Evening star. [volume], March 06, 1937, Page B-1, Image 15

About Evening star. [volume] (Washington, D.C.) 1854-1972

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-1 FEATURES r
Books—Art—Music News of Churches
_WASHINGTON, D. C., SATURDAY, MARCH 6, 1937._____PAGE B—1
NATION IN FIGHT FOR SAFETY
Mobilized Forces of Those Who Would Reduce Fatalities on High
ways Extend Lines to All States, and Resort to Educa
tional Methods Among Children.
By Lucy Salamanca.
MERICA, it is apparent, is wak
ing up to the fact that hand
in hand with our vaunted ad
vances in the mechanical
world goes a roll call of death—that
rverv vehicle turned out from hum
ming factories as evidence of our
kingship in the motor world is a po
tential menace, in inexpert or careless
hands, to the life and limb of our cit
izenry. Year by year the appalling
total has mounted, and it is only in
more or less recent times that a Nation
soothed into leth. rgy with the self
approbation of mechanical progress
has been jolted into an uncomfortable
realization of exactly what is taking
place on the other side of the ledger.
There maimed bodies, shattered
minds, premature, sudden and violent
deaths have exacted a toll appalling in
extent. On the basis of available fig
ures, if the trend were allowed to con
tinue we could record with certainty
as many as 375.000 deaths by motor
accident and at least 10.000.000 in
jured within the next 10 years. Like
wise. if present conditions continue
conservative estimates indicate that
77 out of every 100 high school stu
dents will be injured at some time dur
ing their lives. This compilation is
based on the fact that in the first
eight months of 1936 4.5 per cent
more boys and girls of high school age
were killed than in the corresponding
months of 1935. although the number
of adult fatalities was 3.5 per cent less
in 1936 than recorded for the preceding
year.
1 nis decrease in auuiu latauuca »
encouraging, for it is an indication
that accidents are and can be prevent
ed by a campaign of education in
safety methods, traffic regulations and
the fundamentals of good driving, and
that when the public itself Ls aroused
to the vital need for action, results are
achieved. For example, this year the
number of fatal accidents on the high
wavs has been held, for the first time
In a decade, at an even level with the
number of last year—about 36,000 in
round numbers. And credit is due in
a great measure to the efforts and re
sults achieved by the combined activi
ties of accident prevention, safety and
traffic education councils growing out
of the Nation-wide realization, at the
close of 1935. that something had u be
done, and quickly, to combat the trend.
\ MASS attack on the problem has
now been under way for about
a year under the Accident Prevention
Conference of the Department of Com
merce, and in the last few weeks this
body has been holding conferences in
Washington and hearing the reports
Of committee members who have been
working assiduously in the 48 States
of the Union to bring about a higher
standard of motor regulatory legisla
tion.
The Committee on Uniform Traffic
Regulations, under the chairmanship
of Emmet O'Neal of Louisville, Ky.,
inaugurated the campaign in 1936,
first, to obtain standard drivers' li
cense laws in the 11 States now with
out them: second, to obtain amend
ments in the laws of 16 "substandard"
States, to bring their motor acts more
nearly In line with the provisions of
a uniform code, and third, to obtain
a higher degree of enforcement in
21 "standard” States.
This committee caused an analysis
to be made of the motor laws of all
States. They named an official "con
tact man" in each State and invited
the Governors to appoint a Governor's
committee in each State to make a
study of that State's motor laws as
compared with the summary of all
the States to determine what amend
ments or additional laws would, in
their judgment, be advisable, and to
prepare, present and secure passage
of the recommended change-s, To
give the States a more comprehensive
picture of the situation and possibly
obtain a better understanding of the
goal to be achieved and exchange
Ideas with respect to it the appointed
•'contact men" from the various States
mer in the Capital early in October.
1936. and outlined the steps to be
taken.
/~\N THE first day of February, 1937,
^ the various State committees,
again meeting in Washington, had
mitip interesting data to disclose with
respect to the progress made and
prospects for the future.
