Lux presents Hollywood. The Lux Radio Theatre brings you Pat O'Brien, Ruth Warwick and Chester Morris in The Navy Comes Through. Ladies and gentlemen, your producer, Mr. Cecil B. DeMille. Greetings from Hollywood, ladies and gentlemen. The lifeline of the United Nations is a string of flooding ships to carry the weapons of war across the brilliant blue of the Pacific through the murky fog of the North Atlantic. The ships of the merchant marine. The torpedo strikes and a gallant vessel may go down, but the submarine that murdered her may die too, because the merchant marine has things of its own. And tonight's play, The Navy Comes Through, is the story of the deadly stingers on those merchant ships. The Navy gun crews. He striked back at the wolf packs of the seas. RKO made the picture, and tonight we have Pat O'Brien in his original role, co-starring with the lovely Ruth Warwick and Chester Morris. A lot of activity goes on behind the scenes here in the Lux Radio Theatre before one of these productions is ready for the microphone. First, we must secure the right staff, the kind we have tonight, and then comes hour after hour of rehearsal. But the power behind all that activity is you. You make all these plays possible by buying Lux Flakes. And you can't lose because our product has proved its worth. And as a bonus, your whole family has reserved seats in the Lux Radio Theatre. We always hope for a favorable verdict on our plays. We know we'll get one on Lux Flakes. Now here's the curtain for the first act of The Navy Comes Through, starring Pat O'Brien as Mike Mallory, Ruth Warwick as Myra Mallory, and Chester Morris as Tom Sand. Like huge black ghosts, they slip from their moorings in the dead of night and turn their bowels to the open sea. Slowly they move, wallowing deep in the heavy waves. For these are the ships of the merchant marine, and their great bellies are swollen with the instruments of war. Food for the people of the world, and food for the guns of the United Nations. Here below are stored planes and tanks, shells and bombs, oil and TNT. While above on the decks, face the men of the United States Navy, watchdog to the convoy, scanning the dark sea for the tell-tale ripple of the U-Boats Periscope. They're short on gold braid, these men who sail with the merchant marine, but they're long on courage. For pacing the decks, they walk on dynamite. One of these men is Michael Mallory, chief gunner's mate, United States Navy. I guess it's all right to tell this story. Nowadays they can pick up a newspaper and read stuff like it most every day. You know, convoy reported attack, U-Boat reported sunk in the North Atlantic, you know, stuff like that. Well, the fellows I've worked with are the fellows that do the reporting and the fighting, so we kind of know what's in the inside. However, the beginning of the story you find only in the Navy records. That was back in September 1940, down in Washington, D.C. I was in Washington at the time. The Navy court of inquiry was in session. They called me as a witness. The court of inquiry, well, that's just like a civil court, only the judge and the jury down there, the United States Navy. Can you tell the truth, the whole truth and nothing but the truth, sir, have you got? I do. Say your name, right, the station? Michael Mallory, chief gunner's mate, temporary duty Navy department. You were on duty by the USS Bayone on April 9, 1940, when a gun exploded in the forward turret? Yes, sir. You inspected this particular gun prior to the target practice, which led to the explosion? I examined the gun at 10.20 a.m., two hours and 40 minutes before shot. Was it in good condition? Yes, sir. I found the salvo latching properly assembled. To whom did you report this? The assistant gunner's officer. Who was that officer? Lieutenant Thomas Sands. Did Mr. Sands have the salvo latched repaired? I don't know, sir. He said he'd attend to it, but the explosion occurred on the first salvo. Confine your testimony to the facts, Mallory, and avoid conclusions. Aye, aye, sir. Mr. Sands, do you have any questions? No questions. Very good, Mallory. That's all. Aye, aye, sir. Lieutenant Sands, will you take a stand? Is there a way to tell the truth, the whole truth and nothing but the truth, sir, have you got? Yes, I do. State your name, rank and station. Thomas Sands, Lieutenant United States Navy, temporary duty Navy Departments. Your assistant gunnery officer on the ship in question, as the prior mentioned? I was, sir. Did Chief Gunner's mate Mallory report to you the condition of the salvo latched on one of the guns in the forward turret? Yes, sir. What action did you take? I ordered the turret captain to repair the salvo latched, sir. Did he do so? Yes, sir. I supervised the repairs personally. And how do you account for the fact that this particular gun backfired on the first salvo causing an explosion in the turret? Account for it, sir.  No, sir. Why not? The men who repaired it are dead. Yes, that was it. They were dead. Three of my friends were dead because somebody made a mistake. The trial didn't last long. They don't like mistakes in the Navy. When it was over, there was a girl waiting for Sands out in the corridor. Her name was Myra. Myra Mallory, my assistant. You shouldn't have come here. What happened? What did they say in there? I'm designing my commission, Myra. Oh, you can't. It's your whole life, Tom. There wasn't any way to clear myself, so there's nothing else for me to do. What else could I do? But it wasn't your fault. Well, it was my responsibility. And in the Navy, that's the only thing that counts. Tom, what are you going to do? Well, I don't know exactly yet, but there's one thing I'm sure of. I'm going to get as far away from the Navy as possible. And what about Earth, Tom? Who are you? Myra, I'm afraid any future we might have had blew up with that gun-toe. You mean your career blew up? I didn't fall in love with a commission. I'm not in the Navy. I'm just a nurse who fell in love with her patients.  Yes, I know, Myra. I'm sorry. Does this have to happen to you? Well, you'd better ask your brother that. Yes, but I can answer it soon. Yes, I guess you can. Goodbye, Myra. Tom, wait. I want to talk to you. Tom! No, let him go. I hope you're satisfied, Mike. You hadn't testified against him. He wouldn't have had to resign. Now, look, honey, look. I'd have had to testify against him if we were my own father. Quickly, would you? You never did have any use for him, did you? Well, all right, I didn't. I didn't like him the first time I saw him.  I know. The old Navy man's prejudice against the enlisted man's sister and the commissioned officer. No. The old Navy man's prejudice against seeing friends dragged out of a turret because some two-striper didn't do his job. He did his job. Oh, come on, sis. Let's not fight over it. Let's finish him. As much as we can do about it, forget him, honey. I'll never forget it. Well, you might as well. You're not going to be seeing him again. Why not? Because he's busted. He's out of a job. Who's going to give him one? Oh, Mike. Mike, it isn't safe. Oh, come on, darling. I didn't mean to hurt you. What is the truth? Now, come on. Buck up. Where is the truth? Here. Here's an extra. Come on, blow. Well, like I said, that was in 1940. Right after that, I was sent to the training station in Newport. I was there that Sunday afternoon in December, 1941. I remember the President saying that David will live in England. So all I could think of was a line of beautiful ships burning and sinking, and the men I know who went down with him. I called Meyer a couple of nights later to say goodbye. I had my orders already, and she had hers, too. She didn't listen with the Naval Reserve as a nurse. Please, men. Well, you guys have been yelling for action. Now you're going to get it. You're going to man who also likes plenty of action. Keep gunners' mates Mallory. Company, attention! Here's your gun, too, Mallory. Thanks, bud. All right of these. All right. You went to report to me at Pierce 7, Brooklyn, 1130, the more night. Got that? All right, let's get some names here and talk up. Farage, yes. Statson, Kroener. Sands, Phyllis. All right. Hold it. Never mind it now. I'll get him at the pier. You're right. Liberty until then. Dismissed. All right. All right. Sands, just a minute. You want me? Yeah. How'd you get here, Sands? Well, there happens to be a war going on, so I enlisted. That's great. You've got the whole Navy to pick from. I'd have to shove in my outfit. Oh, it's just a little matter of obeying orders. Well, take a step from me and apply for a transfer. Look, Mallory, if you don't want me in your gun crew, it's up to you to get rid of me. That's Navy regulation. OK, sailor. I'll see you at pier 7. If it's Navy regulations you want, you're going to get them. I had a good bunch of boys rare in a go. I guess maybe they were hoping for a destroyer, but we drew the civil gray. She was afraid. Small and snow. Well, she was slow, but she was kind of on the rust side, too. When I was getting the boys aboard that night, they were kind of sad about the whole deal. Fairless reporting. All right, fair. Let's get aboard next. Fair as you chief. Hey, we ain't really sailing on this thing, are we? This is your ship, fella.   What'd you expect, a yacht? Well, I figured we'd made it a cruiser, at least. The reserver knows for sailors. Yeah, wait a minute. Hey, you. See those boxes they're loading there? Yeah. What's it saying on them? You went there called ammunition, 50 caliber. Hey! Yeah, yeah, hey. Well, that's some of the garbage this guy was carrying. Now get aboard, next. Corona. Get aboard. Come on, Dutch. Please. Not Dutch. How many times have I asked you? Well, you're timing, ain't you? I'm not German. I'm American. Okay, Dutch. Please. Get aboard, next. Dutchman, sir. Never mind the sir. What's that carrying there? That's my radio set. Is it all right? Yeah, I guess so. Get aboard. Oh, chief, my mother came down, and I kind of liked it. Well, that's... Yeah, okay. You can stay on the pier for five minutes. Oh, thanks. Thanks a lot. Okay. Go ahead, cellar. Mike. Well, for the love of... Hello, Mike. Hello, sis. Well, I thought we said our goodbyes on the phone. So did I. But I got my orders. I'm shoving off in the morning myself. Yeah. Wouldn't be surprised if we showed up in the same convoy. Oh, yeah? Well, uh, fine. I'll, uh, I'll wait here. So long, kid. Hey, Mike, you wouldn't be trying to get rid of me, would you? No, but I, uh, I gotta get on board. Hey, Mike, are you expecting a blonde? Oh, me? No. Oh, never mind. It's all right, Mike. I know why you're in such a hurry. What? Oh, Tom! Tom Sands! Tom! Well, hello, Myra. Tom, where have you been all these months? Why didn't you write to me? Well, there's new outfits keeping me kind of busy. Here, reporting for duty. Sands. Seaman 2nd reporting, sir. Get aboard, cellar. Yes, sir. Well, so long, Myra. Goodbye, Tom. Mike, why didn't you tell him? Told you to forget him, didn't I?  