Document 3NR8J29VNegp5OVLM3eNyqGx

PLAINTIFF'S EXHIBIT NSC-114 Volume I NATIONAL SAFETY CONGRESS TRANSACTIONS GENERAL SESSIONS ANNUAL MEETING OF MEMBERS CONGRESS BANQUET UST OF EXHIBITORS GENERAL INDEX OF ALL VOLUMES NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 56th NATIONAL SAFETY CONGRESS Papers Delivered in die GENERAL SESSIONS CONTENTS * Officers of the National Safety Council, 1968-69...... ...................... ...... ..... Trustees of die National Safety Council 1968-69...................... ................. Board of Directors of the National Safety Council 1968-69............................. 9 6 ANNUAL COUNCIL MEETING Invocation________ ___________________ Minutes of the Annual Council Meeting.. Farewell Remarks ........... ............ .............. Remark ............................. ......................... DDC Graduates Reach First Million....... Be Safe---Communicate ............................ President's Report.............:.................... Reverend John Hondrat 20 ............................. .. 21 ____ _ ,.W, G. Johnson 23 ___ _ .H. Gene Millet 24 ........ John D. Lawlar 25 ........ ..Patty Bowman 27 .................Howard Pyle 29 NATIONAL SAFETY CONGRESS BANQUET invocation..................... ................. ...Reverend Magnus P. Lutness 32 "< National Safety Congress Banquet............................................. ......................... 33 Exhibitors--56th National Safety Congress & Exposition...................................... 35 index to All (28) Volumes of 1968 National Safety Congress............................. 53 Other Volumes in 1968 National Safety Congress Transactions...............Back Cover National Safety Council OFFICERS---1968-69 Chatman, Board of Directors--A. S. Alston, Executive Vice Presi dent, American Telephone and Telegraph Co., New York, N. Y. President--Howard Pyle, President, National Safety Council, 425 North Michigan Ave., Chicago, ILL 60611 Vice President for Farm--Norman C. Mdtorum, Director, National 4-H Service Committee, Inc., Chicago, I1L Vice President for Finance--J. H. Tyler McConnell, President, Delaware Trust Co., Wilmington, DeL . . Vice President for Homes--Robebx G. Frazier, MD, Executive Director, American Academy of Pediatrics, Evanston, I1L _ Vice President for Industry--,H. S. McFarland, Assistant Director of Personnel Relations, General Motors Corp., Detroit, Mich. Vice President for Labor--Arthur P, Giloea, Secretary-Treasurer, United Brewery Workers, Cincinnati, Ohio Vice President for Membership--W. Cl Hewitt, Chairman Executive Committee, Phillips Petroleum Company, Bartlesville^ Okla. Vice President for Motor Transportation--Robert E. Gocke, Vice President, Industrial Relations and Personnel, The Greyhound Corporation, Chicago, I1L Vice President for Production--Hugh Curtis, Dean, School of ` Journalism, Drake University, Des Moines, Iowa Vice President for Public Information--Harold Burson, President, Burson-Marsteller, New York, N. Y. Vice President for Public Safetyd-Rasssj A Olen, Executive Vice President, Crane Carrier Corporation, Tulsa, Okla. t Vice President for Religious Leaders--Rev. Robert A Grunow, Director of Seminary Relations, Concordia Seminary,' St Louis, Mo. 4 National Safety Council (0jjkers> contimted) Vice President for Research--B. J, Campbell, Ph.D, Director, Highway Safety Research Center, University of North Carolina, Chapel Hill, N. C. Vice President for Schools- and Colleges--Dr. James D. Logsdon, Professor of Education, Florida Atlantic University, Boca Raton, Fla. Vice President for State and Local Safety Organisations--Paul J. . Hooves, Vice President, The Halle Bros. Co., Cleveland, Ohio Vice President for Traffic--James P. Economos, Director, Traffic Court Program, American Bar Association, Chicago, I1L iice President for Women--Mss. Charlotte Montgomhby, Contributing Editor, Good Housekeeping Magazine, Westfield, N. J. Vice President for Youth Activities--Alex A. MalesB3, Associate Director, National Program Services, 'Boys' Clubs of America, - New York, N.Y. Executive Vicf President--John