Ir. Florida the Governor has recom
mended the drivers’ license bill and
what is known as the financial re
sponsibility act and the measures have
been made part of the administration
program, with the almost unanimous
support of all civic organizations. In
addition to this an aggressive educa
tional campaign has been conducted
throughout the State.
In Georgia all previous efforts to
obtain a drivers’ license act had failed
because of rural opposition. But the
contact man for the Committee on
Uniform Traffic Regulation succeeded
In enlisting the support of the new
State administration for better safety
laws. The rural sections of Georgia
were completely organized in support
of strengthened legislation, while
chambers of commerce of the larger
cities, which had previously supported
defeated measures, are giving support.
In Illinois in November of last year
a representative of the committee
•ecured the promise of Gov. Homer’s
support for the drivers’ license law
•nd financial responsibility act, to the
•nd that the completed bill is now
ready for introduction and ready for
committee hearings the latter part of
this month. ‘'Indications,” says the
committee, "are good for passage, but
•ctlon may be deferred until the end
Df the session, which may run into
June.”
TN LOUISIANA, where the Legisla
*■ ture does not meet this year, an
educational campaign is under way in
preparation for 1938. Also in Missis
sippi, where the Legislature does not
meet in 1937, the foundation is being
laid for organization for action in
1938.
Under former Gov. Park, in Mis
souri, a committee made a compre
hensive study of the Missouri traffic
situation and prepared recommenda
tions that included passage of the
drivers’ license act and the strength
ening of a State patrol. State-wide
elvie organizations pledged their sup
port. Gov. Starke, aucceeding Gov,
Park, continued the work of the
Safety Committee appointed under
his predecessor. Gov. Starke also add
ed to the recommendations further
suggestions for the creation of a
traffic training school.
In New Mexico and Oklahoma the
Governors pledged support of the
drivers’ license law, and in the former
State a bill was drafted to establish a
department of public safety. In Okla
homa an additional suggestion was for
the creation of a State motor patrol.
In South Dakota an outgoing adminis
tration and problems of drought made
fact, automobile deaths are more prev
alent in States of wide areas and open
roadways, where they are less likely to
be adequately policed, and this has led
to the conclusion that uncontrolled
speed is the largest single contrib
uting factor to motor killings.
y^flTH this fact staring them In the
* fare, members of the Committee
on Causes and Remedies, meeting in
the Capital on li’ebruary 17, announced
in a report that high speed was shown
to be responsible for accidents to an
extent that Indicated the motor in- i
it difficult for the Safety Committee
to get consideration of measures that
would entail increase in taxes. Also
the proponderance of rural popula
tion in South Dakota and absence of
large cities make such efforts slower of
crystallization here than in other
States.
0NE of the most completely or
ganized State campaigns was that
of Tennessee, where a rural popula
tion had previously defeated bills for
drivers' licenses. Frank Ziegler of the
Nashville Chamber of Commerce and
Clifford Davis, vice mayor of Mem
phis. took charge and organized the
State from the ground up. securing the
active support of farm bureaus, wom
en's clubs and similar organizations.
Gov. Browning, as a result, has made
the drivers’ license bill an adminis
j trative measure.
The director of the Accident Pre
vention Congress visited Wyoming in
December and extended co-operation
and support to the Governor's efforts
to bring that State's motor laws into
line with the uniform code. A State
wide campaign has been conducted
here in support of suggested safety
measures.
There are 21 States in the Union
that are listed by the conference as
i having fairly standard motor laws, but
! only half of this number, they have
ascertained, obtain the full benefits of
these laws because of lack of enforce
ment. The findings of the committee
also disclose that States that early
adopted drivers’ regulations and have
since had time to develop adequate
enforcement show a wide reduction
in deaths per 10.000.000 gallons of
gasoline consumed, as compared with
States which have more recently
adopted drivers' regulations.