Well, I don't love him. That's a sin. But I do, Mike. The Navy gave him the benefit of the doubt. They let him resign and then accepted his enlistment. If they can give him a break, you can. He gets the same break as anyone else, no more, no less. It took a lot of courage for him to enlist as a seaman. There are a lot of galls. The men in that turd were my shipmates. One of them was the best friend I ever had. Goodbye, Myra. Goodbye, Mike. Hey, you guys, how do we give you up these bunks?  Only that one's mine, see? Anybody here when we're sailing? Oh, sure, sure. I got a definite. We sail when and if. When they finish loading this, and if the engines wake on this tub. Hey, that's it. What's that contraction you're rigging up? That's a radio, short way. Yeah, that ain't gonna wake on ship's current. Oh, no, I took care of that. A common sitting rear is that for the change in voltage. You fixed it yourself, Dodson? Fixed it? I build it. I've been a radio bug ever since I was a kid. Well, you should have applied for a radio rating. You would be a petty officer. Thanks, but I've got my sights on a commission. Hey, speaking of commissions, this guy Sands we got with us used to be a lieutenant. Only the Navy kicked him out. But for? Oh, nothing much.  Oh, your next officer. I don't think I envy him. Well, I hear he's got enough to even show his face around here. I heard that he's got awful good hearing, haven't you, Silly? Yeah. Hello, Sands. I was just talking about you. Well, something nice, I hope. Well, it's a matter of fact, it's stunk. Thanks. Is it okay with you, Admiral, or do you want to make something out of it? Well, I guess you've got a right to talk. You weren't giving it to me, sailor. Don't get that idea.  Why? Because it's my bunk. Well, my gear was there an hour ago. Yeah? Well, it's out of there, starting right now. Want to make something out of that? I guess I have to, don't I? I don't know. Even a rat will stand up and fight when he's cornered. All right, Beringer. What's going on here? Cut it out. Yeah, hear me? Cut it out. What's the matter here? Oh, just a little argument over who gets his buck. Who had his gear in there first? Well, Sands did, but I tossed it out. Well, toss it back in again. I want to tell you something that goes for all of it. All the fighting on this ship will be done topside. Does everybody understand that? Yes, sir. Okay, and I will shove it off any minute. I know you're all disappointed you're not on a battle wagon, but that's the hand they'd tell us and we're going to play it out. Oh, well, you ain't kicking, see? The only thing is supposing you're out with your sweetie pie and she wants to see your ship. You've got to point out this floating pilot junk. So what? So you tell her, look, honey, that's where I live. So she says, to home, sailor, to home and find your clothes. The guy likes the ship he can be proud of. That's all. Hmm. Well, there's a gun up on deck you can be proud of and get this. Right here and above and below. And as far as that gun can toss him, it's all Navy. Forward and midships, it's merchant marine and don't sell those guys short either. It's their job to get this ship across and it's our job to keep the Heinies out of their hair while they're doing it. Now fall in on the deck. On the double! Sometime that night, along about 12 o'clock, we slipped out of Brooklyn. Destination, from our mats. Hey, Dutton, when you turn off that homemade jukebox, I'm trying to get some sleep. Can't you get something besides static, kid? That's not static. That's jumble code. Jungle code? No, jumble code. The words are scramble. Scramble? Like it? Yeah. I'm trying to unscramble it. I've been trying to ever since the war started. What's it all about? Well, it's the new way of sending confidential messages. The words are turned back on themselves in the transmitter. And it comes out double tall. Sure. But somewhere, some guy's receiving this stuff on a special built unscramble. And it's coming in nice and clear. And somewhere, some guy is talking to Spley too, huh? That's right. His plane is you and me are talking now. But who is it? Where's it coming from? Well, if I could unscramble it, I'd know. Maybe a base on shore. Maybe a German sub. Ah, now there's a cheerful little earful. Go to sleep. You can go below. I'll take over the watch. Yes, sir. Just a minute, Sands. Win him. Look, I don't know who started that argument down there. I don't care. I want to tell you something for your own good. You want to get along with those men? Be one of them. I'll hold up my hand. Forget the officer and gentlemen stuff, see? Yeah, but since you brought it up, I'll tell you something for your own good. In the Navy, you're not an officer because you're a gentleman.  And you're an officer because you can do any dirty job of work better than any enlisted man on the ship. Mm-hmm. Who tells you that, Santa? Oh, a pretty fair sailor by the name of John Paul Jones. Ever hear of him? You bought 6.04 calling. You bought 6.04. We have your message. Standing by for Sibo Cave. It's funny how you know sometimes your unwatched may be just a dawn. You've got your eyes glued to the water. And as far as you can see, there's nothing but white caps. It's just the same, you know. There's something up. Your fingers itched to grab the speaking tube and the old battle stations.  They need their sleep down there. And then brought off to Port Fowl. There's a ripple that you don't like. There it is again. Now she breaks water. She's a submarine. You're looking right down into her gun. Battle stations, battle stations, battle stations! A moment, Mr. DeMille presents Pat O'Brien, Chester Morris, and Ruth Warwick an act, too, of the Navy comes through. But let's listen in on a one-sided telephone conversation. I think it may sound sort of familiar to many mothers. Moms, is that you? Moms, listen. Jeannie's invited me down for the weekend, and I've simply got to have some new undies. A couple of slips and panties and a new 90s. But darling, I can't wait until Christmas. I mean, I simply can. Been using luck. I did rub them. Yes, I know you always use luck at home, but I mean I never saw it. Of course I'll buy luck flake, darling, and I'll never touch a cake of folk to them again. You will, darling.  Send them special, will you? Bye. I have a hunch bed's mother will slip a box of luxe in with those underthings she sent special, just to be sure. Nowadays we're all thinking about conservation, and it's more than ever important to give all pretty washables luxe care. Don't risk rubbing or strong soap.  Use all you need to get rich suds, but no more than you need. We pause now for station identification. This is the Columbia Broadcasting System. Act two of the Navy comes through, starring Pat O'Brien as Mike Mallory, Ruth Warwick as Myra Mallory, and Chester Morris as Tom Sands. One four-inch naval gun and ten men who don't know when to quit. This is the fighting equipment of a convoy freighter. Now the four-inch gun is blasting away at the steel hide of a German U-boat. Range three, double-o, scale five-o. Range three, double-o, scale five-o. Ready, set, fire! All right, boys, don't get excited. No, don't get excited. Get on that gun. Ready, set, fire! Up twenty-five, scale five-o. Phyllis is hit. He's just bad. Trotter, take over for Phyllis. Up twenty-five, scale five-o. Up twenty-five, scale five-o. Phyllis, hey, Phyllis! Nothing can get back to your station. But he'll bleed to death. Complete! Get on that gun! Ready, set, fire!  Easy, kid. Mallory's right. This isn't football, you know. There's no time out for injury. Hey, set, fire! All right, hold your fire, man. Yeah-hoo! There, run it! We sure knocked that heiny out of the box. Yeah, you couldn't even hit an umpire with a pop button.  That's one of our destroyers over there off the bow. Hey, they're dishing us out of that sum. Just when we was getting in the groove. Yeah, one more minute, we could have had them. Don't be handing yourselves any bouquets. If those destroyers hadn't come up, you'd all be shark-baited by now. Why? Because you weren't good enough in the pinch. That's why. You only wanted to act it like you knew what it was all about for the rest of you to put it mildly. Well, I can't put it mildly. What about Phyllis? I don't know. They just took him below. Well, Mallory, Patten wants to see you. It seems that boy of yours was hit pretty bad. Well, there was nothing much we could do for Phyllis. He had a shell fragment in him down deep. It was a job for a surgeon, and that might be signal another boat in the con. When the surgeon came over the rail in the morning, he had a Navy nurse for him. Hiya, Phyllis. You might have known your shell, huh? I had to come, Mike. Why? Well, it might have been you who was hurt. Yeah, and it might have been him, too. Yes, it might have been him. Miss Mallory. Uh, coming, sir. I'll be seeing you, Mike. Hey, don't cry, Phyllis. Don't cry, don't cry. Hey, see, who's the dog? See, she was beautiful, huh? What's the quickest way to get sick?  I see her face. And that's the last you'll see of her on this ship. Oh, she'd have her heart. Would you? She's just my type. Well, for your information, she's my sister. Anybody like to play a game of pinocchio? Get up on the gun deck. We're having a bill. Fans? Yep. Fans, I'm giving you another station below in the magazine. Oh, till after the medical party leaves. Yeah, that's right. Till after the medical party leaves. Mr. Mallory, uh, Commander Murray's instructions order the boat to return to the hospital ship. Well, what reason? We can't operate unless this ship lays two. The convoy is proceeding. We're remaining aboard the Civil Grave. The Civil Grave was on her own for the next few days, about six hours behind the convoy. And then, early one night, the captain knew that her engines stopped. We lay two, drifting in the fall. Fallen call shift bells. No talking. I want absolute quiet. He's all right. The doctor's with him. What's going on? Well, there's a German raider kicking around out there someplace. Is this serious? You or the whole U.S. Navy? Is this in the line of duty? I've always felt that my job was kind of looking after you. Well, I've got to get back on the watch now. Um, what is it? Not exactly. Well, there must be some reason. Well, there is. You see, when I was out on the West Coast, I... I met a girl. Oh, thank you. For letting me make such a fool of myself. Good night. Back your watch, Hans. Well, Mallory, you can stop worrying. The opinion that I might feel is now unanimous.  