvenMflt--States: Driver Edocarien in the California High Schools (O'RtmktJ, 142-146. /dei 353 Natkmal Cwnnlnir of Sum Officiila (K**m)). Present State Program* Cnngirod with Ptandmt'a Confereoee lecommendatimw (Bbbm). 01-242. The State's Immneibfliir bjt Trnmc Aendme A Total State School Safety Program (Wmttj). What a Health Department Can Contribute to the Hone Safety Program fjhldreA tell. . What Olka and States Can Da H# Each Other. Snmmirr of Panel Daonana, 217. Safety Movenume United Stana Conrmnt; The Function of the CsnfTntug Cnmnanme for Fedrsal Dmnrtmeuca fD--eel, 243-247. Ssmgrrm. Dr. A. V.i Improving Tcarhnr Education foe Safety- M4lMohilamg fee Safety Hanoi nn. 71-73. Sregrar. D.V. BmUngi Oat Htrerdr 49-3*. SthmJt. H. W.: Bmh-m Safer: A JmOm m School nf-ifrif; vsiHiww, n. c from Hero? 271-01. School and College Saatioo. 7tSchool hfefeob: Smdme Safety Edneation Qhk. 117-161. Stidtl, JUj: Ciimnrslinn of Cum Shop ^Safety: Teacher Pirpinrimi m School Shop tn Industrial Arts and Vocational wnua gs/fsEbggw >-. Ml, W. s..- tub,km 4 to Tldk S^cq. 262-261. Sports: Tbe Rroprumtilily nf Affifek Qffidsh lac Accident Pmtmion MUref, 9649. . , Safety in the Srlartn-- nf Ithbtir F|i`)niiil and in tt* Planning of ftmeuil Arena (DmtfmrJ), 90-96. SiMlmm. r. L: Dnilrewrw nf Safety hartsuctional liupmly in Srhonimd Indutery. 133-133. SraaifeagA. XV. L AL.* Tenth School Shop Safety. I23-U2. Strurt Coro, See Tsansrt la iatory- " Pimm* City riiujimi Compared With President's - ~ (pmUmd). 242- ith President'* _________----------- fa*6fro?.,m-242. Highway Safely Conference--Educatmo --. _j Irhose /ftHeewknk)/,m1rj-0lR0a-1ib1*ond Croaaiug Accidents RHarioa *IIf Parking to Traffic Safety (Smith). 262-261. _- Relationship of tbc Varum* Agmcrn lo a Traffic Accbfert Prevention Program. Panel Dacsmoo. ItelrspoMAiliii of Highway Features m Traffic Accidents (VM). 219J19. ImmIit of Hnaghtoo Lake Skidding sod Tracttoo Teats fAbievJ, 216. ,^ _ Ll Snail City Traffic Seicty and Puking Problems. it2*^85am,. 196-199. Tomorrow's Traffic (Krtmt) 29-32. Traffic Safety and the Public Attitude (D*")> 190-194. Traffic Schools. Panel Discussion, 219-226. Urns of Accident Records- Parrel PuawM. . 249-260. What fhw* and State* Can Do to Help Each OtterTSannifT of Panel Dtaartriam 2*7. What Each School Cm Do to hapferem tbc President's Highway Safety Conference. Panel Obcmaaoo. 114-122. Where Do We Go from Hue? 27i-jn6. Traffic Accidents? (long*). 206- See Also Bicycles; Enfotcrmcne; Pedestrians. Tnfe Court Jndgca and Proeecntora Group Seastoo. 211-213. 266261- Troffic Group Session. 213-2*6, 262-279. Traffic foil* With Public Seicty Education Arenriation. Sum mary of Panel Dtauasion. 217. Traffic Safety Education Group Strewn, 274-27). Traffic Section: Minotes, 189-286. Training: Adequate Driver Training foe fee and Street Gar Operators. Panel Dtirmrwn, 297-306. Deuriopment of Safety Knsriuctional Materials to SdboM and Industry (S*t--).. 193-139. v . . Evaluation of tbe Driver Titting and Tnunmg Program to Date. Panel Ditnminn. 22-29- Propei* Iqw* Illinois loatitorte of Technology (AUrm). 138-139. ^ ^ _ Tri/rf, Mmbm: Tbc Stephens CoUrgc Project. TreykV/. A. F.: Driver I faming Urn of tor- mil. 239-260. Tools. See Fim Safely; Home Safer; Shop Safety. Traffic: Adequate and Ctowfe Fines and Penal. <*"> .** CMdimiM Hw-vk Ptblic Su|,ni* ftgiilmiioa oty.'i. m. . _ _______. The Dsiw. IHd.mil. httm. Tmimq i Snnomun, 276-277. . Tbe function of tbe Coordinating CaMrr fe Fnknl Dqptreah (Preen/. 243-247. . Tfau hrndn d the pJ.hr ? ClUll jrtl Wi lelarian to Edocarien (lUmutrU). 111-114. How Cks Are Using Raffio. Summary. 274-273. How We Did b- Panel Duruasian. 199206. liucirnTiiur Traffic Courts. Summary of Panel Dbcusiaoo. 269261. Natkmal of Skate Officiih (Krtml), 247. Tbc National Safety Council's Part m the Over- All Program (WntmmiJ. 24ffi Parking (rani tbe lattrol 269^273. , Pedestrian Programs. Summary of Panel Doras- 277-278. 132-194. , ., _ . _ Piogrea R^nrt on tbe Safety Earerereq Program at New York Umvosky fO'Cnror/, 194-138. To What Extent Should Courses in Safety Engi ncering Be Provided on the Undergraduate Level/ f/naaerJ. 149-132. Uniformity in Tntaiog Safety Eoginrora (tUht). 146-149. See .A'lso'~Chilf BAreatioo: College* and Unrveni- dcsTraor Econantics; Shop Safety. Transactions: Use. HI. Transit Industry: Adequate Driver Training for Bn* and Street CarOlwtstnrt. Pud Ducumao. 297-306. .^ Ailocatnw tire Transit Operators BoaponsiWIrty for Acndeoti. Pape) Dikirtrinn. 327-339. ERertiveDevices andEnribccnng of Equipnmn* re Provide Safer Transit Operation. Pant I Docua- lioa, 312-319. Emnloyro Accident Fmsfeo in the Transit In- fmfUaDnyf /Dwyir/, 329-326. Management'* lotenat m Acddent Prcvcntioa 'Hmmgkfn). 288-297. raffic Engmeering for Trim* Safety 366-311. Transit Section:: UniU. 2,7-33). Officers. 287^ Tonver. A. Be Sensible .kifity. *8-42. About Perm 354 34th National Safety Congress, 1946 U Vniud State* Children'* Bureau: fcfnbilmi* Sor Uni.ri %. Safe* Pro#r*ai o/ttEkpe of Agnailt*** UnitoJ*$tattt O&ta of Mdacorinc: McUumj fw &af#r Edoorioo (SsMgrtm). ?J. WiiUtt, H. L, Jr.: Tb* Velee of Acddete hr irotam to Good Operation, 3-6. ._ Willi**!, R. L.{ Home SefOT to be Ilii* r/ftto!?!0Coentil's ho in the Om-AU hocno. 24- W/*4r**t J. ' TeUios tb# World, Wteter tiuui: Imlo of Hoogbton like Skiddioo iLl Traction Tott/Mger/. __ r , Vwm'i Actmtiee; Thee womio Dm* \msRsj). v. ao_3_MJ7_ '_tMI_A.__d_,r_._ii_e. _i __u- JoSIC tbm Safe* Smom. -**A Total Stale School iefioy Viiual Education: OauclogMol of Safl J^"tioiwl Mmrfrfr in School iad hm>T (>*" iq). m u*. Vocation*? Edutatioa, See Home Economics; *bP ^luwnmn When Do c- We Go l^TvSo Wym*M, M. M.; Tadiio# Safety *t il lb# Green 'lJgW for MM6-67. 166-169. IVsrd. G J. w 326 34th National Safety Congress, 1946 ELECTRIC RAILWAYTRANSPORTATION All Companies_________ Twenty'Seva* Companies with over 500 Employees. Denver Tramway Corp__. 274 -- 277 -- 12.1 2 ELECTRIC RAILWAYSHOPS AND CARHOUSES All Companies__________ 39.9 Twenty-Seven Companies with over 500 Employees, 392 Denver Tramway Corp_____________ 34.0 -- -- 15 ELECTRIC RAILWAYMAINTENANCE OF WAY All Companies--..........' -Ir-.r. 43.9 Twenty-Seven Companies with over 500 Employees44.6 Denver Tramway Corp.--_____________44.0 -- -- 14 ELECTRIC RAILWAYELECTRIC AND POWER All Companies------------------ 234 Twenty-Three Companies with over 500 Employees 226 Denver Tramway Corp____--_______3Z0 -- -- 16 MOTOR BUSTRANSPORTATION All Companies___________ 1&2 Twenty-Seven Companies with over 500 Employees..,..............207 Denver Tramway Corp_...._..--------------2.7. -- -- 3 MOTOR BUSSHOPS AND GARAGES All Companies...................... 51.4 Twenty-Seven Companies with over 500 Employees_______ 53.1 Denver Tramway Corp--...-............... 11JS -- -- 2 179 -- 1-73 _ .16 3 2 2 2 1.50 -- 1-56 _ .97 17 2 2 2 3-46 -- 3-29 _ .94 15 2 2 2 MS 4-04 ___ 644 25 2 2 Z 54 -- -36 _ .01 2 2 2 2 2.45 2 56 _ .47 5 2 TROLLEY COACHTRANSPORTATION AH Companies.--------- ... 17.6 Denver Tramway Corp-------------------------4.6 -- l TROLLEY COACHSHOPS AND GARAGES All Companies, , ............ 34.6 Denver Tramway Corp---------------------.0 -- 3 TROLLEY COACHELECTRIC AND POWER A11 Companies ......................--............. 49.6 -- Denver Tramway Corp.--.............._..No rating .69 . .05 Z 1.73 .00 3 _21J5 2 2 2 2 'Tikto tram mtisia compiled by National Safety CbomU, lac. 273 -- 27.4 _ 127 2 208 1.99 .14 -- i 422 _ 423 _ 267 3 2-15 ___ 207 -- 1210 16 426 _ _426 424 7 466 4.93 71 __ 3 21.4 204 273 452 -- 463 9 3XD M 177 --207 _ 27 3 3 m m2 _514 219 _59.3 1> 6D 1 25 t 167 >4 1 J 49 1 213 O "5 .43 m1 725 ji Transit Section 327 Allocating the Transit Operator's Responsibility for Accidents Discussion Ltodtr; Railway Co. (Panel Ditcwsim) E F. Mehxxns, Dir. of Safety, Omaha and Coandl Bluffs Street Participants: Conn Dokll, Supvsr. of Accident Pre vention, British Columbia. L. B. Ekkes, Supt, of Transportation, 'Cleveland Transit System. L. D. Gale, Asst Mgr., Beloit Bus Co. MR. ENNES: I never had nude much of a study of determining the responsibility for accidents. We still do it at Cleveland as we did 37 years ago when I came there. The division superintendent determines the responsibility of the accidents. He is the' man who should know the location of the accident; know the employee who had the accident; know the equipment, etc He is like an artist who is drawing a picture. When he picks up an accident report and he reads it over he should be able to see a visual picture of that accident. An artist, when he is drawing a picture has the finished product in front of him all the time. A carpenter looks over the blue prints of a building. He is working to that finished product all the time. Years ago there wasn't much considersm tins Is tbe man who had the accident, lie aw hu%Iu in and told he was to Marne W Am accident and discipline was rfiMUmd Time has been softened up in hair year*. la some places they have a Varl or a committee to determine the mpmMty for an accident. The members <a that couaBsttce never made a study of tins is any way, but it scans to me that the members on the committee depended oa the strength of the union. The majority of the members are trainmen mid hold most of the voting rights. My orders to my dhrisapn superintendents are to see and interview every man who has had an acci dent. You don't always get the truth from the accident report. Sometimes, the op erator writes out a bald-faced lie. He is naturally a little biased in his favor. It is the doty of the man detecmining the re sponsibility of that accident to be able to determine whether or not it is a bald-faced lie and whether the man is a little con fused, but to get the truth on it. In case of a vehicle accident, he should know the location. I remember one time I was sent over to the East side of Cleve land. I never had worked over there, f came in in the morning and picked up the accident book. The old dispatcher told me the fellow had an accident; that he was out in the other room and he wanted to see me. But I wanted to know where the accident was and went out to look at the place. When I came back I studied the report and looked at the vehicle. Then I was in shape to talk to that man and be honest with him. I have always considered the company what was paying me, but in order to Have cooperation of men you have to deal fairly with them. 1 have never had any real tr r.ble with the discipline handed out in accidents. If it turns out to be a discharge case, the union always comes in with it. but if it is a time off, 1 have been able to handle it pretty well with the union. Once in a while it is pretty hot You have to be fair with your men. .The bead of the claim department made a report the other day that showed during the past 32 years accident* have cost $25.000,000. Our accidents last