D. Lawlor, Executive Vice Presi dent, National Safety Council, 425 North Michigan Ave,, Chicago, I1L 60611 Secretary and Treasurer--H. W. Champun, Secretary and Treasurer, National Safety Council, 425 North Michigan Ave., Chicago, I1L 60611 Assistant Treasurer--J. D. Fulfokd, Director, Treasury Division, National Safety Council, 425 North Michigan Ave., Chicago, HL 60611 . ` Assistant Secretary--Jean Sboor, Assistant Secretary, National Safety Council, 425 North Michigan Ave, Chicago, HL 60611 5 National Safety Council TRUSTEES--*1968-69 | Chairman of the Trustees--Howard Pyle, President, National Safety Council, 425 North Michigan Ave., Chicago, I1L 60611 I i` Vice Chairman of the Trustees--A. E. Perlman, President, Penn . 1 ^.Central, New York, N. Y. Members A. S. Alston, Executive Vice President, American Telephone and Telegraph Co., New York, N. Y. (Ex-Officio) . E. H. Bailey, President, Union PaS|kRailroad Co, Omaha, Neb, fi * Melvin H. Bakes, Honorary Chairman, National Gypsum Co., Buffalo, N. Y. R. F. Barker, Chairman, PPG Industries, Inc, Pittsburgh. Pa. Charles Dana Bennett, Washington, D. C. D. W. Bsosnan, Former Chairman, Southern Railway System, Washington, D. C Walter J. Burke, Secretary-Treasurer, United .Steelworkers of America, Pittsburgh, Pa. +' Walter F. Carey, President, Automobile Carriers, Inc, Flint, Mich. J. Doyle DeWitt, Chairman, The Travelers, Hartford, Conn. Russell DeYoung, Chairman, Goodyear Tire & Rubber Co., Akron, Ohio Kempion Dunn, Chairman of the Board, ABEX Corp., New York, N. Y. Emile F. du Pont, Director, E. I. du Pont de Nemours & Co., Inc, . Wilmington, DeL 6 National Safety Council (Trustees, continued) # T. M. Evans, Chairman, Craae Co, New York, N. Y. Edwin H. Gott, President, United States Sted Corp, Pittsburgh, Pa. E. Roland Hakeikan, Brown Brothers Harriman and Company, New York, N. Y. J. V. Heh>, Chairman o the Boards, The Continental Insurance Ccwmfe.NjYodc.H.Y. Wiuiak A. Hewot, Chairman, Deere & Co, Moline, IIL Grant Keehn, Vice Chairman, The Equitable life Assurance Society of the United States, New York, N. Y. Jakes R. Keee, President, Avco Corporation, New York, N, Y, John R. Kimberly, Chairman, Kimberly-Clark Corpl, Necnah,'Wis. Joseph L. Lanier, Chairman, West Point-Pepperell,' Inc., West Point, Ga. Eokond F. Mastin, Chairman, Bethlehem Sted Corp., Bethlehem, Pa. - J. A. Makhno, Honorary Chairman, National Lead Co., New York, N. Y. Buury Mason, Jr, Chairman, Uirioo Carbide Corp, New York, N. Y. Neel McElroy, Chairman, The Procter & Gamhie Co, Cincinnati, Ohio Robert S. Qelman, Chairman, The National Cash Register Co, Dayttoon, Ohio^L A. K Peelman^Prreesident, Pom Central, New York, N. Y. Howakd Pyle, President, National Safety Council, 425 North Michi gan Ave, Chicago, BL 60611 (Ex-Officio) J. M. Roche, Chairman of the Board, General Motors Corp, New York, N. Y. National Safety Council (Trustees, continued) I | | | I | | 5 | i.__ | r| | | H, L Roknes, Chairman, American Telephone and Telegraph Co., New York, N. Y. R. 'S. Stevenson, Chairman, Allis-Chalmers Manufacturing Co., Milwaukee, Wis. Lynn A. Townsend, Chairman, Chrysler Corp., Detroit, Mich. M. J. Waenock, Chairman, Armstrong Cork Co., Lancaster, Pa. John L. Weinberg, Partner, Goldman, Sachs & Co., New York, N. Y. Hunteb P. Wharton, General President, International Union of Operating Engineers, Washington, D. C, 1 Robert W. Woodruff, Chairmag, Finance Committee, The; Coca-Cola Co., Atlanta, Ga. M. A. Weight, Chairman of the Board,"Humble Oil & Refining Co., Houston, Texas 8 National Safety Council BOARD OF DIRECTORS--1968-69 Chatman of the Board of Directors--A. S. Alston, Executive Vice President, American Telephone and Telegraph Co., New York, N. Y. * Vice Chairman of the Board of Directors--Del Dewey F. Babich, President, Detroit Institute of Technology, Detroit, Mich. | Members 1 Edwabd S. Adams, Director of Safety, Iowa Farm Bureau, Des | Moines, Iowa 1 William R. Adams, President, St Regis Paper Co., New York, 1 N. Y. 1 . Robert H. Aidisseb, Safety CoordinMr, Corporate Personnel Rela- | tions, Merck & Co, Inc, Rahway, N. J. ~ ! Cole A. Allen, Vice President American Mutual Liability Insurance | Co., Wakefield, Mass. ` | AS. Alston, Executive Vice President American Telephone and | Telegraph Co, New York, N. Y. | Sidney Altexkan, President Alterman Transport Lines, Inc., Miami, 1 FU- I Dudley Andry, Executive Director, Metropolitan New Orleans | Safety Council, Inc, New Orleans, La. I Richard K. Ayers, Managing Director, Colorado Safety Association, 1 Denv^ Cola | Dr. Dewey F. Baeich, President Detroit Institute of Technology, | Detroit Mich. | F. R. Barnako, Manager of Compensation and Safety, Bethlehem | Steel Corp, Bethlehem, Pa I . Kenneth N. Beadle, Vice President Safety, Pacific Intermountain . = Express, Oakland, Calif. ** H. W. Becker, Safety Director, American Water Works Association, | New York, N. Y. | Dr. Frank Bennett, Supervisor Safety Education, Baltimore City | Public Schools, Baltimore, Md. | M. F. Biancardi, Manager, Safety Sc Security, Allis-Chalmers MantiI factoring Co., Milwaukee, Wis. | Edward J. Bock, President Monsanto Co., St Louis, Mo. 9 S s National Safety Council (Board of Directors, continued) Robert F. Bowers, Director Personnel Relations, Chrysler Corp, Detroit Mich. , Carroll W. Boyce, Chief Editor--Fleet Owner Magazine, McGrawHill, Inc., New York, N. Y. Caesar Bbanchbh, Manager of Technical Services, The Equitable Life Assurance Society of the United States, New York, N. Y. Clark D. Bridges, Homewood, 33L Norman R. Burke, Senior Vice President, Burke Rubber Gx, San Jose, Calif. James O. Burpo, President, James Burpo Insurance, Inc., Sacramento, Calif. . Harold Burson, President, Burson-Marsteller, New York, N. Y. Clayton D. Calkins, Manager, Safety & Personnel, Pacific Motor Trucking Co., San Francisco, Calif. B. J. Campbell, PhJD., DirectoiyHighway Safety Research Center, The University of North Carolina, Chapel Hill, N. C, Walter F. Carey, President, Automobile Carriers,' Ino, Flint, Mich. William N. Carey, Jr., Executive Director, Highway Research Board, Washington, D. G . John B. Carnahan, Vice President & General Manager, Corporate Transportation, Armour & Company, Chicago, III Ken Cheatham, Assistant Director, Program Development Division, American Farm Bureau Federation, Chicago, 111. Allen L. Cobb, Director of Industrial Safety, Kodak Park Division, Eastman Kodak Co., Rochester, N. Y. Dr. Seymour J. Cohen, The Anshe Emet Synagogue, Chicago, ID. John T. Collier, Director, Special Projects, Social and Rehabilita tion Service, U. S. Department of Health, Education, and Welfare, Washington, D. G Paul H. Connelley, United Brotherhood of Carpenters and Joiners of America, Washington, D. C ^ Dr. John D. Connors, Executive Secretary, Committee on Safety and Occupational Health, American Federation of Labor and Con gress of Industrial Organizations; Washington, D. C John M Couric, Vice President for Public Relations, National Association of Broadcasters, Washington, D. G Ernest G. Cox, Deputy Director, Bureau of Motor. Carrier Safety, Federal Highway Administration, Washington, D. C. 10 National Sttffil'y CoUllCjl (Board of Directors, continued) H. E, Crawtosd, Vice President, General Motors Corp., Detroit, Mich. James M. Crawford, Senior Vice President, Insurance Company of ' North America, Philadelphia, Pa. Hugh E. Curtis, Dean, School of Journalism, Drake University, Des Moines, Iowa Dr. C. Frazier Damron, Professor of Safety Education, School of Education, The University of Wisconsin, Madison, Wis. M. R. Darlington, Jsl, Managing Director, Auto Industries Highway Safety Committee, Inc^ Washington, D. C. H, C. Daulton, Director of Safety, Louisville & Nashville Railroad Co., Louisville, Ky. , L. B. Davis, Vice President & General Manager, Defense Programs Division, General Electric Co., Washington, D. C. Hon. Mattie Belle Davis, Judge, Metropolitan Court of. Dade County, Miami, Fla. Miss Nettie 1L Day, Chief, Accident Prevention Section, North Carolina State Board of Health, Raleigh, N. C Edward N. Deck, Consultant, Safety and Plant Protection, General Electric Co., New York, N. Y. Anthony De Lorenzo, Vice President, General