And then there are times when you're in a degree from the nights you up anchor. We've been shot at from below. Now that it is habit from the sky. Team gun stations for team gun stations. Get out of those guns. Come on! Come on, man! Do you hear what I said? Get below. You can't do anything now. Well, just give me a hand. Okay, Admiral. The girl there. She's pinned under that pole. Keep the gun firing till I get back. Okay, Admiral. That's him. Here. Did we do all right, Chief? You don't see any honey planes, do you? No, sir. Doner? Here. Farringer? Farringer's over here, Mallory. I mean, you've got a pretty bad chief. If one of us? Where's Sands? Sands. Sands isn't here. Did anybody see him? I didn't. Wasn't that his gun? He was supposed to be with Farringer. He wasn't. Mallory, would you come here a minute? You see? Sure. Hey. Look there. He wasn't talking. It wasn't at the gun, was it? Well, no. He... Hey. He went for Mallory. Easy, son. Don't try to talk. No. No. No. Here's Sands. You want me? Yes, I did. A little while ago, we could have used you up there. What's the matter? You ran out. That's what's the matter. Now, wait a minute, kid. Why weren't you at your gun? Well, Farringer can tell you. He... Farringer. I'm afraid he can't. He's dead. What were you going to say, Sands? Nothing. You know, Sands, I'd like your elevys better if somebody lived to back them up. I didn't know why I'd been hurt until later. I figured she must have been hit and crawled below when we found her. She was unconscious. But the surgeon said she'd live in that afternoon. We had a service on deck for Farringer. Our Father who art in heaven. Call it be thy name. Thy kingdom come. Thy will be done on earth as it is in heaven. Give us this day our daily bread. Forgive us our trespasses as we forgive those who trespass against us. Lead us not on temptation but deliver us from evil. Under Almighty God we commend the soul of our comrade, Partit. And we commit his body to the deep. We are in certain hope of the resurrection into eternal life. To our Lord Jesus Christ. It was coming in a glorious majesty to judge the world. The sea shall give up her dead. Amen. I tell you, Chief, I did it. I unscramble the stuff. What's that on the radio now? I'm telling you, Chief, it's German scramble time. Yeah, but it's coming in clear. They're talking in German right now. What are they saying? Can't they translate that stuff? I'm getting it. Think. They're finished. Well, what is it? There's a submarine supply ship. Lentitude 60, lunch at 2-11-15. Supply ship on these waters? She's flying a British flag. They're carrying torpedoes. Which way is she proceeding? North-west at 12 knots to meet with subs. Recognition signal, Sieg. They blinker. Look cheap. If we go after, we can hit the supper by morning. Yeah. Let's go, Chief. Shall we? Got it. That's after the march at Marine. I'll ask the captain. You mean you'll tell him? No, I mean I'll ask him. What's your plan, Mr. Mallory, to sink this supply ship? No, sir. No, I'd like to take her over as a prize of war. I see. And who will sail her? Well, if you could spare me enough men for a crew. Well, I could let you have a quartermaster, a skeleton crew. My second officer dead. There's no navigator I can give you. Hmm. There's no navigator. All right. I'll take you up on that. I haven't agreed yet, Mr. Mallory. You realize this is a very dangerous proceeding. Yes, sir. Taking her over would mean crippling sub-action in these waters for weeks, maybe months. Look here, Mr. Mallory. I've had three ships torpedoed under me already. I've swum in burning oil. I've floated 10 days on a raft. I've starved and I've frozen. And now what are you asking me to do? Go to war. Yes, sir? I thought I was overdraft age. All right. Mr. Reynolds, change course. Head of SOWES. SOWES, please, sir. You know, Captain, you should have been in the Navy. Yeah. Looks like I am. To a peace and permission, Mr. DeMille presents Act 3 of The Navy Comes Through, starring Pat O'Brien, Chester Morris, and Ruth Warwick. Haven't you often wished you could read other people's minds? Let's listen in while Nancy Jones spreads the good news that Jim, her soldier husband, is coming home on leave. First we'll hear what people say to Nancy, then right afterwards what they think. Hello, Don. I'm getting the house all bruised up. Jim's coming home. Oh, how wonderful, Nancy. Later that day. I'm afraid I'll have to skip my volunteer sewing for a few days and just cook. My husband's coming home. Why, how nice. Of course, I understand. But I don't understand a pretty girl like you. I wonder what your husband thinks. And finally, that evening, you're the one, honey. Gosh, you look nice. Think of me when they see those poor, rough little hands. There's no doubt about it. Men feel embarrassed. Feel that people blame them when their wives' hands shout dishpan drudge to the world.  Many tests have proved how easy it is to keep your hands soft and pretty by using lucks for dishes. It's inexpensive, too.  Lux is richer, goes further. Actually, it does up to twice as many dishes as the same weight of other well-known dishwashing soaps. If Nancy were a lux wife, this is what we'd be likely to hear. You're the one, honey. Gosh, you look nice. Looks as if she never cooked a dinner or washed a dish.  Now, Mr. DeMille returns to the microphone. There'll be a personal interview with our stars after the play. But now the curtain rises on the third act of the Navy comes through, starring Pat O'Brien, Chester Morris, and Ruth Warwick. We started the supply ship at dawn. Like Kroener had said, she was flying the British flag. That didn't stop us from putting a shot across her bow. Two more in the same place that she hoped to. The British flag came down, and the white man went up into place. She quit without firing a shot. I didn't like it much. Mr. Fretzies, well, I called the men together, gave them the orders for boarding, and I went below to say goodbye to Myra. I didn't go in, though. The surgeon told me so. He told me you asked for me. How are you, Myra? I guess I'll live. Thanks for getting me down here. Who told you I did that? No one, but it couldn't have been anyone else. Well, look, I wish you'd forget about it. Forget? Why? Well, just personal reasons. Just don't mention it, huh? All right.  Myra, I'd better say so long to you now. I'm on duty. Yes, I know all about it. The surgeon told me. But, Tom, I just want to tell you something before you go. That girl you know, back in the coast, the one you said... Myra. Well, I'm trying to say it's all right, Tom. I've been thinking it over, but I'm just lying here. You know what I think, Tom? What? I think there never was a girl out on the coast. Myra. Goodbye, Tom. Good luck. We've ordered the ordnance at an hour. Make way! Make way! The captain met me as I came over the rail, handing me his revolver. Well, I can't say I'm pleased to meet you, sir. But we carry a load of high explosives since you caught us by surprise. Yeah, that was the idea, Captain. Please. I'm taking this ship as a prize of war. I imagine you need a tonnage. Thanks to our U-boat campaign. And I suppose you want us to go aboard your ship now. Yeah, that's it, yeah. Get your men together. Yes, Tannin! See you soon!  Wait a second, as you were. What's Sands? What are you sounding off about? Well, it just occurred to me that this fellow's in an awful hurry to get himself and his men off the ship. So what? Considering we're loaded to the gunnels with torpedoes, I thought it might be a good idea to hold these prisoners aboard. I know, just for insurance. I think you got an idea, Sands. Captain, stick around for a while. Tell your men they're going to stay aboard. Now tell them we're going to batten them down in the hold and keep them there the rest of the voyage. All right, Captain, cool off. What's the matter with that man of yours? Yeah, you step out. What is it? What's the matter? Ask him, Crohn. The torpedo. It's my net. He says one of the torpedoes has been set to explode. All right. Captain will take you and Sands to it. Everybody else stay put. Get going. Well, here it is, Mallory. It's a fuse. I never saw one like that. Well, it's a detonator. The type used in delayed action bombs. How's it work? Well, this half here is filled with nitric acid. This part's filled with pormonate. When you screw them together tight, the acid eats through the lead and hits the pormonate and sets off the explosion. Any more of them? Yeah, there are more fuses. But this is the only torpedo that was set to go off. Well, let me give that to our crew, boys of Civil Brake. Take care of it, Sander. A pleasure, Chief. Oh, thank you, honey. Come on. Get over there.  But I want to remind you, I'm still giving the orders around here. I'm sorry. I forgot myself. Oh, that's okay. I got a job for you. I want you to go up on the bridge and navigate us into Belfast. You mean you want me to take charge of this ship? Yeah, that's what I said. The Civil Brake could spare a navigate. Oh, I see. Asking favors, huh? I'm not asking a favor. I'm giving an order. That's a pretty strange order for a CPO to be giving a second class seaman. It seems to me that's over and above the line of beauty. That's a job for a volunteer. All right. Okay, Sands. If it gives you any satisfaction, I'm asking you to volunteer. Well, I'll volunteer, Mallory, but I refuse to sail at the Belfast. What do you mean? This ship is loaded with torpedoes for enemy submarines I propose to deliver them. Deliver them? One of these fuses in each consignment. We can do more damage to the submarine campaign than a whole flotilla of destroyers. My duty to bring this prize in a port. Well, I'll relieve you of that responsibility. I refuse to navigate this ship anywhere except after submarines. I'm still giving the order. Yes, yes. I know. You said that before. Now, what about the crew? This looks like a volunteer job for them. Don't worry. I'll vouch for them. Uh-huh. Then you like the idea? Yeah, I like it. One thing I don't like about it is you sort it. All right. Go on up on the bridge. Take over. Sibyl Gray shoved off to join the Atlantic patrol.  With Croner during the talking over the radio, he raised every sub for a hundred miles around. And they started flocking towards it. Of course, it was too many minutes. I had the boys up on deck, getting ready to go. All right, now, boys, I told each one of you what your job is. Don't rely on your own jacket. You're liable to throw a wrench into the works. All right, Dutch. Try them out on that heiny talk. Super fail. Super fail. Oh, murder. It isn't very good, Chief. No, no. Try that other thing. All together now. I am Hitler. I am Hitler. Bowie. Cut it out, Scepter. I don't like that Hitler, Ruthie.  