Thus the death records in the first
of these groups per 10.000,000 gallons
of gasoline consumed for 1935 is:
Rhode Island. 10.2; Massachusetts,
14.2: Connecticut. 16.8; New Hamp
shire, 18.7; New York, 19.7, and Ver
mont, 17.9. In the second group,
where license regulatory measures have
been more recently adopted, the statis
tice are: Idaho. 25.3: North Carolina.
34.5: Ohio, 24.4: South Carolina. 34.5;
Utah. 26.7: Virginia. 32.2: Washing
ton, 23. and West Virginia, 33.2.
It can be seen from these figures
that motor accident deaths have no
relation to the density of population,
as might be expected. As a matter of
Launching a new safety drive to stem the appalling in
crease in traffic accidents in Washington, the District
Commissioners issued the following statement this week:
“The Commissioners ask from all law-abiding citizens
their thoughtful and serious co-operation in an effort to
put a stop to the unnecessary killings on our local high
ways. The small group of deliberate and willful violators
of traffic safety measures will be vigorously handled by
the police and the courts.
“As an example of the situation, the Commissioners of
the District of Columbia wish to call attention to the
fact that in the first two months of this year there were 23
pedestrians, ranging in age from 30 to 85 years, who died
of injuries received in traffic disasters.”
dustry itself should recognize the sit
uation and take corrective steps imme
diately. By mail and personal con
tact this committee made a national
survey of the present highway fatality
situation that was declared to be "the
most thorough and recent picture of
fatalities, their causes and remedies,
available anywhere"
“A very large majority,” stated the
report, “of the 36.000 annual fatali
ties occurring in the Nation are hap
pening at night in rural sections. The
outstanding cause of these deaths is
high speed. Coupled with this is in
adequate lighting. Road surface con
CROSS ONLY
oTOtHju
ditions play only a minor part. In
some sections liquor is a factor, but it
is only fair to state that there Is no
evidence pointing to drunken driving
being materially on the increase."
“What is happening,” it further con- ;
tinued. ‘‘is that cars are being driven '
at night in rural sections too fast for
lighting conditions. The average car
today is capable of making a speed of
70 to 100 miles an hour, and speeds of
60 to 80 miles an hour are not uncom
mon in rural night driving. These are
unsafe speeds and are causes of most 1
rural night fatalities. Experiments by j
experts in many States have demon- 1
strated definitely that night driving *
under the very best conditions at more
than 50 miles an hour is unsafe. When
going faster than this, drivers equipped
..ith the very best lights and brakes,
cannot see objects on the straight
away In time to stop before striking
an object. The stopping distance at
50 miles an hour is 243 feet and at 60
miles an hour the stopping distance is
343 feet. Of course, the danger of
driving at these high rates of speed
where there are curves or hills in the
road is greatly increased.
"Your committee is convinced that j
new and drastic approaches must be
made to the problem of night fatali
ties in rural sections." It was pointed
out that while education and enforce
ment were obviously helpful they
could never eliminate entirely the
reckless driver. "There are not now
and never will be highway forces
sufficiently large to prevent wholesale
violations of speed laws in rural sec
tions.
Engineering—a mange in the power
and design of cars to protect the reck
less motorist against his own folly—
appears to hold out the only possible
hope of the solution." concluded the
committee. It pointed out that the
reason assigned for present high
speed construction is that it enables
drivers to extricate themselves from
hazardous situations, challenging the
soundness of the theory ar.d indicat
ing that the very possession of this
additional speed has a tendency to
cause some drivers to attempt abnor
mally hazardous situations. "The
record would indicate,” they sum up,
“that high speed is causing morn ac
cidents than it is preventing.”
O THE engineers the committee
also looks, as a result of its sur
vey, for better lights and safe body
construction, such as raising seats
to enable drivers to see farther than
the present low type of seat permits,
and general strengthening of the
bumpers and body parts as protection
1 in collision.
"We strongly urge the automotive
industry to take united action to
eliminate these outstanding accidents
hazards.” announced the committee.