year alone cost $700,000. I don't believe that ony one who is injured and settles a claim, would rather not have lad the injury than to have the money. I think 'we have a claim depart ment down there that doesn't waste money. If we are to blame for an accident and have a report that shows we were to blame they go back and try to settle it and settle for a fair figure. CHAIRMAN MEHRENS: Thank you, Mr. Eimes. I will now call on Mr. Gale. MR. GALE: I have beard a good deal during the Congress of why top manage ment is not note interested in tbe Con gress and in safety work. As far as the Congress goes, 1 don't understand it my self. As assistant acting manager of our small operation, I felt th^t considering what we have to pay operators today that I couldn't afford to send any one else. 328 34th National Safety Congress, 1946 Maybe I am flying in the face of tradi tion in my outlook on allocation of respon sibility. Many companies, I know, will look at me somewhat as a mutineer. How ever, I do think that the allocation of responsibility is too often a case of who io hang the blame on when there is an accident. That is practically what a lot of us do. That is the first thing that comes into the mind when an accident report come* to the desk, "Well, can I hang it on this guy or can't I?" I think that is the wrong approach to the allocation of respon sibility. , ff wc analyze accidents and the close calls that we have, very carefully* I think i hat we will find that a large proportion of them in the Anal analysis should be allocated right back to top management. After you have a potential employee, the first step is in determining whether or not that man has the characteristics to accept responsibility. The next step is training. 1 have gooe into the problem of training employees pretty thoroughly during the last few years and 1 am getting to the point where I realize all the things 1 don't know about. It is a big problem. The training is the place where the driver is finally fitted to take over that job. Not only how to op erate the vehicle; how to get those nickels in; how to handle passengers and defen sive driving, which must be inculcated into that trainee's mind during this period. Then, there is the follow-up and I don't mean a certain period of follow-up train ing. 1 think follow-up continues as long as a driver is employed. I think those fundamental steps are necessary in putting any man on the job. There is a very large question in my mind of whether or not most of as don't allocate responsibility to a driver in a manner of passing the buck. I think that most of us, if wc analyze every accident that conies across our desk, will find that a large majority of our accidoits can be charged directly to management. MR. MEHRENS: Thank you, Mr. Gale. Now il is iiiy pleasure to present Mr. Colin Dobell of B. C. Electric Company, British Columbia, Canada. MR. DOBELL: We at B C Electric regard the allocation of responsibility for transit accidoits as a very important sub ject. We have set up quite an elaborate routine, and we find it is working out very* well We are making this system serve two purposes. First, the medium that we use gives us a pretty accurate guide as to what responsibility the operator has and also it allows us to develop norms of perform ance as far as accidents are concerned. Briefly, this is the way it works. The accident is evaluated in the Aocsdent Pre vention Department 1 might say the people m the department have an operating back ground. They check with the Superintend ent and also with the Legal Department before they finally decide what responsi bility, if any, should be allocated to tbe operator. The responsibility is. allocated on the basis of a range of numbers from one to nine. For instance, if a maa.faa an acci dent that shouldn't have happened, they would ay that man was 100 per cent ittponwbflc. In other words, be would get m factor of nine for that swideut If the situation were such that the op erator contributed to tbe accident m a minor degree, he woald perhaps receive a factor of one or two or three. In that wny, there are two thing* that give you a fairly accurate indication of what that operator could have done about it on one hand and then at the end of the year or at the end of any monthly period that you wish, you can develop a norm for all your operators and you'can find out which fellows arc laving the most accidents or rather which are contributing most to the accidents. This information can be used in follow-up. retraining, etc. We don't just put this information down on the records. By mailing it directly to his home we advise the operator time a certain acodort, happening at such and such a time and location on such and nch a date was considered preventable. Perhaps 1 should explain that a little farther. Before we set op this system, we had three grades of responsibility, for hastaaoe: No (dame; preventable; and chargeable. Chargeable indicates major tesponnihility of the operator. Preventable radicates par tial responsibility, and no charge, of course, indicates just what it says. Those defini tions have become so fixed in tbe minds of our employees that we didn't want to Transit Section 329 change them, so we continued them ha the same wgy by regarding any accident which has the factor of from one to five as pre ventable and any accident which has a factor of from six to nine as chargeable. That, gentlemen, briefly is the way it works and wc have focmd it very valuable. Our operators, generally speaking fed qmte badly if they get a chargeable de cision and they are given the opponmity to.protest that Airitiwi The employee gives all the reasons why he thinks it is not chargeable, he can come in to see the Superintendent and the accident will go before a committee composed of top flight operating men and it will be reconsidered. The man's viewpoint it thoroughly dis cussed and reviewed and if any change Is radicated, then the change will be made. * If not, the original decision stands. CHAIRMAN MEHRENS: I would sug gest now that as long as Mr. Dobell is here, and Ins system is somewhat different from gm and while his remarks arc still hub m yoor mind,, that you ask your questions now. MR. GROVER: Do you find some of your employees going scot free on an acddeaa ra the absence of definite outside evidence? In other words, what does your Hahn department find on some of those rhit'graMr acridrnts or nan-chargeable accidruTL We have done somewhat the mat things yon have done and we have had some very unsatisfactory experience with it Most claim men don't enjoy it and protest the Safety Department going out and tnurhing up tbe witnesses. If we had two man cars they would bring in some nice reports, and of course, were not charged, bat when a claim was filed and an investigation was made and an outsider sai brought In they found out they were lying. That created a great deal of dis satisfaction because the honest guy was telling tbe truth and they know in a round atom way what happened in this other . case and they say, "He got off, because he lied." We had that experience and we cut it out. Did you have that among your people? Do you have any indication of that? MR. DOBELL: We had quite a little trouble along that line. The basis we use for the evaluating of reports is simply this: What action could our employee rea sonably have taken to avoid this accident. or did some action of fits func this acci dent? The responstbifity is based entirely on that approach. If we haven't got enough information in the original report we will then get in tooth with the kgal departmcn and see witnesses an it- Wc, who are investigating don't see tbe witnesses at alL The legal department sees all the witnesses. We try to get all tbe information that wc can from all sources before we finally make the evaluation. UR. GROVER: Do you examine all the witnesses whether a Haim has been filed or not? MR. DOBELL: No, if the witnesses are available then we have tbe benefit of the evidence in evaluating. If there is any doubt as to whether there was any respon sibility or not, then the employee would not get the blame, but if a claim should be made later, the legal department has a copy of the report which says no blame and they then get information which shows there should have been some blame, that man will get a letter to advise him that in view of additional information some re sponsibility is held attachable. He is noti fied of that and of course, if it is found out that he has been lying, we take some action. We have had very little trouble with that One reason for that perhaps is this: That all our men in reporting an acci dent. report to a supervisor who assists them in filling oat the report form. That gives them a little skilled assistance. This supervisor can ask questions and point up certain required information in the report so chat the report is correct and more satis factory from the claims department view point, from the traffic deportment view point and also from the standpoint of the departments, because the whole story is there. MR. GROVER: I know you handle your cases that way, but 1 often wondered how you got by with than. Still there are a lot of cases that they most review that you don't get a claim from, and you are buried in records. Do these other men know that man lied? We have fond cases where they laughed about the other men. 1 am just interested in that because it is our failure and 1 don't think wc have any real yardstick to determine chargeable cases. 