Motors Corp., Detroit, Mich. Frank Dickey, Vice Presidjfc, Deere & Co., Moline, 111. Frederick J. Dodson, Assistant Vice President, Liberty Mutual In surance Co., Boston, Mass. Arthur Dore, Director, Office of Interchurch Relations and Com munications, Greek Orthodox Archdiocese of North and South America, New York, N. Y. John L. Dowling, Director, Safety and Health (Canada), United Steelworkers of America, Toronto, Ontario, Canada Donald D. Doyle, Chairman, Northern Division, Marsh & McLennan, Inc. of California, San Francisco, Calif. Emile F. mj Pont, Director, E. I. du Pont de Nemours & Co., Inc., Wilmington, Del. James P. Economos, Director, Traffic Court Program, American Bar Association, Chicago, I1L * D. M. Fercusson, Superintendent of Safety-Personal Lines, Na tionwide Insurance Co., Columbus, Ohio 11 National Safety Council (Board of Directors, contsmsed) A. C Field, Jr, Manager, Public Affairs, WGN Continental Bread casting Co, Chicago, HI Maubice Fischer, Chicago, HI Da. A. E. Florid, Professor of Safety Education, Department of Health and Safety Education, University of Illinois, Champaign, lib Edgar J. Forio, The Coca Cola Co, Atlanta, Ga. Mas, John G. Fowler, National Vice Chairman of Volunteers, The American National Red Cross, Washington, D. G. Welby M. Frantz, President, Eastern Express, Inc., Terre Haute, Ind. Robert G. Frazier, MD, Executive Director, American Academy of Pediatrics, Evanston, DL John W. Gibbons, Director of Public Relations, Automotive Safety Foundation, Washington, D. C Arthur P. Gdldea, Secretary-Treasurer, United Brewery Workers, Cincinnati, Ohio Robert E. Gocke, Vice President; Industrial Relations and Personnel, The Greyhound Corp, Chicago, HI George L. Gorbell, Manager, Personnel Safety, Monsanto Co, St Louis, Mo. Wm. Paul Gray, National Executive Secretary, Future Farmers of America, Office of Education, Department of Health, Education, and Welfare, Washington, D. C. C. Hunter Green, Vice President, Southern Bell Telephone and Telegraph Co, Louisville, Ky. Gerard 0. Griffin, Manager, Hazard Control, Dravo Corp, Pitts burgh, Pa. Dr. John V. Grimaldi, Director, The Center for Safety, New York University,.New York, N. Y. Rev. Robert A. Grunow, Director of Seminary Relations, Concordia Seminary, St Louis, Mo. Samuel R. Guard, Director, Metropolitan Studies Center, Illinois Institute of Technology, Chicago, UL Roy Haeusler, Chief Engineer, Automotive Safety, Chrysler Corp, Detroit Mich. Edward B. Haggerty, International Safety Representative, Inter national Association of Fire Fighters, Cincinnati, Ohio Herbert E. Harper, President Public Service Coordinated Transport, Maplewood, N. J. 12 National Safety Couneil . (Board of Directors, confirmed) R. M. Hartman, Assistant Manager of Compensation and Safety, Bethlehem Steel Corp, Bethlehem, Pa. Albert L: Hauck, Director, Safety and Public Relations, Transporta tion Underwriters, Inc, Indianapolis, Ind. Daniel F. Hayes, Assistant Director of Safety, Industrial and Pub lications, NASA, Washington, D. C Harry Heltzer, President, 3M Company, St Paul, Minn. W. G Hewitt, Chairman Executive Committee, Phillips Petroleum Co, Bartlesville, Okla. Rt. Rev. Msgr. George G. Higgins, Director, Social Action Depart ment, United States Catholic Conference, Washington, D. G Del Kenneth Hildebrand, Minister, The Central Church of Chicago, Chicago, I1L Joseph R. Hogsett, Attorney. at Law, Hogsett, Shaffer, Rooker & Gibson, Kansas City, Mo. Dr. Jerome H. Holland, President, Hampton Institute, Hampton, Va. Paul J. Hoover, Vice President, The Halle Bros. Co, Cleveland, Ohio W. G. Horton, President, Bos Horton Inc, Oklahoma Gty, Okla. H. M. Huntington, General Supervisor of Safety, International Harvester Co, Manufacturing Research, Chicago, I1L Dr. Walter Jacoby, Director, Youth Education, American Institute of Cooperation, Washington, D. G T.Lawrence Jones, President, American Insurance Assn, New York, N. Y. George L. Judy, President, Bituminous Coal Operators' Assn.; Wash ington, DN.' G * James L. Karns, Administrator, Division of Motor Vehicles, Wis consin Motor Vehicle