I "We feel that automotive executive*
will recognize that a correction origi
nating within the industry and vol
untarilv put into effect will receive
, general approval: Just as we are
' certain that the industry is conscious
of the fact that public opinion is be
ing increasingly wrought up over the
large number of speed fatalities, and
demands action. We believe such
voluntary industry action will be more
effective than compulsory action from
other sources, which a growing im
patient public would demand.”
It was also recommended that the
pedestrian should be held strictly
accountable for jaywalking, and sug
gested Chat compulsory and regular
inspection of cars, and compulsory
junking of worn cars would add to
general safety, although in this latter
respect some authorities contended
that old and sound cars, unable to
make high speeds, are less likely to
become involved in accidents than
new cars with their many tempta
tions to speed.
John L. Lovett, chairman of the
subcommittee 01. contact with the
automotive Industry, expressed the
doubt that speed ever could be suc
cessfully curbed by mechanical means.
Only educational work with the
driver, he thought, would prove effec
tive.
HE importance of educational work
in safety has long been stressed
by the A. A. A. For a decade this
organization has been carrying on an
educational campaign among the
school children of the United States,
teaching the fundamentals of safety
by means of lessons prepared under
the highest pedagogical authorities,
and posters and charts designed to
attract and impress the juvenile mind.
These lessons, starting with the kin
dergarten. are all graded, up to and
including high school classes, and they
have proved very popular with the
school children and teachers.
The method of presentation is left
entirely up to the teacher, for her
to fit into her curriculum and daily
schedule as seems best. Thus is some
times done by devoting an hour period
to the lesson when each new lesson
and poster comes out. once a month.
In other instances the lessons are
worked into other classes, as, for ex
ample, the subject matter of a safety
lesson being assigned as material for
composition in English class, or as
debate, or as part of a civics class
discussion. The ingenuity of the
teacher has been responsible in many
cases for the interest of the children
and the effectiveness of the lesson.
That the lessons are effective is
1 proven beyond a doubt by the inter
I -
1. Safety education begins today in the kindergarten.
A class in a school of the District. These children will
be taught safety from now until high school days, and in
high school will be taught how to drive a car in a “sports
manlike” manner.
2. An annual group luncheon of a schoolboy patrol,
attended by the boy members and representatives of the
Metropolitan Police, the Parent-Teacher Association
and the A. A. A.
3. The result of speeding on the highway, showing
that the driver is as dangerous to others as he is to himself.
4. This battered car folded up like an accordion at
the impact. What happened to the driver can be
imagined.
5. A split second before this official police photo
graph was taken this young man was probably whistling,
filled with life. His broken and battered body now hangs
from the wreckage of his car.
6. New and shining a moment before, this cab is now
a tangled mass of debris. Somewhere from the ruins
they extricated the driver.
esting statistics of the last decade.
For instance, feom 1926 to 1935, in
clusive. there was a national decrease
of approximately 25 per cent in fatal
I ities among children from 5 to 14
i years old—definitely the pre-driving
age. This decrease was recorded for
a period that showed an increase of
! 165 per cent fatalities among adults
' or other age groups, with increasing
! registration lists and school attend
; ance increases.
A GRAPHIC picture of the results
| to be obtained from safety edu
t cation in the public schools is pre
| sented by statistics for the District
| of Columbia in this 10-year period—
' or the period from 1926, when the
educational campaign started, to 1935.
Child fatalities decreased 88 per cent
; in 1935, as compared with 1925. while
adult fatalities increased 82 per cent.
■ This takes account of a registration
increase of 61 per cent and an in
; creased school attendance. In other
words, Richard M. Ham, director of
safety of the District of Columbia
Motor Club, points out that in 1925.
before safety education or the school*
I boy patrol were started in the public
| schools of the District. 17 children
were killed. The following year, in
1926. 15 children were killed. But
in 1935, after approximately 10 years
of safety education, only 2 children
were killed in the District of Columbia.
This semester another interesting
experiment is being launched in the
schools of the District. Classes in au
tomobile driving are being started at
FEDERAL PROVISION FOR RECREATION HOUSE HERE UNIQUE
_- •> -
New Type of Activity Gives
Palisades Playground
Value to Capital.