330 34th National-Safety Congress, 1946 MR. BULLOCK (St. Louis): Some time ago we were on this very subject of the ratio of automobile accidents in the scheme of determining what degree of re* sponsibiUty is on the operator and asso ciated problems. I have had quite a few questions from fellows who wrote me and wondered what other people were doing. On this first item that Mr. Dobell men tioned the ratio of responsibility, or a scheme of using the factors from one to nine. Out of thirteen properties, we dis covered six were using a prorated scheme of either symbols of A, B, C, and D, etc., or as Mr. Dobell and Mr. Whitcomb have of using numerical breakdowns. Another thing of interest was the ratio of responsibility on accidents. We want to know how we can compare with other companies and I will just read the figures because I don't think it is fair that 1 read the property names as tied up with each individual figure, but for the interest of ihe record here, T see no harm in reading the property names as pertaining to this computation. Springfield, Massachusetts, New Orleans, Vancouver, San Diego, Lake Shore Coach Company, Philadelphia; Los Angeles Transit. I guess 1 got all around. Here are the figures. Per cent of avoidable or preventable or whatever you wish; in other words, responsibility ratio as com pared to total accidents reported: 16.7; 30.5; 1419.fi; 42 per cent; 39.2; 172; 9.6; 25 per cent; 16.06; 272; 26.08 and 31 per cent. There is. quite a variety as you will observe there In thinking of those percentages. I don't mind saying that ours was 14.3 and 1 am sure that this will be of much interest to our operating per sonnel. The other thing that I would like -to inject in here i$ this: I would t>e interested in having someone tell me, why he uses the A, B, C, D arrangement, why he doesn't use the numerical system instcadFor this reason, if you wish to have* a gradation of responsibility, why not just state then that 25 per cent or 50 per cent or 75 per cent or 100 per cent. Then when it gets down to a basis of evaluating the individual's record you could have some thing that you could mathematically present, let us say, to your unions or to the indi vidual, himself. You could add it up and say you had 425 accidents as an equiva lent of one total responsibility. I don't know whether it is feasible or not. MR. DOBELL:- In setting up this pro gram in the first place, 1 took this view.point, as I said before, first of all, that the medium we use should provide an accurate guide as to the individual's re sponsibility for any accident, and any single accident and in addition it should also be capable of providing a means of evaluat ing group performance as welt. What we did io this case, we will add up the total points of responsibility for any man for any given period. Also we can attach a value of one to every accident regardless of whether it is responsibility or otherwise, so at the end of six months 1 might have a rating of 15,20 or 25 for any one man. That give you a ready compari son with all other men on the job. You can determine from that the average performance agd if you find one man is getting a higher than average for that period, you could flag his personnel card. It is a practice we follow and in that way. point up the need for additional instruc tion or supervision. The only purpose in using the numbers is that it is an easy of grading. Actually, it breaks it down into a per centage system if you regard nine as being 100 per cent responsibility. It is pretty- much the same thing you had in mind. MR. WHITCOlfB; We send out a sheet to the depot Superintendent and be U re quired to take some action. He'must bring an operator in to reassign him, instruct him or send him back to school. When he does that, I can follow that up on his rec ord. We might caution the operator a couple of times and a final caution and the next time the Superintendent must take some action. It is my responsibility to see that be takes action when be says be is going to. So many times, these days, final caution was given and nothing was done about it Frankly, we arc trying to get rid of our bud boys. We are using it as a means of supervising people. It is either chargeable or preventable or ooo-preventable. In tbe follow-ops we are using points and something has to be done. They agree upon the number of points for preventable accidents. They are listed and it is not by. chance that we look op in the air and say. Transit Section 331 ''This accident is prevaitable or not" We have listed wftat we determine are pre ventable accidents. Onoe in a while the Superintendent doesn't agree with us, but we usually can get together. MR. GALE: I would like to ask a ques tion of some of the other members of the pond or any ooe is the room. Just wby is there a question of percentage of re sponsibility m any accident ? In siy estimate an accident is either pre ventable or oot If it is preventable that is aO there is to it, in my opinion. I may be wrong bat if a man has a rise of pre ventable accidents, no waiter bow minor, it it an indkatioo'that the man is riding for a fall and something is done about it immediately. " Another thing I would like to inject is this: Mr. Ennes spoke of some of his op erators not reporting tbe truth. We don't have a bit of trouble in that respect. Just last winter there were three men who sud denly found themselves at the parting of the ways with us for that reason and we haven't had a bit of trouble since. In fact, right in oor contract it states that any one putting anything in an accident report bat the truth is subject to dismissal without a hearing. MR ENNES: Wc did find several re ports' that were not properly made out As I staled before, it is a question of whether it was done purposely or whether the man didn't understand it They come in and make out accident reports and pass them over other to the dispatcher or some clerk there. Perhaps he is bosy and doesn't study them out- This report goes on through; tbe claim department gets it and they go oot and Investigate that and find oot tbe man was altogether to blame for the anidnU We fist oor accidents and then we bane a *D," where perhaps senna one threw a stone through a window, and there is no responsibility there--we cal] that a "D." We use the letters to keep from conflicting with tbe claims department classification. CHAIRMAN MEHRKNS: Yon agree with Mr. -Gale then? MR. ENNES: I believe 75 per cent of the accidents should be avoided. CHAIRMAN MEHRENS: Mr. Dobell, do yon agree with Mr. Gale? MR DOBELL: Not ostirdy. inasmuch as there are degrees or errors of commis sion or errors of omission. First, for instance, if a passenger is boarding who is very elderly or handi capped in some way or another, tbe con ductor can take some action there by study ing that lady's age or something of that kind. However, the lady fell down. You can't say that he was responsible for the accident CHAIRMAN MEHRENS: He could have prevented an accident in your opin ion? MR DOBELL; There is some degree of responsibility because he didn't give extra care, but you can't say be ti entirely at fault, and that is why 1 think this idea of grading responsibility fits a lot of cases. Out on the coast we have a lot of fog and there are a lot of rear end collisions. I don't feel the drivers are entirely as responsible for rear end collisions as they would be in dear weather. MR DAVIS (Philadelphia Transit): Wc predicate our grading on the fact that an operator should be perfect, so there is some degree of responsibility there. If one of our operators gets out in a car and bashes in the rear end of another street car, be certainly should be charged with what you call a penalty point or discipline, and he should be charged certainly with more responsibility than a man who just merely does the slightest little thing wrong. 'We lave three degrees of chargeable accidents and we call it a **C/* *D" and "E" A "C is where the operator used ordinary' care but be failed to use the highest degree of skill that was possible. A "D" acodoit is where a man doesn't nse ordinary care, and an "E" accident is where he Is grossly negligent For the purpose of cfisdpUmng oar operators and advising our operating men just what they are doing, we use tbe penalty system which is based oa points. A nan with a 44C" accident is given ooe penalty point and a man with a "D" accident is given three and one with an "E" he is given six. Also a man with a late report is given one penalty. The man having an unreported accident receives three points. We revise our lot every month and give the Superinteodait a list of every man that he has working for him with the penalty points that have accumlated during the last year. That was the ooly way we could solve the thing. Mr. Grover mentioned that reports had been made oot improperly. Of course, a 332 34th National Safety Congress, 1946 lot of accidents aren't investigated by the claim department Every accident, after it has been investigated and before it is tiled away goes over the claim desk, and it has on die report in pencil tbe original classi fication which was given to that accident If anything develops in the Investigation that shows that the report was not prop erly made and an improper classification was given that report is sent back to the committee which originally handled that accident. Then it goes over to the Super intendent's desk and for the purpose of disciplining a man who has made an im proper report. That has worked nicety.. MR. SNYDER (Oklahoma Railway Co.) : AVe have found we can Marne traffic accidents on five diffcroit things: First, our driver; second, the other fellow; third, failure in supervisor personnel; fourth, mechanical failure, and Sv<; an act of God. Those are tbe only five things that can be charged. Can a traffic accident also be charged to a combination of those things? That is the reason why 1 particularly like Mr. Bullock's method. What I would like to ask is, on passenger accidents whether or not that same degree can be used to determine the responsibility between oar driver, the passenger who has tbe accident or the other situations? MR. WHITCOMB: We apply the same. I f it is a preventable accident we still apply a point rate, but it won't carry the point rate. In other words, a jerky operation accident, where i| is very evident that this fellow merely threw the passenger. We don*t give that the same evaluation if he goes down the street and plows into the back of his leader, or into another auto mobile, or into an open switch. We- still apply the rate to that passenger acrident MR. HAMMONS: In Seattle we charge an accident in one of three ways. They are avoidable, unavoidable or questionable. The only time we charge a questionable one.is when we don't have information to determine what happened or bow it hap pened. If we get full information later we correct it. In some cases the operators will have an accident in which they arc involved with a traffic department and maybe they get a citation from a police officer. He may go to coart and the judge will dismiss the case. Then he will oome in ami say, *1 want my record changed because the judge said I was not at fault" We say the record must remain as it is at least for a time because the judge pos sibly did not say we will not he subject to a civil action later for damages. MR. BULLOCK: In St Louis, we had .chargeable, questionable and ncn-chargeaMe. Tbe curious reaction to tint method of determination on. the part of the operator was this: "If you are in doubt then why not give me the benefit of the doubt?" MR, .TENGBLAD: I believe in moat cases the properties have the dcririnm ren dered by the Superintendent .and manj times -tbe qncstxaable .type o accident or the degree of respumilelHy Is considered by the Superintendent who tries to hit a hapjfy medium rather dan make an out standing docliioQ one way nr another. I am quite interested in these various de cisions on the degrees of responsibility. They all have merit. At the present time we have only* two Ores of decisions: Avoidable or. unavoidable. I take that posi tion because we try to get it into the of the operators that they