Dept, Madison, Wk. Albert B. Kelley, Federal Highway Administration, Washington, D. G William: J. Kendrick, Program Executive, Industrial Relations De partment, National Association of Manufacturers, New York, N. Y. James E. Kenney, Vice President and General Manager, Pacific Telephone & Telegraph Co, Los Angeles, Calif. Nokven G Kiefer, M.D, Vice President and Chief Medical Director, The Equitable Life Assurance Society, New York, N. Y. 13 National Safety Connell (Board of Directors, continued) Dit. Denis J. Kigin, Assistant Dean of Extension, Arizona State University, Tempe, Ariz. J Ketch Kirkpatrick, Associate Farm Director, WHO Broadcasting Co, Des Moines, Iowa Alan L. Rung, Loss Prevention Consultant, Olin Mathieson Chemi cal Corp., New York, N. Y. Warner C Knoop, President, The Baldwin Company, Little Rock, Ark. Mrs. Heobo Kodani, Los Angeles, Calif. Dr. Dalibor W. Kralovec, Director, Division of Safety Education, Board of Education, Philadelphia, Pa. Mrs. John E. Krueger, Milwaukee, Wis. Frank E. Laberer, Director of Safety, Nationwide Insurance Co., Columbus, Ohio F. S. Lake, Director of Safety, Interstate System, Grand Rapids, Mich. John D. Lawlor, Executive Vice President, National Safety Council, 42S North Michigan Ave., Chicago, IlL 60611 Ivan F. LeGore, Safety Director, Portland Cement Assn., Skokie, HI. C B. Lemon, Director of School Transportation, New Mexico State Department of Education, Santa Fe, N. M. Philip Lesly, President, The Philip Lesly Co., Public Relations Counsel and Service, Chicago, IlL Edwin B. Locke, Vice President, Texas Employers' Insurance Assn.,. Dallas, Texas Nils A. Lofoten, Acting President, Insurance Institute for Highway Safety, Washington, D. C ** Dr. James D. Logsdon, Professor of Education, Florida Atlantic University, Boca Raton, Ha. Louis F. Lucas, Executive Director, National Rifle Association of America, Washington, D. C Raymond M. Lyons, Vice President for Industrial Relations, Fruebauf Corp., Detroit, Mich. Hon. Geraldine F. Macelwane,-Judge, Common Pleas Court, Lucas County, Toledo, Ohio Alex A. MalesKl, Associate Director, National Program Services, Boys' Clubs of America, New York, N. Y. 14 National Safety Connell (Board of Directors, continued} | | 1 | | V* | | | | | i | |. I 1 = | | 5 | | .5 1 !' | | 1 I | | | | | | | | 1 = | Richard E, Marland, Ph.D, Assistant Commissioner for Program Development, Consumer Protection and Environmental Health. Seryice, Rockville, Md. Miss Marion E. Martin, Commissioner of Labor and Industry, State of Maine, Augusta, Maine Stanley A. Mate, Director, Competitions, Training & Facilities Division, National Rifle Association of America, Washington, D. C. E. O, Mattocks, Assistant to the Vice President for Industry Affairs, American Petroleum Institute, New York, N. Y. Mas. Marjorie B. May, Director, Education and Home Division, Greater New York Safety'Council, Inc, New York, N. Y. J. EL Tyler McConnell, President, Delaware Trust Co., Wilmington, Del Bbooks McCormick, President, International Harvester Co, Chicago, I1L Robert F. McCurdy, President, Newport Supply Co., Costa Mesa, Calif. H, S. McFarland, Assistant Director of Personnel Relations, General Motors Carp, Detroit, Mich. Di Ross A. McFarland, Guggenheim Professor of Aerospace Health and Safety, Harvard School of Public Health, Boston, Mass. Thomas G. McGuire, President, Industrial Indemnity Co, Saa Francisco, Calif. Dsl Harold , Mendelsohn, Professor and Director of Research, School of Comunication Arts, University of Denver, Denver, Cola Eugene W. Merry, President, Mine Safety Appliance Co, Pittsburgh, Pa. Virgil J. Meyers, Company Safety Director, Western Electric Co, New York, N. Y. Marvin D. Mills, Associate Professor, Safety Education, Physical Education Dept,Marshall University, Huntington, W. Va Norman C Mindeum, Director, National 4-H Service Committee, Inc, Chicago, I1L Edmond J. Mongeon, Director, Water Safety, The American National Red Cross, Washington, D. C Mrs. Charlotte Montgomery, Contributing Editor, Good House~ keeping Magasdne, Westfield, N. J. John Montgomery, Second Vice