All right, try it again. All together. I am Hitler. I am Hitler. That isn't very good either. No, that wasn't very good either. All right, think about it. The best thing to do is keep your mouth shut. Periscope is done. Periscope. Hey, Mallory. Here comes your first customer. Yeah, there she is. She's right behind her. Get your men set, Mallory. She'll be alongside in a minute. All right. Go ahead, boys. Get to your folks. Go on, or you'll do the talking. Don't worry. Dan's got to go up on the bridge. Even with that tiny uniform that Irish kisser here won't fool anyone. Speaking of Irish kisses, ask the man who owns one. Uh, may I suggest, gentlemen, that neither one of you is exactly the conventional German type. All right, all right. I'll get below. The sub came along. Alongside, and we loaded it with torpedoes. One of them with a surprise packaging. Once she was ready to leave, her owner stood at the rail, giving out with a heiny salute. Hey, Hitler! Hey, Hitler! The sub shoved off, and then about a half a mile, blew up into a million pieces, one to nothing in favor of us. That night we scored again. And again. It's like shooting fish in a rain barrel. We had seven of them, we ran out of torpedoes. We turned and headed for Belfast. Fans, where are you? Up here on the gun deck. Well, what do you think you're doing? I'm just inspecting this magazine flood system. You handle the navigation. I'm still running the gun deck. Well, then why don't you run it right? The flood valve is frozen. I'll run it right. Let me add that thing. It is frozen, isn't it? Oh, I thought those square heads were supposed to be efficient. Well, anybody could make a mistake. Yeah. What? Oh, Cronor. Yes? Check that overflow pipe. I did. Is it working? It's working. All right. And don't forget to secure that door when you go out. Well, what are you waiting for? Why are you trying to make the crew hate you more each day? What the crew thinks about me doesn't make any particular difference. If you would only make a network. Now, look, Cronor, it's only when you're guilty that you have to try and prove your innocence. And, uh, don't forget to secure that door. Well, it's getting foreign. That's all I say. Ah, pipe down, sir. Yeah, well, look at us. Look at us. All the fun with those subs and now we're just sitting around doing nothing. It's getting foreign, that's all.  Sure. So what did he do? Not a thing. He thought we were German. That's why. I wonder if he did. What do you mean, Cronor? I tried to speak to him under radio. He wouldn't answer. What do you mean? He might have been wise to us. All right, all right, boys, on the job. Get moving if you're coming alongside. But we have no more torpedoes. You tell him that, Cronor. Get rid of him as quick as you can. There he is. See him? All right, never mind the gab.  Come on. Mallory! Yeah? Yeah, what? He's changing his course. That's upside, manning the guns. Battle stations? Battle stations! You merchant marine, get below! You men, get below! We want to get in this square. Ah, the poor! We want to get in this square. Come on, you men. Come on. Get ready. All right, let's go. All right, range three, scale five one. Range three, scale five one. Ready! Set. Fire! No change. Load. No change. Load. Set. Fire! No change. Load. No change. Load. Set. Fire! Hey, I see him. Swing a stern around. Ready! Set. Fire! Nice going, boys. Nice going. Keep up that rhythm. Ready! Keep it going. Keep it going. Chief, Chief, the powder magazine. There's a fire in there. All right. Turn on the flood valve. I'll tell you, Chief, it's frozen. All right. There's another one. I'll tell you the powder magazine. Go on. I'll go down and see what it's working. Wait, Chief. You can't go down there. Take over. Take over. I'll be right back. Load. Ready. Set. Fire. Well, the inside of that magazine was thick with smoke. I tried to find the valve. I tried to find the valve. I couldn't reach the valve. Couldn't even get out of the place. The down of my knees, choking. The last thing I remember was a fellow coming down the ladder and groping his weight toward me through the smoke. He got to the valve. He turned it on. Got me out of there, too. Don't ask me how. I wouldn't know. The fellow's name was Tom Sands. The boys got those subs. Yep, both of them. When we could get our breath again, we lined up on the aft rail to take count of the wounded. The Navy and the Merchant Marine, too. Hey, you Navy guys. Nice pitching in there. Nice pitching yourself, men. All right, boys.  I guess I knew what I was talking about when I told you not to sell the Merchant Marine short. All right. Clear your wounded. Croner, you were hit, weren't you? Well, you don't have to help. I'm all right, Chief. I'd like to help. OK. Nice going, Dutch. Oh, not Dutch. I'm American. Yes, I don't think anybody will ever question that, fellow. Sands. Yes? Well, you certainly saved my hide, as a matter of fact. All of our hides. Well, if you'd done your job right, it wouldn't have been necessary for either one of us to go down in that magazine. I did my job right. Well, the Board of Inquiry wouldn't think so. What? They'd want to know why that valve didn't work. Well, I could tell them. I fixed myself, yes, sir. Oh, and then how do you account for the fact that it wouldn't work when the magazine caught on fire? Well, I can't account for it. I see. You know, I had the same trouble once myself in a gun turret. Remember? On the bayon. Yeah, the bayon. That's right. Well, I guess if you could take it, so can I. Oh, you won't have to, Mallory. It just happens I know you repaired that valve. And I'm alive to tell them. Say, wait a minute, sailor. I can't figure out how a guy with guts enough to get down in that magazine. Yeah, yeah, I know what it is you want to know. Uh, why I ran away from my post that day, huh? Yeah, that's exactly what I wanted. Well, why don't you ask your sister? We were picked up that night by the North Atlantic patrol. Once later, we were back in the U.S., Washington. The court of inquiry has reconvened in the case of Thomas L. Sands. They cleared him pretty fast, and we were both sent up to Newport to go with another outfit. Hello, Lieutenant. My rest. Time to see you off, Tom. That gold braid is beautiful. Yeah, well, uh, so are you. Oh, by the way, that... that girl out on the coast. Um, yeah? I spoke to her. She married a marine. Oh, fine, fine. So I guess I can go right on chasing you, can't I? You want to know something, Mallory? You won't have to run very fast. Come on in! Hello! Eddie. All right, man. You joined the Navy to see action. You're going to get it. You're going to serve under a man who likes plenty of action. I know, because I've seen plenty of it with him. Lieutenant Thomas L. Sands. All right? How are they? The bad-looking outfit we've got here, Chief. Well, they're all right, but they got funny to learn in a hard way. Oh, you wouldn't admit it if they were perfect. Of course not. What do you want me to do? Spoil them? Well, they'll learn all right and a lot more like them. When they get rolling, they're going to be a tough outfit to stop. Awful tough. You know, there was a pretty fast sailor once for the name of John Paul Jones. He said... Yeah, yeah, I know. We've just begun to fight. Now, before our stars come back to the microphone for a quick call, I want to read a letter from Miss Ann Parker of New York. Miss Parker admits she's a Lux Radio Theater fan, but, well, here's her letter. For years, I've been a very ardent listener to your program, but when you advertised your product, I took it for granted you were giving it a boost so to speak. Well, recently, having bought some rather dainty blouses, I bought a box of Lux Flakes. Believe me when I say you don't say enough about them. When it comes to suds and washing things beautifully, Lux goes to the head of the class. Thank you, Miss Parker. That's a mighty good tip for this winter, since women are wearing blouses more than ever, because, of course, they're wearing suits more often. It's the smart way to keep comfortable while you're saving fuel. You can keep those blouses of yours fresh and pretty all winter by sudzing them in gentle Lux Flakes. And remember those rich suds, Miss Parker mentioned? It's true. Ounce per ounce, Lux gives more suds than any of the 10 other leading soaps tested. Start your blouses on a Lux life today. Lux is so thrifty, you can wash over 80 blouses with just one big box. If your dealer is out of Lux today, try again. It's worth waiting for. Now here's Mr. DeMille with our star. It's curtain call time. Time to congratulate Pat O'Brien, Chester Morris, and Ruth Warwick on their thrilling performances tonight. Thanks, CB. It's well to be back. Pat, I bet you acted like a seasoned trooper, the very first performance you ever gave. Oh, you couldn't have been there, CB. No, no, no. You're too young. Well, maybe he's just as well in Mr. I smell a story. Don't tell me you had dates right, Pat. No, just a little accident, CB. I was playing the part of an angel in a school play. One of my wings got knocked off, and I stooped down to pick it up. The night shirt I was wearing kind of ripped up the back. Don't look now, but I had to exit backwards.  That I would like to see. Well, there are all kinds of ways to get into the theater.  What's up with the turkey? Oh, if you mean a bad play, yeah. That's also a quick way to get out of the theater. No, I'm in a real-life turkey. I won a contest back home in Nazare, and the prize was a trip to New York. And one of my duties was to present a turkey to Mayor LaGuardia, because turkeys are our chief local product. His honor was thrilled, no doubt. I'm afraid he may have been bored with the whole idea. Oh, try giving anybody a turkey this year and see how bored they are. You can start with me, Ruth. How did you get in the theater? The hard way, CB. I fought my way past the stage door, man. And if you don't believe it, look at that nose. All right, I've been looking at it all week. Well, just to break the monotony, Mr. Mill, why not look ahead to next week and tell us what the play's going to be? I will with pleasure, because I think it will be one of the highlights in the history of the Lux Radio Theater. Our play next week is the distinguished Metro-Goldwyn-Mayer screen hit, Mrs. Miniver. And our stars will be Greer-Garson and Walter Pigeon. They're the same stars you saw in the picture. The artists who made this drama live in the memories of all who saw it. We consider it a real honor to bring you Greer-Garson and Walter Pigeon in Mrs. Miniver next Monday night. Like everybody else, I'll be listening in, CB. Good night. Good night, CB. Good night. Good night. Maybe and you'll really came through. Ladies and gentlemen.  That answer is war bonds and stamps. Every bond or stamp you buy helps to speed the attack on the enemy and gives the owner a little nest egg for his own post-war planning. But besides that, buying bonds and stamps now will help to stop inflation. It takes money off the Christmas buying front and puts it on the fighting front. Won't you join me in giving war bonds and stamps for Christmas? Our sponsors, the makers of Lux Flakes, join me in inviting you to be with us again next Monday night when the Lux Radio Theatre presents Greer-Garson and Walter Pigeon in Mrs. Miniver. This is Cecil B. DeMille saying good night to you from Hollywood. Matt O'Brien and Ruth Warwick are currently appearing in the RKO production The Iron Major. Jester Morris will soon be seen in the Paramount production Tornado. Herd in tonight's play were Ed Emerson, Fred Mackay, Charles Seal, Norman Field, Leo Cleary, Cliff Clark, Paul McVeigh, Hal Gerrard, Eddie Marr, Arthur Q. Bryan, Stanley Ferrar, Robert Harris, Jack Mathe and Tyler McVeigh. Our music was conducted by Louis Silvers. In cooperation with the Armed Forces Radio Service, this program is broadcast by International Shortwave Radio. There are fighting forces overseas. This is your announcer, John M. Kennedy, reminding you to tune in again next Monday night to hear Greer-Garson and Walter Pigeon in Mrs. Miniver. Are you tired, nervous and easy mark for colds? Maybe you're not getting enough vitamins and minerals from your food. Rely on VIMS in these days of food shortages. VIMS are scientifically