are professionals on'the streets. We can't compare them with an ordinary automobile driver on the streets. Consequently he has to taka the position that he is on the defense. There is only one He coedd either have avoided the accident or he couldn't have avoided the accident. In a lot of cases where the superintendents make the dec*- sacn, aaf where you have a number of superintendents working, they might he taking the mint way out. MR. BULLOCK: I am sending out a questionnaire. I am trying to find out something if I can, but based on past t* perinea and in Bitrning to this debate here today on the subject, I am wondering If there isn't some- merit to this degree of responsibility. Mr. Gale there may not go along with me, but certainly, we are trying to determine responsibility in accidents and yon have to have a com mon norm to begin with because there are so many factors. I think Mr. Emu would go along with that. You have to rate your labor today with more or less mathematical predssaon. I mean, there has to be a definite record before yon can do anything about discharging a man. It is no lager a matter of personal opinion and m work ing with committees ydu have to hare things specific. Transit Section 333 However, there is the element of human failure. Suppose l was using the scheme thing they want under federal rules and many of the states are following the federal proposed and a man had a 25 per cent re 4^ rules. sponsibility. then if that operator happened MR. DAVIS: When we make an acci to be good at making out reports and hajH dent report wc liavc a duplicate copy which pened to be extra good about arguing. Ik: comes from the claim department. There may get you to let it go as an unavoidable is no other duplicate copy. U goes to tbe accident The fellow who was not so good Superintendent of Transportation and we at arguing might get stuck. If you have nark our coding on his copy only. If it is }ost one breakdown it Mens that tendency subpoenaed it comes through on our rec is etlaihstni and yon have an overall ratio. ords. We take up our file on the original Now, la it fair or proper operating prac accident in which there is nothing as far as tice to bold the operator blameless, if there chargeability. is some degree of responsibility? Sure, your definition states if there is any degree of responsibility it can be classified as an avoidable accident. That is true, but the tendency is to slide away and be lenient MR. GALE: A lot of us are wandering around in a maze between the terms pre ventable, responsibility and chargeable. It is my considered opinion that prcventability of an accident does not in any way deter MR. DRAPER: On this question of re mine any responsibility for the accident for sponsibility--and I have dealt with this prcventability is nothing more or less than thing from safety; from claims; from the what your driver could have done to avoid legal department, and lately it was started that accident. That, in ray mind, is the from the federal courts and it has been degree of responsibility. Accidenis arc passed on to the state courts in many very closely tied in with your training and we have a system of discovery which with your education program. The moving is used now m law suits. On the question factor of that educational program is de of responsibility I have put a question fensive driving. Just as the gentleman said, mark and the reason 1 have put the ques "Our drivers are supposed to be profes tion mark wastft because it was a question sional drivers. They are supposed to lead mark in my mind but in case some one the way in how to drive on the street." conies in and files a law suit on that case and subpoenas your records, and they have the right to do it, when they ask for your answer, it won't be divulged a the reports. It is a secret of my own--my own code. No one knows what it means very well except me and the reason that 1 do it is the matter of discovery ia a law suit. MR. WHITCOMB: In my company our deportment makes some determina tions as to whether we ought to pay or not; whether the driver eras negligent or not, we don't care; we are concerned with a rule book. * If we started in and said such and such an accident represents 25 per cent responsi bility and the other fellow is 75 per cent responsible, right away you have opened the door for the grand old barrage of alibis, and that is one thing that we are fighting all the time. In finding out whether or not an acrident is preventable, we use the metitod of the accident review board which we have found very satisfactory, not only in the findings but also as an educational program. Our board is made up of four members. Two drivers; one from the maintenance depart MR. DRAPER: There are two defiutious, but the thing that I am always afraid of a- our responsibility is the fact that some smart lawyer will come in and sub ment and oue from management, with a chairman who does not vote except in the case of a tie. We use as oor Bible the good old rule book Fleet Safety Memo No. poena your- records and say, "In your own company you charge this man with the responsibility for the accident." Now, the question for the jury is, how much? 14 of the National' Safety Council. I find that it will cover any accident that might occur. We have settled once and for all this MR. BULLOCK: As a matter of legal question of chargeability and responsibility. procedure if they subpoena the records We have no penalty whatsoever for acci they only get thecasc records. dents. Wc do have an incentive plan whereby MR. DRAPER: They can subpoena any arli driver putting in a certain number of 334 34th Natunuu Safety Congress, 1946 hours with no acddcnts during- the month, avoidable and one over here unavoidable receives a certain amount--(3.00 to be exact, the onion president certainly knows about which is credited to his account, which hqp that pretty quickly. It sets a precedence, can use n ordering uniform equipment. If vo it makes your position unstable. What ihey are under a certain number of hours, wc are trying to do is stabilize our thinking (hen they get less, etc. If there is one on the matter. That is why I like the little accident it cuts the amount right in two. scheme you had there of setting out spe tf there arc two, it cuts the remaining cific rules to uy to correlate the thinking amount right in two. If there pre three, no of all of us. oue gets anything. Instead of .using .the penalty system we have given them some incentive. We find that the fellow who has an accident during the month and costs everybody a dollar is very, very unpopular, h has worked out very satisfactorily. MR. WHITCOMB: Wc have a man who charges preveafobfes. He Is in die legal department He has a pretty good balance, but he might be out side some day or we might lose him. We want something pretty tangible. MR SNYDER: Don't you find on that $> stem, where yoo have accidents, for ex ample it your bos is parked at a bus zone properly and unloading and a bus rams the back of your bos. has that lost a driver bis bcnu> for that month? MR. BULLOCK: Were I an operator and I had a specific type of an accident and if you as the superintendent could show me that check sheet that states specifically this type of dispensation is the general rule; that is a preventable type, I will feel MR. GALE: Not in that case, Our ve then that I am bring treated like everybody hicle is at a standstill and properly parked else. in the proper place. There is nothing in the world that a driver could do to avoid that accident Therefore, if it is not avoidable, it is not charged. MR. SNYDER: In other words, you bate 10 determine those cases in which >our operators arc absolutely not at fault You are evaluating then. MR GALE: Fleet Safety Memo No. 14 gives us the types of accidents and cots down a lot of work. MR DICKINSON (Milwaukee) : I can see some advantages possibly as to alloca tion of responsibility but, so for as stand ardization is oooocrnei there may be ten or twdve division superintendents. Ybu MK. GALE; We only have to decide have enough trouble there with two things whether or not there is anything that our to decide rather than taking on more. We driver could have done. If there was any don't indicate anything hi writing m any thing that your driver could have done to way on our records in foe way of a code. avoid that accident then that accident was We put a check mark. We mark the preventable. chargeable ones red and the noo-chargeabk MR. NAQUIN : Taking that same case accidents blue. Mr. Dobell, would the driver of that bus get a charge of one point on your system, even though he was unable to move bis bus ami prevail that rear end coDijion? MR. DOBELL: If there was nothing he could have done there would be no penalty. MR DRAPER: No one knows bat you what it means. MR BULLOCK: Aren't we beginning to get too concerned with accident severity rather than accident frequency and aren't we beginning to learn there is too much MR. BULLOCK: I go along with the discipline which is not a function of the thought of an accident being preventable 'safety engineer, and getting too far away or avoidable and that is why we switch to from causes? avoidable from chargeable. It may be a little bit technical but it gives us an op DELEGATE (Denver): I would like to ask Mr. Dobell a question. I believe portunity to talk with the operator in terms of avoiding accidents. you mentioned something about preparing accident reports, and that the supervisor We have a problem of standardization in sometimes, helps the operator. 1 am won interpretation of what is avoidable and dering if you are not getting the super unavoidable because if there is a certain visor's report of the accident rather than type of accident in this division classed as the .operator's? Isn't it better to let that Transit Section 335 operator go ahead and work the thing out. We have had accidents a time or two where there was a platform man and stud ents involved in the accident Possibly a student had beoi operating at that time, and the two reports were identical right down to the last dotting of the 'T and the crosscut of the **T." MR DOBELL: That was when the operator failed in the original report All the supervisor does in this is to point out to the person writing op the report that he hasn't given the direction of the vehicle, the weather conditions or whatever lie thinks should be m there. He merely points it out to the man writing the report. There is one other thing I would like to say in defense of this point system: The reason we adopted it is this: We bad to get down to brass fades with regard to the accident problem. A$ a matter uf fact, iut year we made a survey of a thousand motor men and conductors on the street car sys tem and found that 218 men had no acci dents whatever in that year. Wc found out that another 200 or so of the men had only one accident for the year and so on down the Hne. Then ten per cent of the men were having thirty per cent of the acci dents. We wanted to concentrate our efforts where it would do the most good. The only value in this point system of allocating responsibility is that it gives* you a ready means at any time of finding out which are the men who are contributing most to your accident picture and then those are the men on whom you Can get busy and dn 'something in the way of corrective effort. That is the only purpose behind the point system. Women's Activities Session WEDNESDAY AFTERNOON SESSION October 9, 1946 trending: Anne H. Ba*na*d, Director, Women's Div, N S C. That Woman Driver By MILDRED Y. McKAY Dir., Edacitwn it Safety, Cleveland (O.) Automobile Club How my of u wbo are of the so-called weaker bat fairer sex, both of which adjec-. tires have been widely challenged, have not at vo--e ttK or another been called "Just another woman driver.