By Bernard Kohn.
Thousands of social-minded
Washingtonians hail Uncle
Sam as a perfect host. This
success is striking, measured by
the laughter of joyous children and
light-hearted chat of guests of the
Government at the Palisades Play
ground field house, a unique recrea
tion center recently opened to the
public here.
Designed to enrich community life
by aiding citizens to enjoy leisure
hours, the field house introduces a new
type of recreational activity in the
Nation’s Capital. Within the past
few months nearly 10,000 people of all
ages have danced, sung and played in
this new building—the first one com
pleted of 26 planned here and the only
one constructed by the Government in
any American city.
From a lorty height overlooking the
upper Potomac Valley, the field house
visitor Is afforded an Inspiring view
of the surrounding countryside. Far
below, in the gray shadows of sheer
cliffs, with swift, murky waters, the
ancient river threads Its way toward
the sea. Tangled vegetation and
twisted trees fringe the distant hori
zon. Despite the wild, rugged aspects
of the panorama, the Palisades social
center conveniently is located to serve
a nearby community.
Ever since the field house dedication
pleasure-seeking citizens of the city
enthusiastically have availed them
selves of the privilege* offered free of
charge by Uncle Sam. Attracted by
The Palisades Playground field house, a unique recreation center recently opened by the Government._
the modern facilities and cheery sur
roundings of the structure, recently a
civic-minded group formed the Pali
sades Recreation Committee. Already
the committee’s plan to encourage
pleasurable pastimes is In full swing
with a program that pleases young and
Old.
TRANCING is the most popular ac
tivity. Nearly every week end an
orchestra pours lilting tunes into the
ears of swaying couples. The com
mittee sponsors a ball room dancing
class for those who wish to learn mod
ern steps. Rhythm and grace are fur
ther developed at the tap .dance ses
sions.
No one has been forgotten. There
la a stamp elub with a host of enthu
1 ilastic member*. Bridge fan* get to
*
gether to tempt fortune and to ex
change glowing tales of past triumphs.
At the physical culture class for
women, plump as well as underweight
ladies strive for the “body beautiful."
The auditorium is the busiest place
in the field house. The spacious, pol
ished floor invites the dancer and a
small stage draws the amateur Thes
pian. In this favorite room a pro
jection booth enables clubs to spon
sor movies and travel lectures. Ad
joining the auditorium a modern
Kitchen provides a space for hosts to
prepare party delicacies. Here the
entertainer may cook “wienies’’ or mix
fruit punch. That is to say, nothing
stronger than fruit punch. Cocktail
parties are not allowed on Govern
ment-owned territory.
The building’s several meeting rooms
t
constantly are used by study groups
and organizations. Every day children
flock to the art and drama classes. In
the handicraft session youngsters
fashion Interesting objects, which
proudly they exhibit to beaming
parents. During evenings the assem
bly rooms are used by Boy and Oirl
Scouts, parent-teacher associations
and patriotic bodies.
By reserving rooms at the field
house, numerous clubs solve the prob
lem of finding a suitable meeting place.
Typical is the Young Married Couples’
Club which meets here. Until they
accepted Uncle Sam’s Invitation, the
newlyweds found tiny apartments
rather an obstacle to their club life.
Today it is a happy crowd that gathers
at the center to exchange latest news
1
and riewi of recently launched matri
monial careers.
'X'HE Palisades Playground field
A house Is maintained by the Na
tional Capital Parks Office. At present
the study groups are directed by
teachers engaged by the Recreation
Committee. However, Uncle Sam pro
vides the services of caretakers, who
are on duty at this busy place from
early morning until midnight.
The field house was designed under
supervision of Thomas Vint, National
Park Service architect, and constructed
by Federal works authorization. Of
modified Colonial design, the build
ing’s exterior resembles a charming
residence. The true purpose of the
structure is revealed when the visitor
crosses tbs threshold.
Thousands of All Ages Sing.
Dance and Play as Result
of Field Plans.