So welcome to the webinar today. Today we're covering debunking the myths of low-level speeding. My name is Angela Raths and I will be your webinar, I guess your technical support person today. Joining me here in the studio, I have Jerome Kastlik. I think we saw his slide there just a moment ago. So Jerome is the manager of the NRSPP and today's webinar is in fact an NRSPP webinar together with Arb. So it's with pleasure I welcome Jerome to the studio today. And Jerome will be doing a little bit of an intro about the NRSPP and also welcoming our presenter. So just the next slide please gentlemen. Hi Angela, thank you very much for the opportunity. Basically, the National Road Safety Partnership Program. It's an initiative that's been set up to really help organisations, businesses really strive towards creating a good practice road safety culture and prioritising within your organisation. It's really about trying to get everyone to do more with less and focusing around driving forward with that red tape. So we have all different elements in the program. There's a website, material, working groups. And this webinar we have right now by our esteemed chair of the industry-led steering group is by Ian Johnson. So I look forward to hearing him delve into this issue and explain why this is such a crucial component. Ian. Welcome Ian. Thank you very much Jerome and Angela and hi to everyone out there. It's my pleasure to give today's seminar which is about debunking the myths around low-level speeding. It's an issue that I spent a long time dealing with one way and another. And I want to start by really emphasising that the reason people get hurt in road crashes is the kinetic energy that gets put on the human body. And really if we want to prevent injury we have to manage the energy exchange. It's really, we've known this for hundreds and hundreds of years really because Newton discovered that the amount of kinetic energy is half of the mass times the square of the speed. So if something is heavy and hits you that's important. But if it hits you fast that's doubly important if you want to put it like that. Now everyone knows that the impact speed is directly related to injury severity. The bigger the object that hits you and the faster it's going when it hits you the more you're going to get hurt. Now nobody disputes that but what an enormous number of people do dispute is that speed has any influence on crash risk. That is on the likelihood of a crash occurring. And the argument goes well I can go as fast as I like and if I don't have a crash when I stop well the potential energy is now zero and that's absolutely true. So the big issue is does travel speed seriously increase the risk of a crash occurring not just impacting the amount of injury that occurs? Well there are several different kinds of scientific methods that have looked at this and the problem with research in this field is we're out in the real world. We're not working in a laboratory with rats and so we don't have the sort of control that one would normally have. Now if you go into police crash data you'll find something like statements many statements like a third of crashes are the result of speeding. Now I'm not even going to touch that because the police in investigating serious crashes are always looking for illegal behavior and if someone has been speeding that's illegal. It doesn't necessarily mean that it caused the crash. So I'm going to set that aside and talk about three other methods. The most robust method is what's called the case control method. University of Adelaide looked at all of the casually crashes, serious casually crashes in a single year in Adelaide. And they use crash reconstruction computer technology using skid marks and amount of damage to vehicles and so on to compute the best estimate of the pre-impact crash speed of those vehicles in casually crashes. So they've got a speed distribution of vehicles that have been in crashes. Then they went back to the same sites of those crashes on the same days of the week, same time of day. So it was a Wednesday and a night time. They went back on a Wednesday and a night time and they collected the free speeds. That is where the vehicle was unconstrained by other traffic and measured how fast people were going in those conditions. They stopped those vehicles further down the track and made sure that they eliminated drinking drivers and all the rest of it. So it was just having a look at the speed distribution for vehicles that weren't in crashes. And then they compared the two distributions. And just as you might expect, if vehicles were doing 80 in a 60 zone, the risk of a casually crash was about 30 times what it was if they were doing the speed limit. And that's exactly what we'd expect. If you're really hooning, you've got a bigger likelihood of having a crash. But the very interesting finding was that at 65 in a 60 zone, the risk was double what it normally is. And a double not very big risk is still not a huge risk, but I'm going to come back to why that matters a little later on. Now, the second method in this real world science is looking at places where the speed limits have either gone up or down. And I'm going to start at the bottom there with Rune Elvix, what we call a meta analysis where you look at all of the literature on a particular topic. And what Elvix, who's a famous Norwegian transport economist, did was take all of the studies of the impacts of speed limit changes. He ruled out all the ones that had serious scientific flaws and then examined the ones that were left. And he found in, it was about 95% of the studies. If the speed limit went down, casually crashes came down if the speed limit went up, casually crashes went up. And there are other examples, this time from Victoria in the Hume Highway at one stage, 15, 20 years ago now, it was raised from 100 to 120. And the casually crashes went up enormously and then it was dropped again because of that and down they came again. Same thing happened when urban speed limits were lowered from 60 to 50 in residential streets in Melbourne, a big decrease in casually crashes, particularly the ones you'd expect, pedestrians, cyclists, all of the vulnerable road users. The US interstate one is extremely interesting. In the US during the first oil crisis in the 1970s, the federal government reduced speed limits on US interstate highways as a fuel saving measure. And they saved a lot of fuel, but they also saved a lot of lives. And so when the fuel crisis was over, they retained the lower speed limit as a safety measure and kept reaping the benefits until a lot of states objected to the federal government telling them what speed limits they had to set. And so various states started to increase the limits and in those states that did, up went the casually crashes again. Now, there's a kind of a rule of thumb that's come out of that that says if you get a 5% decrease in average speed, you can get approximately a 10% decrease in all injury crashes and a bigger decrease in fatal crashes. So that's the kind of rule of thumb. Now, the third method, which is worth a quick look, is looking at roads of differing engineering standards. And in the UK, what they did was they took three classes of rural roads, low standard rural roads, medium standard and high standard ones, looked at, went out and measured on several examples of each standard of road, the prevailing speed distributions, and then had a look at how that tied in with the casually crash records of those standards of road. And again, within whether it was a low standard road or a high standard road, the ones that had the higher average travel speeds had the higher casually crash frequencies. Excuse me. So really, what that's saying for getting the police estimates, there are three different scientific methods that come up with exactly the same result. So if the science is so clear, why is speed moderation so controversial as a measure? Well, the first reason is the way traditionally we've set speed limits. And along with that, the way we've handled enforcement over many, many, many decades. Historically, speed limits were set as 85th percentile. Now, what that means is simply you go out, you measure the speeds that people are travelling at, and you, excuse me, one second, you measure the speed that people are travelling at, and the speed at which 85% of them are at or below, you say that seems a reasonable estimate of the limit we ought to have. The assumption is that drivers generally know what's safe. Now, I'm not sure we want to buy into that assumption, but be that as it may. The second thing that's really important is that are the post limits really seen as limits? Now, the police historically and for decade after decade had an enforcement tolerance of approximately 10% or 10 kilometers an hour. And the reason for that was twofold. First, the old mechanical speedos had to be calibrated within plus or minus 10% for their accuracy. And secondly, as speed cameras came in, they had to be calibrated plus or minus three kilometers an hour. So if you take a 60 kilometer an hour zone and you say, okay, worst case the speedos out 10%, well, they ought to be allowed 66, and let's worst case the camera is three kilometers an hour out, well, that gets to 69, so we better not enforce below 70. And that's precisely what happened across all of the, pretty much all of the speed limits, sort of 10 kilometers an hour or 10%. And what that really meant, and I'm going to come back to this later on as well, is that the limit was not seen as a limit. And that's a fundamental problem. The second reason that it's very controversial issue is the vehicle design. Excuse me, I'm managing a frog at the moment. Vehicle design and the way it's advertised. Now, it's really interesting that vehicles have become safer and safer things to have crashes in. Engines that go under the passenger compartment in the event of a head on crash, airbags, seat belts, collapsible steering columns and so on and so on. But there is not one vehicle design rule that relates to top speed capability or acceleration performance. Not one. There's a picture there of a speedometer that goes to 260. So about half of the meter provided to us as drivers is to enable us to gauge the degree of our illegality in our driving, which is sort of bizarre, I think. And the fancier the vehicle you buy, if you buy a really good sports model, you'll see it goes out to 300 kilometers an hour. And of course, we've traditionally advertised vehicles on power and performance and paraded this as the greatest thing that a young man must have. So we've got that really working against us as well. And in setting our speed limits, just look at the variety and the standards of these roads, all of which have the default speed limit of 100 kilometers an hour. So whether it's got a broken shoulder or no shoulder, edge lining or no edge lining, trees right on the edge of the road or clear road sides, they all have much the same default speed limit. So we have not matched the speed limits to the level of safety built into the road. And that's a point I will make over and again before I finish.  