** Somehow when a non asm those words, venom drips from every syllabic. By nature, 1 am all for the woman driver and certainly would not Like to be nkfited to the old school that believei that a woman's place is in the home and the home only. There was a young husband one time who refused to let his wife learn to drive on die gromtds that if she did not have such comfortable, swift, and convenient transpor tation at hand, she would be forced to May at borne where be believed all good women should stay. Tins was one of the family squabbles that was brought to me I, of course, sided with the poor rooster-peeked wife and tried to show the husband where it efid not take away from her wifliness nor her femininity to be able to drive. I brought out the fact that at the time the belief was popular tint a woman's place was in the home and the home only, a woman had everything she needed for the care of her family and her home on her own grounds. Food was raised, canned, or stored on the place. Thera was adequate storage place so that such staples as were not native to the land were purchased in Urge quantities for the entire season. The measure of a good housekeeper was bow well she tended the fimV live stock and raised prize vegetables and fruits, how well she prepared those things for storage--rendering lard, --wdr--g hams, storing eggs, canning, com ing, parching, etc. These things occupied all her time and if she DIDN'T stay home, her family went hungry, unclothed, and unclean. But even under these early conditions, where would we be today without the spirited pioneer woman wbo could be counted on in an emergency to handle her only means of transportation at that time. Oar pioneer mothers lost nothing by their ability to be able to go out into the barn yard, catch "Dobbin," harness him, and drive him. Women did these things under very difficult conditions at times. Who can say, how many men were killed on the Oregon Trail and what would have been left of the surviving families if the women had not been able to handle the teams? Our backward young husband certainly didn't think that that took away from their womanliness. He also failed to take into consideration that a woman's home life is completely different today. Under present conditions, to have a well run home, a home econom ically run, a woman CAN'T stay home all the time. She must bring in ail her sup plies from the outside and, to do this wisely, she most be able to shop and com pare; and to buy where it is most advan tageous for her to bay. To educate her children to take their places in this vastly changed world, she most take them to dancing schools, music schools, Simday schools, their little social fanetkos, etc. In fact, the mothers in some of the happiest families I know spent a large portion of their time as "jitney" 337 338 34th National Sajety Congress, 1946 drivers and because they do they keep them selves interested and active in their family's affairs creating a healthful, and wholesome family atmosphere. AH these arguments the young wife and 1 tried on this particularly stubobrn hus band but he was adamant and lo this day 1 often wonder if he has relented. His only comeback to us was that his grandmother had stayed at home, his mother had stayed at home, and, by goUy, his wife would stay at home, too. Oar feminine pioneer an cestresses notwithstanding. This Is die tra ditional objection to women drivers and there are few of us who can be sympathetic with such a backward viewpoint- However, all the objections to women drivers are not quite so groundless. Many of them are valid and I think it would be very profitable to look at a few of them. The things that T am going to discuss might well be faults of both men and women drivers but I have tried to choose those that are more purely feminine and much as I hate to admit it, there are such. First of all, is a woman's lack of interest and understanding of her vehicle. Give a woman a $1500 or $2000 mink coat and she treats it with the utmost care. She is very careful where she leaves it, in fact, many women with beautiful and expensive fur coats will not check them in regular check rooms. They will not permit them out of their sight. They arc most careful to send them into cold storage in the summer and to have them thoroughly reconditioned at intervals--and only by the best and most reliable furriers. What docs she do with $1500 automobile? She gets in and drives it. parks it wherever her fancy dictates, it completely unaware of a preventive main tenance program that would protect Jber investment in that car. Why bother with oil changes and lubrications as long as the car rolls ? As long as there ii oil is it, n hy bother to take it out just to put more in. Better spend the money on a manicure or a wave. She drives her car over salty winter roads without giving it any pro tection. She has not the faintest idea of what is on the other end of the controls in a car. She pushes and pulls things because she has been told to do so. Naturally, In an emer gency sbe ba* no idea of the physical limits or the physical possibilities of her auto-. mobile. A typical example is the feminine use of the cboke. Most men get in a car on a cold winter day and pull out the choke,' they get tbeir car started and go oh their way without any trouble. Most women try to do the same thing and usually flood their motor. They push and pull the same little gadget but get vastly different results. Why? The reason for this is that most men know that that little choke button operates a butterfly valve in the carburetor and whfn it is polled out it docs just what the npme implies, it chokes off the air, allowing a richer gasoline mixture to get into the cylinders. If this air is choked off too long, pure instead of vapor is going to get into the cylinders and flood them. Therefore, armed with this knowl edge, he knows just how long be dares leave H out before pushing it bade to let some air into the chamber to keep the fuel in a vaporized stale. But Mamma just pulls it, if a little 'pull is good, a big one is better. If it is well to leave it out for a little while, a longer while should be better. Ah, me! It's flooded and mamma is in trouble. If a woman has (be intelligence to drive a car she should have the intelligence to make it hef business to learn something about the car and thus be able to both drive it and care for if properly. Naturally, a man loses respect for a woman driven when through her ignorance she abuses a $1500 investment. If be treated her expensive coat as carelessly as she treats his automo bile I am afraid there would be considerable trouble. There was a time when it was thought unladylike to peek under the hood of a car, and that a woman was constitutionally in capable of understanding anything mechani cal. This is a very foolish notion, because there isn't much in an automobile with which she isn't already familiar under some other name. A carburetor is very little different- from tbc perfume atomiser oo her dresser, the ring and pinion gears in the rear axle housing direct the power of the drive shaft in the same manner as her egg beater, the mechanical blue prints from which the or was built are not too dif ferent from the patterns or blue prints from which she makes her clothes! It is all in the point of view. Women would demand more respect as drivers if they make it their business to know and under stand their vehicles. Woman's Activities Session 339 1 *ooce beard of a woman who objected feminine fault. I have seen men guilty of to reflector highway signs because she claimed they ran her battery down. 1 heard this one on many occasions but it is true that many women are indecisive and in of another woman whose husband died, driving split second decisions must be made leaving her a car. Sbe knew how to drive and carried out but bad never assumed the slightest respontibiftty for its care or maintenance One eool oornmg she lifted the hood for some reason or another after the car had been running a little while and noted what sbe said was smoke coming out of tbc off breather or ventilator. This didn't look right to her so sbe stuffed a rag down tbc breather pipe cutting off all ventilation, the very reason for which the pipe was pat in. Some tame later, her car began to give her some really serious trouble; The mechan ics were about ready to tear it completely apart when by accident they found the mg stuffed down the pipe and thus saved her a big and anwwnry labor bill. There are lots of little things about women drivers that have been brought to my attention- Not the least of these is hats. Of town, women's hats are blamed for lots of things bat it is true that large pktnre bats that are lovely at garden party, or little pert jobs that come down over your eyes and look wonderful as long as you have an escort's arm to lead you, have no place on a driver. We scream at the top of our lungs for the manufacturers lo give ns better vision in our care and then obstruct what vision they engineer into the cars by our very own hats. Vanitas, vanitas^ noeMn lemma cst! Drivers must adjust their movements to those of all drivers around them. Each time, you as a driver, start a move, those around you must adjust their actions to yours. If, in tbe middle of such a move there is a sudden change of mind, it is difficult and sometimes impossible for the other drivers around to adjust themselves rapidly enough to avoid trouble. It is said, although I doubt it, that these sudden changes of amd are peculiar to the woman driver. But regardless of who does it, it is indeed, thoughtless, inconsiderate and dan gerous. These arc all some of the little things that have made men lose respect for women drivers, but let's look at the other side of the picture. And there definitely is another side. You know, as % driver, a woman has to be twice as good as any man