President, Casualty-Property Department, The Travelers, Hartford, Conn. 15 National Safety Council (Board of Directors, continued) | George A. Moore, Geo. A. Moore & Associates, Inc, Portland, Ore. | Mbs. Beet. M. Morrill, Vice President and Treasurer, A. D. Pease | Grain Co., Inc, Burlington, Vt | Thomas C Morrill, Vice President, State Farm Mutual Automo| hile Insurance Co., Bloomington, 111. = E. Frederic Morrow, Vice President, Bank of America, New York, N. Y. 1 Allah D. Musgrove, President, IML Freight, Inc, Salt Lake Gty, | Utah | Edward C. Myers, Vice_President and Asst to President, United | States Steel Corp, Pittsburgh, Pa. | W. E. Naumanm, Chairman of the Board, M. M. Sundt Construc| tion Co., Tucson, Aria. 5. Logan B. Nn, Manager, Louisville Enamel Plant, American Standi ard, Louisville, Ky. | Amos E. Neyhast, StateCollege, Px | Robert A. Olen, Executive Vice President, Crane earner C<-p,. | Tulsa, Oklx j | Captain David Oliver, United States Coast Guard, Oikago, 111. | J. U. Parker, Chief Safety Engineer, Humble Oil & Refining Co.. | Houston, Texas | . Arthur G. Petsy, Administrator' Information and Development, The | National Society for Crippled Children and Adults, Chicago, ILL | Fletcher N. Platt, Manager, Traffic Safety and Highway Improve! ment Dept, Ford Motor Co., Dearborn, Mich. | Lorne F. Pueves, Superintendent,* Transportation and'Safety, Toronto | Star, Ltd., Toronto, Ontario, Canada | Howard Pyle, President, National Safety Council, 42S North Michi! gan Ave, Chicago, I1L 60611 | J. S. Queener, Manager, Safety and Fire Protection Division, E. I | du Pont de Nemours & Co., Inc., Wilmington, DeL | , J. C Radclote, Supervisor, Industrial Safety Section, Ford Motor | Co, Dearborn, Mich. | John S. Feed," President, The Atchison, Topeka and Santa Fe Ra2= way System, Chicago, I1L | Peter E, Rentschler, Chairman of the Board, Hamilton Foundry ! Inc, Hamilton, Ohio 16 Notional Safety Council (Board of Directors, continued) ,i | | | ,| | | 1 | I .1 R- L. Rickenbadgh, President, Rfckenbaugh Cadillac Co, Denver, Coio. Mark Robeson, Senior Vice President, Yellow Transit Freight Lines, Inc., Kansas City, Mo. Frank H. Rogers, Division Vice President, Central Telephone Co, Las Vegas, Nev. Mss. Roth C Roqs, Corporate Secretary, Edw. H. Walters & Co, Inc, Chicago, I1L , Jack J. Rosebsoogh, Executive Vice President, United Farm Bureau Mutual Insurance Co, Indianapolis, Ind. E. M. Rowley, President, Southern Specialty Sales Company, Inc, New Orleans, La. Harvey C. Russell, Vice President, Planning, Pepsi-Cola Co, New York, N. Y. .. E. H. Rydholm, Vice President and Director- Civic Affairs, Chrysler , Corp, Detroit, Mich. C F. Schlueteb, Executive Vice President, Employers Insurance of Wausau, Wausau, Wis. Karl Schulze, Chief, Motor Vehicle Inspection Section, Federal Highway Administration, U._ S. Department of Transportation, Washington, D. C. John H. Schwarien, City Products Corp, Chicago, III 0. D. Shackelford, President, Binyon O'Keefe Storage Co, Fort Worth, Texas . Gordon H. Sheehe, Director, Highway Traffic Safety Center, Michi gan State University, East Lansing, Mich. . ' ' ' Donald.J. Shebbondy, Vice President, Industrial Relations, Pittsburgh Plate Glass Co, Pittsburgh, Pa. Dr. W. Henry SHimnsGiON, Field Secretary, General Board of Pensions of the Methodist Church, Evanston, 111. Percy H. Shue, Assistant Secretary, Program Development, Kiwanis International, Chicago, I1L Matthew C. Sxelskx, Vice President for Safety-and Traffic Engineering, Chicago Motor Club, Chicago, 111. P. L. Siemiller, International President, International Association of Machinists and Aerospace Workers, Washington, D. C. H. S. Simpson, Manager of Safety, Caterpillar. Tractor Co, Peoria, I1L i; National Safety Council (Board of Directors, continued) Jakes M. Slatot, Director, Traffic Institute, Northwestern Uni versity, Evanston, IIL Earl W. Smith, Executive Vice President, Baltimore Safety Council, Baltimore, Md. Justin B. Snyder, Supervisor, Activities Department, Lions Inter national, Chicago, IIL S. F. Spence, Director, Safety and Loss-Prevention, American