In other words, our everyday experience is that we don't get into trouble. And this is where our dilemma comes into a very sharp focus. But one of the rules of preventive medicine is that these things are about probabilities, not certainties. So does everyone who smokes get lung cancer? Does everyone who's obese get heart disease? No. Does everyone who exceeds the speed limit crash? No. And you can do the reverse of everyone of those too. Does everyone who gets lung cancer a smoker? No. It is all about, it's about risk. And so what we've got in reality is exactly this. There are not very many people who speed at huge margins over the speed limit. They are a higher extreme risk as we saw from the Adelaide research, you know, anything up to 30 times for 30Ks over the limit. So it's a dramatic safety problem. When a crash occurs with someone doing that speed, we see it on the television every night. We see it in the newspapers every day. So it always gets the attention. It's dramatic, but it's still relatively rare. But there's a very large number of people who are doing low-range speeding offences. And the risk, it may only be two or three times what it is if you're at the limit. But because it's happening all of the time, it becomes a very significant safety problem. Now the interesting thing about taking a health prevention view of road safety is that you soon realise that where you have a small risk spread across an entire population, you have to get the population to change to prevent the bad outcomes that you don't want. An example from outside the road safety field is inoculation of children. Now it's become quite a controversial issue at the moment too. Everyone used to inoculate against things like whooping cough and the like, and these childhood diseases basically disappeared. Now people are questioning whether they have the right to not worry about anybody else, but just take the very small risk that their own child might have an adverse reaction. And as the inoculation rates drop, so these diseases are beginning to reappear. So back into our field, just take a look at why we've set 0.05 as our blood alcohol limit for drink driving. Well the same kind of case control research that has been done with the speeding as in Adelaide has been done several times in different countries around alcohol. At what point does alcohol start to seriously affect your performance on the road? And the answer is at 0.05 the risk of a crash is about double what it was if you had no alcohol at all. So at double the government has said, well that's about time we should take some role in protecting people. So it's kind of similar. Why do we do random breath testing? Traditionally police used to sit outside the pubs. They'd look at people coming out. They'd watch the ones that staggered, couldn't get the keys in the car door. They'd wait till they started driving and they'd pull them over and invariably they got 100% hit rate. They could pick the drunks but it wasn't reducing the incidence of drink driving. But by going to enormous numbers of tests, I mean hundreds of thousands a year, then the risk of apprehension goes up and although you don't catch as many you deter a lot more. So this is a health prevention approach. I've already mentioned that when you've got a small risk very widespread as we do with low level speeding it is a small risk. It's greater than if you're at the limit but it's relatively small. We have to change behaviour for the population. Now that's easy when the cost to the individual is small. We all wear our seat belts. But I wonder how many people listening in now can say honestly, my seat belt has saved my life. We all wear our motorcycle helmets. We all, well not all. There's a little group of early teenage males who think it's not cool wear our bicycle helmets. Now the personal cost for all of these preventive measures is relatively small. But goodness when we find a personal cost or what we assume is a personal cost then we fight like the very dickens. And low level speeding is just the classic example. Everyone says, I'm running late.  With congestion increasing all the time we just don't want to stop at any time we want to stop as few times as possible. And with all of those years and years of enforcement tolerances the concept of a limit has just disappeared from speed limit setting. So this is the dilemma we've got. We know it's a problem. We can't get people to come on our side and help change it. So what are our tools for speed moderation? If it's so important what can we get? Well, plenty of local area traffic management is available, slow points and the like. Intersection design is really, really helpful. Roundabouts are great because you have to slow down to go around them. There are other options available which we haven't got time to go into. Roadside management, getting sealed shoulders and the like and of course the speed limits themselves. What we're really trying to do with the infrastructure is to match the speed to the level of safety built into the infrastructure. If you're going to have a high speed road then you have to have high level of safety built in. You have to have sealed shoulders. You have to have protected road sides. Now, I'm not opposed to high speed roads. I've no problem with 130, 140 if the road is built for that. If you eliminate intersections and grades so you can't have intersection collisions, you have flyovers or fly-unders. If you can't hit a tree or a bridge abutment because all the road sides are protected, you can have a high speed road. Urban areas, much more difficult because you're sharing the roads with cyclists and pedestrians. So you have to do other things and particularly you have to have limits. But it is all about matching the speed limits to the infrastructure and we've got that pretty wrong at the moment. The vehicles are really critical in this area and as I said earlier there is not a single vehicle design rule that has anything to do with controlling top speed capability, acceleration performance and the like. The promising signs are now what's called intelligent speed adaptation where the vehicle can either alert you when you're over the speed limit as a warning system or it can actually take control and apply the brakes to keep you down below the speed limit. We're going to see more and more of this. I find it really ironic that the manufacturers are now starting to do that but are not yet changing the design of the speedometer and the like, so kind of interesting stuff. And of course that brings us to enforcement. It would be wonderful if we didn't have to do the enforcement. If we had everything, all of our roads matched for safety to the levels that people complied with, but we don't. And in fact as a holding measure we really depend on enforcement. So which brings us to the cameras which have alleged to be revenue raising and all of that, which is all very sad but you need in the same way as random breath testing, you need a very high level of enforcement and you need minimal tolerances and you need a lot of education as well to support that. And I think we're slowly getting there. If you do a survey of motorists you'll find very high percentage support automatic enforcement for speed. You won't hear that from the shock jocks on the radio but you will hear it from most of the population. So I think we are winning. So this whole thing is really not rocket science. The research is abundantly clear. Not only does impact speed affect the amount of injury, the speed where it exceeds the level of protection provided by the roadside does seriously increase crash risk. The preventive medicine principles are clear. We've got to change the population behaviour and that's our problem. We have a disjoint between what people believe and what we need them to do. So we need to tackle all of those obstacles. We really do need social change. I think companies are going to have a big role in this because they can drive it from a fleet perspective and that driving will flow through to their drivers when they're in their family cars and to their kids and their partners and so on. So that's it. I'm happy to deal with such questions as we might have. Great. Thank you, Ian. And actually that's a good point. We have run a number of webinars actually from various simons and so forth all talking about their safety initiatives within their fleets as well. So if anyone is interested to listen to any of those and catch up, they're available on both the ARB and the NRSPP websites which we can send you the details for later. So I guess as a first sort of question, Ian, how do you make the case to an organisation that sits there and goes, look, I'm willing to let those sort of things slide a little bit because the person that's pushing those limits just going over a little bit all the time, that's my best seller. That's the person that's really making the run to me. That's my top marketer. I know they want to get out there and want to get from A to B as fast as possible. How do I engage and talk to them? I think there are a couple of ways, Jereme. The first one is getting people to understand that their travel speed is not actually reducing their journey time. Or if it is, it's marginal. So I think that's the first thing. This kind of the sales rep that