before they will admit she does barely well enough to get by. In spite of aB their faults the in surance companies have found women to be good risks. There are several reasons for this, one is that women are more carefui. By nature they are protective. As they rear children they are constantly on the alert twenty four hours a day to protect their young. They are trained to watch for trouble for themselves and others and to avoid it. They are more cautious while Then there's window shopping, tempting, driving, and, many times it is this 'very 1 agree, but .when you stop and analyze caution that may seem like indecision and how many feet an automobile, going thirty annoy others who are more daring around miles an hour, travels in the split second them. This type ` of cantion or indecision, H takes you to note that they are displaying as you will, can be annoying to other driv longer skirts or front fullness or what have er* and may result in crumpled fenders but you, you realize bow many things can bsp- it rarely results in a serious accident or an po m that small interval of time. A child injury. Under the same dmnastances a may run out from behind a parked car. man probably will make his decision and The car ahead may suddenly have to oome dash through, right or wrong, his very to a quick stop, a car may have started to speed and directness causing a serious acci puff not from the curb. Then, there is the personality gal who doesn't take her laws or responsibilities too seriously but relies on her winning ways to talk tbe cop out of a ticket One of tbe biggest complaints against women is, "They can't make up their mends,** "They arc all over the road.* Of course. 1 don't believe this is. a purely dent whereas hers probably will be minor. To put it more aptly, as Bos Carlton did, in Boston a few weeks ago, "A woman in many cases substitutes brains for brawn.*' I'd tike to add my own paraphrase to that and say, "Women often substitute the brake for brawn.'' It b said that tbc devil can quote scrip ture to his own ends. Let's not do that. 340 34th National Safety Congresst 1944 Let's try to face the actual figures honestly. The Safety Division of the Wisconsin Motor Vehicle Department made a survey m an effort to reach a reasonable conclu sion as to the relative ability of men and Records show that the worst hours for accidents are from 4 to 6 in the afternoon. This is what the rqads are jammed with tired workers oa their way home. A man driving under these conditions face* many women drivers throughout the state. I am going to use these figures as I don't believe they will differ too greatly from those in other states or from the nstiota] average. Thanks to the interest of the Wisconsin more traffic hazards than his wife does on a mid-afternoon drive to a social engage- Men usually do the lion's share of the long fast bard driving oa trips or Sunday excursions and so we most give Motor Vehicle Department these figures were readily available and will serve our purpose nicely. They found that the acci them the benefit of the doubt as to ex posure but all in all the figures do not bear out thdr right or anyone's right to dent records showed that women were iovolved in fewer and less severe accidents than men. But before we women become loo smug over these figures and do as the devil is said to be able to dot there are three factors we must take into considera tion to give us a fair picture and these three factors do not show op in the bare statistics unless we dig deeper. have scorn in their voice when they say, MA woman driver.** I have tried to give a fair picture, the faulU and the virtues of die woman driver and I believe the conclusion can only be that an comparison to the men she isn't so bad, BUT--that isn't saying very much. la comparison to what both men and women drivers can be there as room for tremen First, there are FEWER women drivers dous improvement oa both sides. than men. la /act, only 27% of the drivers I believe that ooe of the reasons women in Wisconsin are women. come in fot more than their share of kid Second, women drivers drive fewer miles than men. In a single year in the state of Wisconsin, women operated vehicles for a total of 760 million miles, while men drove ( a total of 4 billion, ,710 millions of miles. Third, men drive under more hazardous conditions than women ordinarily do. Bearing these qualifying factors In mmd, let's look at the respective safety records of men and women drivers in the state. Wisconsin's women drivers were involved in 10% of the accidents. On the records this looks pretty good--27% of the drivers and responsible for only 10% of the acci dents. But we stiU have the second factor to consider. On a mileage bans her odds .are cut slightly, but it still shows she fs in volved in 1-79 accidents to his 25. SdJl looks pretty good for oor woman driver in sipte of her alleged faults. ding, criticism, or what have yon, is because as drivers they are comparatively new. When cars were first put On the road they were definitely masculine playthings mid it wasn't until self starters made their ap pearance and tires were unproved to the point that they didn't have to be changed so often that it became possible or practical for women to drive. Then as in every thing new they take up* they were not taken too seriously. Remember die poor suffragettes who first stumped for the right, of women to vole and now a woman voter is accepted without question. Women drivers arc fast proving their right to the highway on a par with men. Getting on a par with men drivers is only the first step in the battle and if that hasn't beat won already it is fast on its winning lap; but the final step m the battle is the big one and that is to improve the quality of drivers as a whole. In this battle Now as to considering the third factor we have no figures to prove Our point It the women can writ step out and taka the lead and I sincerely hope they wiO take op is true women do drive under less danger the challenge and carry on. We can safely ous conditions. For example, many women say women drivers are here to stay and do most of their driving during the quiet their influence can be great. Not only in afternoon hours. They drive uptown to the excellent example they can set, but by shop, or to the home of a friend to play their influence over their children and hus bridge. 7 uey are not inclined to use their bands. 'Miss Barnard sent me an excellent cars unc r hazardous conditions or after booklet published by the. Women's Dhrisano dark. of the National Safety Ctnmdl tided. Womens Activities Session 341 "Forty Six Million Strong*' and I would like to quote from the pamphlet; . . Do you know what 'American women . . . 4^000.000 of them strong, can do if they will, to help pot a stop to this needless loss to oor citizens? They can exert their influence as homemakers, as business and professional women, as civic and commu nity loaders, as citizens to sec that this alarming accident problem is brought to the full attention of the people and that immediate steps are taken to reduce this serious home-front menace. And don't for a single moment underestimate what power ful influence women can have on American life! Their magnificent war effort, their rising tide of voting strength at the polls, the buying power at thdr disposal which runs into the hundreds of miTliom of dol lars, stand witness to the influence they have on national and community life.*' And SO 1 definitely urge the women of America to take up the second step of the bottle noyf m front of them and be the leaders in malting our highways safer. There are three hurdles that stand in the way, the same three hurdles that own have in mind when they say "Women drivers." These are the hurdles of Ignorance; In efficiency and Indifference. Please don't misunderstand me, these are not exclu sively feminine hurdles but we can be the leaders in eliminating them. We can keep our best foot forward. Reminds me of the story of the borrowed umbrella. Queen Victoria was riding ooe day in an open carriage whai It began to rain quite hard. She asked the coachman to stop at the first cottage which was a small unpretentious dwelling. The Queen herself -went to the door and knocked. There pas * momen tary silence and then she heard slow, shuffling old footsteps coming to the door. The door was opened by a little old lady who looked her strange visitor up and down. "May I borrow an umbrella?'' the Queen asked. The little old lady studied the queen and decided she looked honest and shuffled away, coming back with * battered old black raid stick. The queen thanked her and said it would be returned the next day. The next day a servant was dispatched from the palace with the um brella. He knocked oik the door and again a pause before the slow, shuffling steps began to come toward the 'or. The seivant handed the old lady u-c umbrella say ing. "The Queen extends her thanks and returns your umbrella with gratitude." The little uid lady looked startled. The Queen! If I had only known I would have given her my best umbrella instead of the worst J had In this traffic problem women must as sume some of the responsibility and give their best efforts all of the time. They must overcome the indifference that comes from thinking, "It can't happen to me or mine." There is no "me" or "mine" in this national tragedy anybody's "mine'' is every body's "ours." In conclusion I think we must admit that under closest scrutiny the figures show thai the woman driver is not so bad. The record certainly shows that there is room ior improvement in ail drivers. But since we' arc .supposed to be talking about the woman driver, 1 submit that she can im prove herself by admitting and overcoming the faults site is accused of. She can learn to understand and take care of her vehicle. She can learn and obey her traffic laws, she can set an excellent example, she can main tain her native caution but do it in such a way that it will 'not play upon the impa tience of other drivers, goading than into talcing unnecessary* risks. When she does these things, "Just a woman driver" will change to "She's a woman Driver, she's a safe driver." Safety Exposition Exhibitors EXHIBITION HALL--STEVENS HOTEL Alphabetical List of Exhibitors of Industrial Safety Equipment Acme Protection Equipment Co* Chicago, HL Gas Masks. All American Safety Equipment Co* Chicago, 111. Power and Kick Press Guards. American Abrasive Metals Co* Irvington, N. J. Safety Treads, Abrasive Paints. American Allsafe Co>* Inc, Buffalo, N. Y. Industrial Safety and Fire Protection Equipment. Amcricaat-LcPrance'Foumlte Corp., Elmira, N. Y. Fire Protection Equipment. American Mat Corm Toledo, O. Safety Mattings. American Optical Co-, Southbridge, Mass. Indostrial Safety Goggles, Respiratory Devices and Protective Clothing. Aropco Metal, Inc* MOwankee, Wia. Beryllium-Copper Non-Sparking Safety Tools. Ansul Chemical Ca, Marinette, Wia. Fire Protection Equipment. Automatic Canteen Co. of America, Chicago, IU. Supplementary Automatic, Feeding Units. Bausch A Lomb Optical Co* Rochester, N. Y. Safety Lenses and Goggles. Bear Manufacturing Co* Rock Island, 111. Motor Vehicle Inspection and Correction Equipment; Static and Dynamic Balancing Machines. Bradley Waifafoontain Co, Milwaukee, Wia. Group Washfountains and Multi-Stall Showers. John H. Brack, Inc, Springfield. Mast. Protective Creams and Hand Cleaners. Bnssan Products Co* MZhvanhoe, Wk First Aid Cabinets and Industrial Medical Supplies. R. H. Bohrkc Co* Chicago, HL Safety Equipment and Products for Construction and Maintenance Work. Cerdox Corporation, Chicago, QL Fire Extinguishing Systems, Fire Trucks and Mobik Extinguishing Equipment Chicago ByesMcld Co* Chicago, I1L Head and Eye Protection Equipment. Columbus-McKinnon Chain Corp* Touawauda, N. Y. Chains and Chain Hoists. C-O-Two Fire Equipment Co* Newark. N. J. Carbon Dioxide Fire Extinguishers, Hose Units. Manual Automatic Systems. Smoke Detecting Systems. M. 8. Cunningham Co* Pittsburgh, Pa. Safety Marking Tools. 