Cyana- mid Co., Wayne, N. j. Pete Speller, United Auto Workers Local S88, South Holland, HL Lours P. Spitz, Executive Director, American Association of Motor Vehicle Administrators, Washington, D. C. Herman J. Spokes, Canfield, .Ohio Winslow A. Stahls, Resident Manager, Liberty Mutual Insurance Co, Springfield, Mass. Wayne D. Staley, President, The Duriron Company, Inc, Dayton, Ohio Stanford C Stoddard, President, Michigan Bank National -Associa tion, Detroit, Mich. W. E Stuckey, Leader, Safety & Emergency Preparedness, Coop erative Extension Service, The Ohio State University, Columbus, Ohio t W. E. Stuffing, Director of Safety, Carrier Corp, Syracuse, N. Y. N. Y. Edward W. Tanquary, Elmhurst, IIL Vincent L. Tofany, Commissioner, Department of Motor Vehicles, State of New York, Albany, N. Y. J. W. Tysse, Manager of Safety, Republic Steel Corp, Cleveland, Ohio James F. Van NamEe, Administrator Accident Prevention, Westinghouse Electric Corporation, Pittsburgh, Pa. Miss Carol Van Sickle, Public Relations Department, The Conti nental Insurance Companies, New York, N. Y. Dr. Preston A. Wade, Professor of Clinical Surgery, Cornell Uni versity Medical School, New York, N. Y. Mrs. Richard K. Warren, Bangor, Maine Charles A. Webb, President, National Association of Motor Bus Owners, Washington, D. C 18 'H National Safety Council (Board of Directors, continued) Miss Mary M. Weeks, Program Specialist, Health and Safety Ed ucation, Girl Scouts of the United States of America, New York, N.'Y. Ben West, Attorney, Nashville, Tern Miss Janice R. Westaby, M.PJEL, Associate Professor, School of Public Health, The University of North Carolina, Chapel Hill, N. C Hunter P, Wharton, General President, International Union of Operating Engineers, Washington, D. C George M. Wheatley, M.D, Senior Medical Director, Metropolitan life Insurance Co, New York, N. Y. William V. White, Executive Director, National Commission on Product Safety, Washington, D. C. Victor E. Whitehouse, Director of Safety, International Brother hood of Electrical Workers, Washington, D. C T. H. Wilkinson, Director of Safety, Department of the Army, Washington,-D- G. S. L. Williams, Safety & Fire Protection Engineer, E. I. du Pont de Nemours & Co, Inc, Wilmington, DeL Dorwin L. Williamson, Superintendent, Training and Safety, Cleve land Transit System, Cleveland, Ohio F. R. WnxSEY, Extension Safety Specialist, Department of Agricul tural Engineering, Purdue University, Lafayette, IncL Paul Windsor, Secretary, Bureau of Safety, Chicago, IIL Lowell F. Wingert, -President, Mountain States Telephone and Telegrap Co, Denver, Cola Paul S. Wise, President, American Mutual Insurance Alliance, Chi cago, 111 JOHN Zich, Manager, Technical Data & Standards Department, Ford Motor Co, Tractor & Implement Division, Bloomfield Hills, Mich. 19 ANNUAL COUNCIL MEETING INVOCATION By REVEREND JOHN HONDRAS Pastor, St Andrews Greek Orthodox Church, Chicago, Illinois Oar Father m Heaven: You know that when we hold in our hands and under our feet enormous power of a modem car, then to be careless or inattentive, thoughtless or aggressive, may mean a life, a life or death. We, too, know this, but we forget, we turn away. Everyday we sally forth in our cars to maim ^ndjhftroy each other in incredible numbers--we who supposedly love one another. In the name of Christ, who was never in a hurry, we pray, 0 God, that thou wouldst slow us down for we know that we live too fast Give us on the road everyday control of mind and body that the highways may be safe for men, women and children. Amen. 20 MINUTES OF THE ANNUAL COUNCIL MEETING The 1968 Annual Council Meeting of the National Safety Council was held in the Grand 'Ballroom of the Conrad Hilton Hotel, Chicago, on October 28, with Howard Pyle, President, presiding. Following the presentation of the Colors and the Pledge of Allegiance, the invocation was offered by Reverend John Hontiras, Pastor of St Andrews Greek Orthodox Church, Chicago, Illinois. (Reverend Hondras' prayer is printed on the preceding Page.) Mr. Pyle keyed his opening remarks to the Congress