An inspection tour of the grounds
surrounding the house offers many
pleasant surprises. Everywhere care
ful planning is evident. The long,
shingle-roofed building faces a broad
expanse of greensward, where park
officials plan tennis courts. Extensive
landscaping beautifies the winding
asphalt walks. Near the field house
a picnic grove nestles beneath a clump
of tall oaks. Adjoining this rustic site,
a playground attracts happy young
sters. Here is a wading pool, where
kiddies may frolic during hot Summer
days. Later, swings, slides and sand
piles will be added to this play area.
C. Marshall Finnan, superintendent
of the National Capital parks, feels
that the early popularity achieved by
the Palisades Playground field house
is striking evidence of the urgent need
for this type of recreational facility.
Already sites have been chosen for the
additional 25 play centers to be built
throughout the city when construction
funds are available. This final de
velopment will enable people of every
section of Washington to enjoy the use
of these unique rendevous. When all
of the field houses are completed there
will be one within a mile of any resi
dence in the District of Columbia.
The idea of play quarters, open to
every one, it not new. Years ago the
National Capital Parks and Planning
Commission included such plans in
elaborate designs of the ideal develop
ment of Washington. Today the city
fathers’ dreams are being realized.
M
Roosevelt and Dunbar High Schools.
In these classes young men and wom
en eager to learn to drive a car will be
taught In a sound and practical wav
how to do so with the greatest degree
of efficiency and consequent safety
for themselves and others. This plan
has worked wonders in other cPies
and was the original idea of w young
professor of Pennsylvania State Col
lege. Amos E. Nayhart. who, appalled
at the mounting fatality and injury
list among motorists, took it upon
himself to tram a group of high school
students to drive safely.
1JIS work, carried on among high
school students in State college,
has attracted Nation-wide attention.
Developing his own class-room and
road-training methods. Prof. Neyhart
taught scores of youths to drive so
well that to date not one of his stu
dents has so much as dented a fen
der. Prof. Neyhart. on leave of ab
sence from his college, has been re
tained by the A A A. to prepare
driver-training materials and assist
in preparation of the lessons for high
school students. The course as a
result is a complete and thorough
training in what might be termed
"higher education for drivers "
As such. It deals, in the finest peda
gogical manner, with the "sportsman
ship'' of driving, for an attempt is
being made to correct first the view
point of the coming generation with
regard to the rights of himself and
others on the high road.
“We were brought up to learn to
drive in a manner that was all wrong."
Mr. Ham points out. “We grew into
thinking of the other fellow as a
natural enemy the minute he got be
hind a wheel. Curious psychological
changes occurred in the personalities
of individuals in the driver's seat. The
other fellow was a road hog.' a 'Sun
day driver’ or 'another one of them
women drivers.' The attitude of mind
was antagonistic and truculent on the
high road. In the courses now about
to be introduced in the District schools
this attitude will be changed. Sports
manship in driving will be stressed
just as it is stressed on the foot ball
field or in any other sport."
'T'HE lessons will cover such subjects
as sportsmanlike driving, the
driver, driver and pedestrian responsi
bilities. sound driving practices, high
way traffic, development and problems,
the automobile and how to drive it
and allied relevant subjects. They
have been prepared by psychology ex
perts from our finest universities, en
gineering and sociology professors and
specialists.
It was the A. A. A. also that inaugu
rated the school safety patrols in Chi
cago in 1921. wherein trained and
responsible schoolboys are placed in
authority to protect their school
mates at the curbs and to direct other
wise pedestrian but not vehicular
traffic.
It is estimated that 7,000,000 chil
dren are protected every school day
of the year by patrol members, and
statistics prove that thousands of
child lives are being saved annually by
these wide-awake guardians of the
curb.
With the combined efforts of safety
education, driving instruction, study
of traffic regulations, co-operative en
gineering effort and an awakened pub
lic concern, much should be accom
plished to wipe out the terrible de
struction of life that has gone on with
mounting casualties for a decade In
our motorized land. But the final
solution to the problem lies, as Al
ways, with the individual himself.
1