speeds from client to client so you can get more clients in the day is not necessarily getting more clients in the day. The difference is really astonishing. Simon's Nationwide Transport have limited their trucks to 90 kilometres an hour for their long distance journeys. And they found if you're complying with the fatigue management rules of a 15 minute break every two hours, they're finding that the increase in distance in time, I should say, between Melbourne and Sydney is really very small. And that applies many years ago. I was involved in there was an attempt to change the National Uniform Traffic Code from an urban speed limit of 60 to 50. And we computed the proportion of time spent on local residential streets that would be affected by this change. And the answer was on average about nine seconds per journey. And to us, that seemed negligible. But Treasury blessed them, said there are squillions of trips and squillions times nine seconds is a lot of time. And at so many dollars per hour, that makes it uneconomic. Now, I just think that becomes a nonsense argument because I can't add my nine seconds to your nine seconds to Angela's nine seconds to get extra productivity. So I think that's the first point. The second one is, I think, much the same as other areas of health and safety. A company that encourages speeding runs a serious risk when that speeding results in a crash of being found liable. So so I think this that's the other aspect that needs to be thought of. Thanks. That was a great answer. And I guess just to draw on Paul's raise a good question here, sort of just draws on this a bit further. Is there any studies around the cost savings which can be achieved through driving a post a speed limits and to the relevant conditions? Well, I'll tackle the second bit first. The relevant conditions is kind of an interesting one. You do find that if it's raining, especially if it's raining heavily, people do slow down. So so yeah, people are aware. It means that they'll go from a little bit over the limit to a little bit under. So so that's a good thing. And often people argue, let's get folk to drive to the conditions. But but most people don't know what that means unless the weather is obviously bad or the congestion is so bad you can't go fast anyway. Now, the interesting thing about the Monash Freeway in Melbourne and I'm not sure how many of our participants familiar with it. It was undergoing some major reconstruction. And so the speed limit was lowered from 100 to 80. And when all the work was finished, the 80 was retained not as a safety measure initially, but as a congestion management measure because it was found that at 80 kilometers an hour the traffic flow was much more consistent and much more predictable. And the thing about a diverse traffic flow with lots of people going fast and some people going relatively slow is you do tend to have a lot of congestion. So there is a real argument for improving decreasing congestion through decreased speed limits. Sounds bizarre, but it's but it's true. The Finance and Productivity Commission quite fascinated I would think. Another sort of good question here. And this is from Kelly. And this is always one of the tough topics. How do you get the speeders to use technology like ISA? And research shows that those that are who are interested in using it are really hard ones to get to uptake it. Yeah, that's absolutely true. Well, again, in two parts, if you're talking about companies and companies with fleets and companies that use someone else's fleet to do their business, you can set conditions as part of the contract. So you can have a big influence that way. That's that's at the kind of company level at the individual level. There are people who are suggesting that in the same way that convicted drink drivers have to have an alcohol ignition interlock fitted. Convicted recidivist speeders may have to have a speed control device fitted. So that's one thing that it's not happening yet, but it's one thing that's that's certainly being looked at. And many jurisdictions in Australia now have what they call hoon legislation. But if someone's caught, I forget whether it's twice or they can have their car confiscated for 24 hours or more depending on the amount of speeding. So so there are things that are being done. I think they're fairly blunt instruments at the moment. And I think we're going to do a lot better with them with a massive effort to change the way people think about this problem. And I guess in that sort of part, I guess answers the question Nathan raised about that as well. Really, we are considering considering why is it limiting speed and cars and motorcycles such as being done with heavy vehicles that that hasn't been tried. I go, which you sort of just points to them. Oh, in yes, with the with the changes in technology, yes, it's absolutely possible to control the top speed of vehicles. And the ISA systems of the intelligence speed adaptation can be set so that in fact, if you have an interactive system where the vehicle can talk to the infrastructure, so the speed limit sign is sending a signal to the vehicle. And that's not out of the ordinary that that happens now. We ambulances trigger traffic lights and buses tripping trigger traffic lights and the like. So these things can talk to each other, tell you the speed limit you're in and set the vehicle to not exceed it. It's it's quite possible. The big issue at the moment is if only a few percent of the vehicles are so fitted, then then the question is how do you manage? How do you manage the flows when other people are doing other things? So but yes, technologically, I think we're going to approach it quite effectively and in the relatively near future. Go for it. Sorry. And I guess this is a drawing on that technology angle again from David as any research on the use of cruise control for voluntary speed regulation being conducted? Yes. And and the best thing about well, a lot of people anecdotally use cruise control as their best measure against a speeding ticket. So they they set it. Obviously, rural roads are the better one because urban roads, it's much more difficult to set it on cruise control. But there is now intelligent cruise control where you set the limit you want and the vehicle does that limit whenever it can. So if it's coming up to a vehicle ahead that's going more slowly, it will apply the brakes and will come down to the speed of the vehicle ahead. And when it's clear to do so, it'll accelerate again up to that limit. Now, what proportion of the vehicle fleet has got that at the moment? It's not very high, but it will be and within a relatively small time. Thanks for that. I guess. And just another question that pops up to me quite often when I present and talk with different sort of functions. I always get the question about speed going. And I know you sort of mentioned this earlier is over in Europe, especially in Germany, you have the auto barns. Do we have anything equivalent to that in Australia where we could have opened it up and have that sort of experience that occurs over in Europe? Well, as I said earlier, you simply need to match the level of infrastructure safety that's built in to the speed limit. If you want auto barn speeds, then build auto barns. In other words, an auto barn has no intersections at grade. The roads are going over other the intersecting roads are going over and now we have that on all of the freeways. But there is there all of the road sides are protected. So it's it's it's about building. And incidentally, a lot of German auto barns now have speed limits simply because while their crash rate is normally low. If you get a heavy fog or something and you have a crash, they're mighty pilots because you've got so many vehicles going so fast that are unable to react in time. So so yeah, the answer is quite simple. If you want high speed roads, you have got to build them to have all of the protection you need. We've just had the F1 races in Melbourne. There was a crash at 300 kilometres an hour and the driver walked away. Now that's because the infrastructure of the racetrack and the safety built into the race car as such that you will tolerate. As I said right at the outset, it's about managing kinetic energy. Now we could do that, but they're going to be very funny roads and very funny cars that we're that we're in. Thank you very much, Ian. Do we have any other questions at all? We'll open it up, give our wonderful listeners another opportunity to send their questions through in case anything does pop to mind. And we did have the presenters details on one of the slides earlier, which anyone accessing this presentation again can have a look at. And I'm sure he'd be more than happy to speak with anyone if there are any follow up questions after this webinar. We've had a question relating to the recording of today's session. So just to reiterate, this session has been recorded and will be made available to all of yourselves and your colleagues who wish to listen back at a later time. So please do keep an eye on your emails and we'll send that through shortly. I guess we have one sort of question here. Ian, as we've spoken about ice or a bit, intelligent speed adaptation. How much does it sort of cost? Any idea on that at all? No, I'm getting a face here. No, I don't know the precise number. But if you build it in as a number of manufacturers in Nassau to do, it's the old story. Any vehicle innovation when it first comes in is reasonably high cost. But when you're tooled up for and it's across the entire range, it's a very small add on that the precise number. No, I'm sorry. I can't tell you. Well, if anyone does have any insight on that, feel free to type on through in the questions box and we'll read that out. We've had a lovely comment here from an Ian Fox who says, thanks Ian. I enjoyed the webinar and it's always a pleasure to hear you speak. So there you go. I hope everyone else has felt the same. Kelly has commented here. Jerome, you can call me on icercost. Thanks Kelly. We might do that. We will. All right. Ian, it's been an absolute pleasure having you with us today. So thank you so much for coming in and joining us in the studio. It was definitely a pleasure hearing you speak and you're most welcome to join us in the webinar studio at any time that you like. We hope our audience has enjoyed the presentation also.  