343 344 34th National Sajety Congr-csit 1946 Davis Emergency Equipment Co* Inc, Newark, N. J. Respiratory Protection, Combustible Gas Indicators, General Safety and First Aid Equipment. DiUejr Manufacturing Co., CMuid, O. Magnetic Grip-Shields and Transparent Machine Guarding. Divertcy Corporation, Chicago, UL Oil and Grease Absorbents, Cleaning Compounds, Hand Cleaners. Dockson Corporation, Detroit, Mich. Industrial Head and Eye Protection. C. B. Dolge Co., Westport, Coma. Fungicides, Protective Creams, Skin Cleaner, Cutting Oil Germacidca. Dunn Products, Chicago, 2ZL Industrial Protective Clothing Made from slabber, Asbestos Cloth Duo-Safety Ladder Corp* Oshkosh, Wia Leather. Safety and Fire Ladders, Ladder Shoes. - E. I. du Pont dc Nemours ft Co., Inc., Wilmington, DeL Protective Creams, Neoprene Products, Fire Retardants, Safety Color Code. B. ft J. Manufacturing Co., Philadelphia, Pa. Rcsuscitator Inhalator and Aspirator. EUiott Service Co., New York, N. Y. Safety and Work Improvement Displays, Supervisory Training, Suggestion Systems. J. H. Emareon Co., Cambridge, Maas. Respiration and Rsuscitation Equipment. Employers Mutual Liability Insurance Co* Wausau, WU. Workmen's Compensation, Public Liability, Automobile, Group Accident, Health and Other Casualty Insurance. Fianell System, Inc, Elkhart, Ind. Floor Care Machines and Floor Treatments. General Detroit Corp* Detroit, Mich. Fire Protection Equipment. Geo-Cord Rubber Co., Lima, O. Non-Slip Soles and Heels. Hild Floor Machine Co* Chicago, UL Floor Cleaning and Maintenance Equipment. H-M Folding Stretcher Co., Medford, Ore. First Aid Stretchers. Holcomb Safety Oarmcnt Co* Chicago, UL Protective Clothing Made of Asbestos, Leather and Fire-Proofed Duck. Huntington Laboratories, Inc* Huntington, Ind. Floor Maintenance Materials and Industrial Germicides. Hynaon, Westcott ft Punning, Inc., Baltimore. Md. Mercurochrome, Thantis, Pharmaceutical Specialties and Sterile Ampule Products. Industrial Gloves Co., Danville. PL Protective Clothing, Gloves, Mittens, Handguards, Leggings, Flame-Proofed Suits. Insto-Gas Corp* Detroit, Mich. \ Torches and Furnaces. International Shoe Co., St. Louis, Mo. Safety Shoes. Iron Age DIv., H. Childs ft Co., Inc., Pittsburgh, Pa. Safety Shoes. Sejcty BxpntMnm Exkikilors Jackson Products, Detroit, Mich. Insulated Electrode Holders. Cable Connectors, Face Shields and Goggles. Jonkks Safety Appliance Co, ha, LonhrriBr. Ky. Interlocking Barrier Gate and Swinging Die Ooemxc Guards. Jostrite Manufacturing Co* Chirsgn, DL Safety Cans, Safety Flashlights, Electric Lanterns. Karel First Aid Supply Co* Chkugo, BIndustrial First-Aid Supplies and Equipment. Keystone View Co* MendviDc, Pn. Industrial Visnal Testing Equipment- Waiter Kldde ft Co* Inc* BeScrifct. H. J. Fire Extinguishing Equipment. Kimball Safety Product* Co* Cl mil-- il, O. Protective Clothing. Gloves and Goggles. Walter G. Legge Co* Inc* New York. K. Y. Non-Slip Floor Polishes and Treatments. Non-Sparking Floor Treatment. Lehigh Safety Shoe Co* Inc* AB--town, Pn. Safety Shoes and Rubber Boots. Lkn Chemical Co* Chicago, UL Health Protective, Sanitation and Maintenance Supplies. Ligfatfoot Schultz Co* New York, N. Y. Powdered Hand Soaps, Skin Cleaners and Conditioners. Loan Manufacturing Co* Inc* IndianapoBs. Ind. Blow Guns, Spraying and Cleaning Guns, Water Saver*. Macwkytc Company. Kenosha. Wis. Wife Rope and Wire Rope Slings. Marsh ft McLennan, Inc* Chicago, UL Insurance Brokers and Agents. Marthsdale Electric Co* Cleveland. O. Dust Respirators, Voltage Testers and Insolation Meters. Thom McAn 8iW Blue Co- New York, N. Y. Safety Shorn. B. P. McDonald Co, Lo. Angclc*. Calif. Inda.trial Safety Equipment. Medical Supply Co- Chicago, DL Pint Aid Klta and Supplies. M-tn Products Co>, Akron, O. Flooring Materials, Tread* and Standing Mats. Metropolitan life Insnxancc Co-- New York, N- Y, r tf. Health, Accident. Annultic* and Group Insurance. Whom Company. Detroit. Mich. Protectire Creams and Plastic Safety Cmuing. Mine Safety Appliance* Co- Pittsburgh, Pa. Safety Equipment for Personal and Plant Protectioo. Mhmeaota Mining ft Mfg. Co. Bt. Pol. National *------- of Inaectkfdo and DUInf.iJant Mira, Inc, Now York. N. Y. Household and Industrial Insecticide*. Dirnifectants_and Allied Product. National laid--trial Lannderur* and Cl--r A--oc* Yuag--vn# OCoverall and Wiping Cloth Laoodry Service for Industrial PI--ta. National Safety Cotmcfl, Inc* Odcsgn, UL Accident P--wtioa Service. 258 J4th National Safety Congress, 1946 tore luncheon clubs, dinner ciubs, service clubs, church and fraternal societies and so on, delivering talks on police work. and accident prevention. In such instances--- build up your Records Bureau as tbe foundation for your accident prevention work. Explain how your enforcement pro gram, assignment of patrols, etc. arc based upon traffic flow and aeddent experience-- explain how your accident spot map and your enforcement spot map are utilized in the enforcement program -- how collision sion diagrams--and so on--bring all of these props when you make your speech and explain their workings as you go along bringing in bow you build publk educa tional programs as well as engineering, en forcement, etc. Yon can get a local photostat outfit to blow them up for you if your own machine is not large enough--or a draftsman in.the engineering department will do it in his odd moments. diagrams and the location file are utilised in traffic engineering--it will be impressive --you will demonstrate the selective and In view of my present position and past experience 1 naturally foci that this subject is the most important insofar as police scientific manner in which the police de functions as related to accident prevention partment attacks the accident problem. You will make friends for the department--and are concerned--of course the administrator --the engineers and others closely allied when the people lo whom you have been pcaJcing read your press notioes or hear your radio spots or programs, they will with us in this work have their ideas--but, every man to his own fancy said die old maid as she kissed tbe cow. know that it is all baaed upon fact--that it is scientific and selective. I don't have time to go into the many ingenious and promotional ideas which Another smart stunt is to invite tbe group to hold its neat meeting as a tour of in spection of police headquarters. When they accept, you take charge of the toor, if you have developed from the use of accident record* in guiding lYiblic Education--there are many, many excellent ones. They are all publicized in detail in Public Safety can, and bring them through the aeddent and in the International Association of records bureau first. That is important be Chiefs of Polio- Bulletin--if you don't cause many of than may have to leave find what you want there--write to the before the tour is completed--and your National Safety Cotmdl or to the KACP prime purpose for having them there is to Safety Division at Northwestern Univer give them a short course in accident pro sity--explain yoor problem--they will tell centum and traffic control--then being them to tbe radio room, detective bureau, and the other glamour spots, as it were, in you how it has been attacked in various sections of the country--you can apply the cnc best stated to your locality. headquarter?. Incidentally,, don't sell the school mutants short in this whole matter of Education through yoor accident records bureau particularly your senior high school stu Now, of course, you are not gong to reach all of the people in your ooanmuntty this way--but you win reach an important cross nfitioB of them--you wiD teach tbe important tnflncntial citizens who will be dent*. Bear in mind, this group will be voters in a few years, they'll be applicants for the police force in a few year* get >m young, educate them thoroughly during their youth and they*!! be in your corner when they reach maturity. in your corner whenever anything contro versial develops hecanar they will know you are basing your program upon fact and record--they have seen how your accident records bureau works and of course, re member as you cultivate and gain the con Many police administrators don't, like tours of inspection--1 can't understand why fidence of tbe press and radio you waD he' reaching most of the people. because, in my opinion, it is one of tbe best vehicles of public relations tbe police have--if you are presented with that prob lem--bring the mountain to Mohammed. Build a sample aeddent spot map--an en So, in summation, if you have a standard aeddent reporting system or its counter part, use it in guiding Public Education--if you don't have one, get one started as sooo as you get back. forcement spot map--an enlarged location file--a drivers' record file--indoding colli Invite the newspapermen, tbe radio people, display managers, government offi- Traffic Section 259 ciafc, advertising clubs and influ ential citizens to inspect your accident rec ords bureau--explain bow it is utilized in you* general program, and a good public edocatiooal program will follow simply by "doing what comes naturally." Driver Licencing Use of Records By MAJOR A. P. TEMPLE The burden of checking the upward trend in traffic accidents lies squarely open the shoulders of those of os charged with the administration and enforcement of the traffic laws. It is imperative that we assume this responsibility, and without a moment's loss of time, concentrate our efforts on streamlining outmoded procedures and make full nse of all available means that have proven effective in traffic control and acci dent prevention. Our position in the traffic picture is much llte nmc as that of a doctor faced with an rptdemic of contagious, disease, and we will do well to follow his procedure in the treatment. First, we must determine the cause of traffic accidents from our records, and, at the same time that treatment is being applied to the mdividnal patient, maximum efforts must he directed toward eliminating the gentis that cause the disease, by inoculating those who will be exposed and isolating those who arc affiicted. Oar most effective and direct approach to the nrafafioo and isolation of tlie driver li< a the rigid enforcement and administfitioB ef a good Driver License Law. The Bftiw of traffic safety ties in the rewtrof oi the drinr as an individual. Rec ords are tatyc aod wot by any driver liccnsV pnepma for only one* fundamental purpose ta aid m dm control. Thr sflufiwwos of tins aid is dependent fine woa de wUty and availability of the record* dmdvti I do not hesitate here to ahaoti dhr p* maple that the least govirwl wm thr best governed, provided, in o dbeME. 