den. They are set forth for all to read in the 80th Annual Report of the ICC, at pages 64–65. Here is what the Commission says at that place: In the 30 years of administering safety regulations for interstate buses and trucks, the Commission has required the reporting of accidents only by common and contract carriers. It has been estimated that private carriers and for-hire carriers of so-called exempt commodities number six times as many as authorized carriers. Yet, the total number of vehicles operated by nonlicensed carriers is approximately equal to the number of vehicles operated by authorized carriers. Because we have no accident reports from private carriers of property and very few reports from carriers of exempt commodities, our knowledge of accident trends necessarily is limited to data gained from reports filed by common and contract carriers subject to the Commission's economic regulation. It is therefore evident that Mr. Homer has made a direct comparison of the railroad industry statistics (including many deaths occurring at grade crossings, which are basically problems of highway safety) with statistics of two other transportation industries which are (1) partial, and (2) reported on a narrower basis. He uses this comparison to suggest that because these other industries are subject to broad safety regulation, the railroad industry should be regulated similarly. His comparison and his suggested conclusion are both false. On the L. & N. we have had for many years printed safety rules which are guidelines for employees in safely performing their work. Each officer and supervisor has an accident prevention manual which spells out his duties and responsibilities. New safety posters are displayed each month, and more often if the occasion demands. In each shop and in each gang safety meetings are held prior to the beginning of work. Men in train and engine service are furnished an illustrated booklet giving specific safety tips and suggestions on their particular work. Each month all supervisors receive new material for suggested safety talks with their men. A continuing educational program in traffic safety is carried on for all employees who drive company-owned motor vehicles in their work. Each month each employee driver receives a new booklet on traffic safety tips. Periodically inspections are made of all properties for housekeeping and fire-safety hazards. Inspections regularly are made of yards and terminals to see that conditions are safe for men to work. Employees from different crafts are appointed as safety committeemen. In that capacity they talk with all employees about safe work practices and look for and report housekeeping and fire hazards. Monthly trophies are awarded for the department of each operating division having the best employee safety performance. At the end of each year the three divisions having the best safety record receive plaques as a permanent recognition of safety attainment. On the night of Tuesday, May 21, 1968, more than 500 employees (and their wives and children) of our Knoxville and Atlanta division were honored for their outstanding safety performance in 1967. The affair started with dinner, then there was a program of entertainment, following which our vice president-operations presented to the employees the railroad's first-place safety plaque. My experience has convinced me that programs of this kind have a definite beneficial effect and that they must be continued and even in tensified. That is because they deal with the element of human attitudes. It is intangible, but it is nevertheless the most important part of safety. A man with the proper attitude toward his safety and that of his associates is bound to be a good worker and a safe worker. Government regulation cannot take the place of that attitude or create it. Thank you, sir. (Tables A through H, and chart H referred to in Mr. Daulton's statement, follow :) TABLE A.-TOTAL TRAIN ACCIDENTS AND TRAIN ACCIDENTS RESULTING IN CASUALTIES, RAILWAYS OF ALL CLASSES, 1961-67 Source: Reports of the Department of Transportation and Interstate Commerce Commission. TABLE B.-TOTAL CASUALTIES IN RAILROAD ACCIDENTS, RAILWAYS OF ALL CLASSES, 1961-67 Note: Casualties in train accidents were 4.2, 5.5, 5.9, 4.1, 3.7, 3.9, and 3.5 percent of total casualties in the years 1961-67, respectively. Source: Reports of Department of Transportation and Interstate Commerce Commission. 95-388-68-13 TABLE C.-TOTAL CASUALTIES-TRAIN, TRAIN SERVICE, AND NONTRAIN ACCIDENTS, RAILWAYS OF ALL Source: Reports of the Department of Transportation and Interstate Commerce Commission. TABLE D-CASUALTIES IN RAILROAD ACCIDENTS, RAILWAYS OF ALL CLASSES, 1961-67 Source: Reports of the Department of Transportation and Interstate Commerce Commission. TABLE E.-CASUALTIES TO EMPLOYEES ON DUTY-TRAIN, TRAIN SERVICE, AND NONTRAIN ACCIDENTS, CLASS I LINE-HAUL RAILROADS 1 Reportable injuries not comparable due to changes in reporting rules effective Jan. 1 1961. Source: Reports of the Department of Transportation and Interstate Commerce Commission. Source: Reports of the Department of Transportation and Interstate Commerce Commission. TABLE G-DERAILMENTS AND TRAIN ACCIDENTS ATTRIBUTED TO DEFECTS IN OR FAILURES OF WHEELS AND TABLE H.-TOTAL CASUALTIES PER BILLION GROSS TON-MILES-TRAIN, TRAIN SERVICE, AND NONTRAIN ACCIDENTS, RAILWAYS OF ALL CLASSES, 1961-67 Source: Reports of the Department of Transportation and Interstate Commerce Commission. |