So just a few short questions and we'd love to hear what you think about how we went today. Thank you also to Jerome for your good work in managing the, not only the program but for also your moderator extraordinaire capabilities. So lovely working with you as always. Hope to see you all again at our next webinar. We have you. Have we time for more questions? Yes, Karen. Certainly far and through. All right. We'll give Karen a moment to type that through and thank you in fact to everyone who's typed through questions today. It's been great to see everyone get so involved in the topic. It might be a long question that Karen has there, but we'll we'll leave it open for a moment longer. Actually, I might if it's not too much trouble and we'll flick it back to your slide at the beginning of the presentation in case anyone does wish to speak to you at a later time, then they know exactly who to contact. Here we go. So Karen's questions come through here. Please comment on the role of parking on local roads in relation to reducing local area speeding. Fascinating question. Most councils now do control and control speeding during peak times, but that's about increasing the capacity of the local roads. Less about the local area speeding. One of the things we learned a long time ago was that if you design and this comes back to this whole issue about matching speeds to the infrastructure. If you've got a wide straight local road. The speed will be much higher than on a narrow local road with park cars on either side. And that's kind of interesting and the Dutch have developed a thing they they. The what they call the one earth which which is really turning the local roads the residential streets into clear low traffic zones. So they're quite happy to put trees in concrete boxes in the middle of local roads because it forces everyone to slow down. So it's about saying there are roads in which you live and we're going to make them really they obviously low speed roads and there are roads that get you from suburb to suburb. And we're going to provide for them and there are roads that get you from city to city and we're quite happy to make those high speed roads. So I think the Dutch are trying to get to just those three qualities of road. Now can they do it overnight? No, but that's their objective. Thank you, Ian. If you've got we can squeeze maybe two more minutes in just for Karen's given the second question through Droomers. How do we go about getting the community to accept the additional cost of infrastructure to allow speeds that the community wants? Well, I think the first thing is to get the community to understand what the speeding issue is really about. And I repeat again, I'm not opposed to high speed roads. You've just simply got to build them now, unless the while the community still believes that it's really the hoods who are the main problem. We're not going to get extra expenditure. I've talked to so many road authority engineers who say, well, what more can we do? What is the point in shifting all the utility poles so that nobody can hit them because the hoods are still out there. They're still going to do all these bad things. So you'll only get the money for the infrastructure. Like you only get the money for anything else if the community yells at the government and saying, that's what we demand. That's how the world works. If the community demands something, the politicians tend to listen and nobody is demanding that we spend more money on infrastructure in order that we can go faster. Yeah, fair enough. All righty. Well, thank you very much, Karen, for getting those last minute questions through. It's been very insightful to hear what Ian had to say about those. So thank you again. All right, then on that note, we will say our goodbyes once again, and thank you for joining us this afternoon. Hope to see you again soon. Bye-bye.


Welcome to JSA TV Extra powered by JSA. I'm coming to you live today from the floor of ITW day one first interview of the day here at National Harbor where we have a full week planned but so we haven't even gotten started yet but I wanted to introduce all of you to Macy Griffin Chief of Staff to the COO for EdgeConnex. Macy welcome. Thank you so much for having me I appreciate it. Yeah so great to chat with you we love EdgeConnex we love your team and you're you have an important role that you've just taken on I believe in January as Chief of Staff to the COO and I know you moved internationally to take this role you were in Amsterdam working with EdgeConnex how's that move been for you? Yes it's honestly been phenomenal I've had such a great opportunity moving forward I work a lot in market development right now so it's working to build and expand our global footprint for all of our data centers and with our customers specifically focusing really in on the H&PAC region trying to get our foot in the door there as well as just expanding our MIA footprint as well there's a lot going on and I think we both know digital demand is not slowing down anytime soon. Not slowing down yeah and I yeah it's been amazing to watch your your global expansion as a company for EdgeConnex and for you specifically in your role how has that how does it impact the focus that you have from a global perspective? Yeah so being in this role it's had an amazing opportunity to work with our JV partnership that we have with the Donnie Connex in India we've expanded our headquarters offices to Singapore so we get a little bit more time over in the Asian PAC region and get to see a lot new lot new companies meet a lot new customers see their demands from different regions especially from how do you handle sustainability and also climate changes and how you're designed to build to suit their needs. And so you've mentioned a few places so headquarters and new headquarters in Singapore but focus on Asia PAC obviously supported but through that and MIA so tell me a little bit about how you you know how do you divide the focus between those and and the I'm sure different levels of maturity of the teams there. Oh yeah so we are 100% customer-german we work really strategically with our customers ask them to define their needs and see what their needs are where they want to go when they want to go when they want to be live exactly what regions they want to be in so we can specifically tailor and build to suit to their needs and just expand in those markets for them. Yeah fantastic now I can't be I can't speak with someone from EdgeConnex without talking about sustainability it's so core to your business and and one of your core pillars tell me about that. Yeah so we are very very sustainable focused urban we launched in 2020 our customer planet and people sustainability strategy with this strategy we are very committed to by 2030 running a data center platform that is 100% developed and operated off of renewable energy so really really focused on that it's been especially globally expanding every region has so many new requirements they need and so we are very focused on that and a plan to provide all of that for our customers as well. Amazing yeah it's it's so inspiring obviously at JSA we we are definitely aware and keen to be part of this and we love working with companies like EdgeConnex we're so committed to to this and amazing to see the developments that have that have come through that work with your company so anything final you want to share before you head off into the into the world of ITW? No I just thank you for having this opportunity to speak with you it's been a big event and it's exciting to be here and there's lots of teams to meet and people to see and hopefully it'll be a great week. Amazing thank you okay so for our viewers who want to find out more about EdgeConnex where can they go? Ah yes you can find out more about EdgeConnex from www.edgeconnex.com or find us on LinkedIn our marketing team is amazing and we have so many different platforms and tools out there from all of our global regions. Amazing thank you so much it's been such a pleasure interviewing you what a great first interview of the show thank you for joining us thank you viewers for tuning in to JSA-TV live here from ITW see you soon


Hi, I'm Rashi and I'm really happy to say that I've recently become a mother and her name is Samara. Our dear daughter was born on the 8th of Jan. Little did we know that COVID was going to hit us, so all this time we were safe, we were so happy and we were grateful to God that nothing has happened. Rashi tested positive when our baby was only 3 months old. Of course it was a very scary situation to deal with. We had guidance from Dr. Rani Joshi from Manipal Hospital. Anyhow, so this was a very scary situation because I was a new mother, I had gone through a C-sex, I was already in pain and I tested positive. I'm very grateful that the doctors have been so informative in this entire period and especially Dr. Rani Joshi, she helped me understand that it's absolutely safe to go ahead and breastfeed your baby during you being COVID positive as a mother also. But you're in this situation, it's very normal to feel that you're worried that is it okay for your baby, is it not okay, are you going to transfer it to your baby because it's so contagious. So she told me that there were just few precautions that we needed to maintain. Firstly, wash our hands, which everyone is telling us anyway, which is be a little more aware of that you're ensuring that you're doing it for those 20 seconds and keeping our hands washed nicely. Next, keep yourself clean obviously because then you know there are less chances of you passing it to your baby and to ensure that you're always double masking up because you're in such close range of the baby. So that was what importantly we had to do. Now what was happening is maybe because I was stressed you know I think I was very nervous but physically my body had no problem in producing milk, the taste of the milk, my baby getting you know having enough nutrition. No problem of that so COVID didn't do anything to you know affect the way the milk was produced by the body. So I don't think anyone should worry about that, it's only the anxiety that we have up here or you know the worry that we have up here and that's what we need to tackle. Mental health of a mother is very important in these testing times. She had made sure that you know mentally she is up to the mark, she kept herself busy with her own hobbies. So I'm sure as new mothers and even when you've tested positive you'll hear a lot of people you giving you that extra gyan ki do this, don't do that, yeh karo yeh mat karo all of that. But take only what resonates with you. It's very important because you need to follow your instinct as a parent your body will give you instincts that this is right for my child or this is right for me. Please follow only that. So to all new mothers I'm sure you know what's best for your baby and I'm sure you heard the breastfeeding is really great for your baby. I definitely endorse it and I say please do it because it's not only great for your baby like you know it gives your baby nutrition, you bond with your baby but it's a great time to hold your baby so close. And it won't last forever. So go ahead do it and all the best stay safe.