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The New Zealand Railways Magazine, Volume 1, Issue 5 (September 24, 1926)

[section]

Comparative figures computed for the last two financial years of the New Zealand Railways show that an average loss of 5.29 days per employee oecurred through sickness and accident in 1925 as against 5.19 days in 1926. This reduction, amounting to an aggregate of 9,331 working days, represents to the employees and the Department a saving for the year just ended of £7,616 compared with the previous year's cost on account of sickness and accident amongst the staff. Certainly there have been improvements in equipment, yard lighting, etc., which would help to reduce the likelihood of mishap, but the main gain indicated above must be attributed to improved attention on the part of members to the observance of safety practices.

Surveying the whole field of safety endeavour, it should be noted that advances may be made in general health, in vigilance against accident, and in mechanical safety efficiency.

Regarding general fitness, if the ordinary rules of health—that are common knowledge to everyone—were constantly obeyed we would all be one hundred per cent. fit, would probably come through life without a scratch, and possibly live to the age of Methuselah. We know, for instance, that it is a good thing to gargle against infection, to keep reasonable hours, and to take healthful exercise; but do we keep these rules? Instead do we not rather take chances, constantly trusting to our good luck, our strong constitutions, our recuperative powers? We over-run the signals that stand on the margin of safety.

The type of boy is well known who follows a broken thumb with a sprained ankle and who, after recovery, fractures his ribs. Pure coincidence may account for the whole-hearted way in which he finds trouble, but a psychological examination would probably demonstrate that he suffers from an insufficiently developed safety instinct—the instinct which teaches one to make due allowance for the occasional perversity of both animate and inanimate creation.

Twenty-nine simple hints to protect employees against shunting accidents, etc.—hints compiled on the advice of experienced shunters—were recently printed and distributed to all concerned. In such matters as crossing over between fastmoving wagons, methods of applying wrakes, or working under stationary wagons—are the rules of safety being constantly obeyed? In general, are we perpetually on the alert against the unusual?

Safety in mechanism is the third means of avoiding accidents. Here every man engaged on train operations or in workshops has opportunity for observing where safety appliances might with advantage be introduced or other improvements effected, whilst the Department is ever ready to adopt suggestions likely to assist in preserving the margin of safety.

In modern business, statistics are being more and more used in attaining efficiency. Applied to safety practices they supply a useful measure and enable “budgeting” or “targeting” to be made effective. A special “safety section” in the United States has recently set out to obtain “a 35 per cent. reduction in casualties during a six year campaign.” This is certainly looking ahead. Is the movement in New Zealand to aim at—and accomplish—this, or something better? Let each employee ask himself, “Am I a safety man?” and on his conscientious answer to that question, shape his conduct.

Certainly improved training can do much, and adequate supervision more, to bring about a reduction in casualties. But page 3 the best progress can be made only through every member of the staff becoming interested in the safety movement, or, by taking an active part in the work of safety committees and general safety propaganda, helping to make New Zealand's sickness and accident rate rank in the same honourable position which her death rate has attained, that is, the lowest in the world.

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