1 wqr insist upon its proper antanm Take* literally, tbe principle K of coarse, wholly false, with an imme<fatc riitwi** to anarchy. Taken logi cally. iw is* troe concept, it simply elimi nate? W "ltd tape" of governmental foocticans. Too often in the past we have beeonc low m a maze of correspondence. files and cross-files, overlapping and irrcle van! data in seeking to gain vital informa tion. We must dispense with this dead weight and lost motion, if we are to krrp pace with the automotive age. The preservation of human life demands that we keep pace. It cannot, however, Ik attained in a day, in a week or in a year. We have gained momentum, but we must continue to apply with equal diligence that same interchange of ideas which brought about the modern motor car, if we are to achieve comparable results in its control. This control, which wc are seeking t>> place on the driver is, in its simplest anal ogy, nothing more than a case history. No doctor would attempt to treat a patient without making full use of such a record 1 f it is the patient's first contact with thr physician and Ik has no record, pertinent facts are obtained and die case history b begun. The applicant for an original driver'* license is in much the same position. He submits pertinent information and a ca*c history is begun which may form the ba*ifor prescribing the treatment of future safety ailments. Added to this origin*! record, (he re porting of accidents and moving violation* often supplies much useful information And, let me add here, the reporting of seemingly minor accidents and violations i* not to be considered as so much dead weight in our files. This accumulation may indeed enable us to spot the accident protudriver and apply prevoitivc measures be fore he becomes involved in serious conse quences. If -\ve wait for the serious violation or the serious accident 'before establishing a record upon which to apply our action, \uare gambling with life and death. It has been reliably estimated that com mon safety practices are violated an average of 300 time* before the violatot suffers any ill effects as a consequence 1 J4<* National Safety Congress, 1946 Sureky these 300 vtolatioos offer us ample *ine aad opportunity to Cake apyiopriate action to prevofl this first 01-effect. Prevotiefl is the very csMact of nftt>. If we are to succeed in our purpose of using; the records for preventive safety, we must work to effect uniform and consistent accident and violation reporting. Id addition to those uses of the records, the cumulative knowledge of cause and effect thus gained provides an invaluable source of information upon which to form ulate selective examining programs offering the utmost in educational value. The ideal goal remains the examining of every driver periodically. A further vital use of the records springs from the inventory of accomplishment which they provide, not alone for our guid ance, but for the guidance of the public in support of our program. The groundwork has already been laid. We have widespread public acceptance of safety as a movement. We must now proceed with facts and fig ures to guide this acceptance into specific pluses of our program. We need concrete action to enlarge each phase which we know to be necessary in order to bring about the marked results which wiU, of themselves, insure the cuotinuatiaa of public support Our gim in this must not be merely the presentation of sufficient evidence to gam a passive acceptance from the citizenry. The time is now right, the psychological moment is here for aggressive action to ward transforming this passive acceptance an the part of the average citizen. and his duly elected representative in government, into a more active considered and intelli gent Support for the cause of driver licens ing. In tiiis, as in all other branches of safety work, we cannot separate the nse of the records into a driver Ikerning function primarily. Thor use is rather a safety function. As such the records sections serve as the G-2 or Intelligence Corps of our operations. It is this section which provides the*information for the movement of our safety troops in accord with coordi nated plans. The better the intelligence the lest loss of life, and the quicker oar ob jective attained. WEDNESDAY AFTERNOON SESSION October 9, 1946 Group Session for Traffic Court Judges and ProeecutorB Presiding: Lymak M. Tokrl, Js, Nat. Junior Bar Conf., American Bar Asm. * Improving Traffic Courts (Summary of Panel Discussion) Leader: .lucre Harold H. Nest. Municipal Court, Charleston, W. Va. P.milc O Bloche, Prosecuting Attorney. Oak Park, III Persons on trial in traffic court are as a general rule law-abiding citizens and the impression they get will be their general impression of courts, judges, prosecutors, attache* and attorneys in general. It is important, therefore, that they not only get a fair trial; and realize they are getting one, but also that they take away with them a good impression of the court. From the legal point of view the defend ant has some Important rights--even m traffic cases--and he should he made aware of their existence. These include: (1) to know the charge that be is to be tried upon and in as much detail as is required by statute or ordinance; (2) to have an op portunity to make his plea without intimi dation ; (3) in most jurisdictions, to a jury trial; (4) to.be represented by counsel; (5) to hear the testimony of the witnesses m person; (6) to cross examine the wit nesses even though not represented by counsel; (7) to be beard is his own de fense . and to present such evidence and testimony as be or kip counsel may deem necessary and proper to his side of tlie case. Traffic Section 261 To be treated equally is also one of the inalienable rights of the defendant in traffic cases. "Fixing," of coarse, abolishes this right Ait defendants should be required to appear in person and H is only logical to expect that all that charged with the same offense and who am gnffty of that offense should have to face approximately the same penalty to different offenders. If the ac cused is dependent on the use of an auto mobile for his livelihood, taking his license results in a far greater penalty than to a person who uses his car merely for pleas ure. Therefore, there is a strong tendency to reduce the charge for this first type ot accused person. consequences. The remedy to this situation is to give Judge Horry E. Chambers, Oklahoma. State Advisor, American Bar Association Committee on Improving Traffic Courts, Tulsa, Okfe. The Traffic Court differs from the crimi nal bench in such things as the purpose of the laws, the volume, of cases, the type of evidence, the character of the ' 'fcadxats, and the fact that traffic cases d<. t lend themselves to legal precedent. Trai cases 1 should be tried separately from the c :nal the power to revoke or suspend drivers licenses to the courts. Severe penalties are not deterrents to traffic violators; it is the certainty of punishment for every violation that creates respect and cooperation. There fore, if judges were given authority to use their own discretion in revoking or us pending drivers licenses, it would be pos sible to penalties fall more equally and to abolish much of the pressure to reduce charges. docket because the defendants m 'tuc Jack Devoe, City Prosecutor, Liocoln, Nebr. courts are ososDy above the average crimi The use of the word "prosecutor'' should nal court defendants and because the an be discouraged. It is quickly and commonly of a traffic court U to impress and educate twisted to "persecutor." Every good prose the deftMhoh with the importance of and need for traffic law observance. Traffic cutor appreciates that his job calls for pro tecting the rights of the accused as well as courts should be beautified and modernized to be the equal of any court in the land, presenting tlie stale's case. and the com should be conducted in a It should be the prosecutor's job to make manner to inspire respect and deference for out the complaints and to otherwise relieve the law. the court of other details permitting him Judge CUm Jt Sloan, Police Court, To ' to concentrate on the big job of judging peka, Kansas. cases. Ducoioon The tendency of the public to aieasure the effectiveness of its prosecuting officials Embarrassment is caused by requests by by the records of convictions has resulted attorneys for sax month postponements in all too fuqoqitfy tn making "deals" wherein a person charged with one offense is per order to prevent trial of the criminal action prior to the civil suit This is obviated in mitted to plead guilty to a lesser offense and tbas the prosecutor avoids the risk of most cities by local rales barring post ponements for more than ten days or pe an acqratal to mar his record. This is riods up to thirty days. harmful in two ways: first, it often allows a guilty person to escape the full conse quences; second, innocent persons are often frightened into a pica of guilty to a minor offense in order to avoid a possible convic tion .for a more Know offense. Without doubt the offense most often subject to abuse m the matter of reduction is that of driving while under the influence of mtoaricasmg liquor. Where the law pro vides for an automatic driver's license forfeiture, it often results in an unequal The offender and the public still don't consider the traffic violation, no matter how serious, in tbe same light as other criminal offenses. Thus everyone is ashamed of shoplifting and tries to hush-up the affair. In drunk driving, everyone raises sand with the court for convicting the violator. The answer is to educate the public that the traffic offender is just as much a criminal as a thief. There should be intensive efforts to arouse public opinion in favor of better traffic law enforcement.