theme "In Safety... It's Perform ance That Counts." He said, "We seek to prevent accidents that kill and maim and bring untold suffering and dislocation to the lives of people. How well we do that -- in a word, our performance -- is the measure of our success or failure. AH the fine pro grams we put in place, all the rules and regu lations we enact all the penalties and ex-' hortations are little more than empty words unless lives are. saved, accident injury checked, and economic waste reduced." Mr. McCormick reported in behalf of the Nominating Committee, and read the report on nominations for Trustees, Members of the Board of Directors, and Officers. With these remarks and the filing of the complete printed report of the Nominating Committee, he moved the election of the Trustees, the Members of the Board of Directors, and Officers as named in the report There were no nominations except those presented by Mr. McCormick. Mr. Pyle an nounced that '31,772 proxy votes had been cast in favor of the Nominating Committee's slate, and no negative votes. Those attending the meeting voted without dissent in favor of the nominations and Mr. Pyle declared the nominees elected. {Secretary's note:) Complete lists of the Trustees and the Directors' for 1968-69, in cluding those nominated and elected at this meeting, as well as those continuing in office from previous elections, are given on pre ceding pages of this volume. A list of the Officers for 1968-69 is also printed on the preceding pages. Mr. Pyle continued, . . this is the time, in a world of expanding population, technical complexity and social tensions, to survey our efforts in the light of one meaningful yard stick -- results," and he emphasized , the need to ". . . activate program goals that achieve ... direct our energies and resources toward visible and attainable objectives ... go for performance, because tiffs is what counts in Mr. Pyle introduced the guests seated on tiie platform. Mr. Pyle then made a presentation of medallions to ten retiring vice presidents: Mrs. Horace Dawson, Dr. Dewey F. Barich, Harry E. Foulkrod, G. Hunter Green, John J. Karol, Dr. Norvin C. Kiefer, John H. Schwarten, and Ben West safety." Mr. Pyle cited the retirement of two long Mr. Pyle then proceeded with the business of the meeting by announcing a quorum present, in person or by proxy. It was voted to dispense with the calling of the roll; also to dispense with the reading of the minutes of the previous Annual Meet ing, as the minutes had been printed and circulated to the membership. Mr. Pyle called for the report of the Nominating Committee, which consisted of the following members: Brooks McCormick (Chairman), Werner C Knobp, Frank E. Laderer, Edwin B. Locke, Miss Marion E. time staff executives, R. L Forney and W. G. Johnson. Mr. Johnson was called upon to address the group. (His remarks are part of these transactions jn later pages.) H.W. Champlin was introduced as the newly elected Secretary and Treasurer, suc ceeding Mr. Forney. H. Gene Miller was in troduced as the new General Manager for Programs, succeeding Mr. Johnson. President Pyle extended special greetings to those present from other countries. They were asked to stand and the audience wel comed them with a round of applause. Martin, Norman C Mindrum, and James F. Mr. Pyle then mentioned special events and Van Namee. highlights of the Congress, and announced 21 1968 National Safety Congress * the 1969 Congress would be held in Chicago, ica; and Ken Ashby, Young Farmers and October 27-30. Ranchers, National Advisory Committee o John Lawlor was called upon for a special the American Farm Bureau Federation. report on a milestone in the Defensive Driv ing Course program. (Mr. Lawlor's remarks are included as part of these transactions on following pages.) It was pointed .out that these young people represent a constituency of more than 11 million actively engaged American youth. Two youth delegates from Canada were also President Pyle cited nine youth organiza recognized. tions that helped plan the year's Congress youth progranvHe asked for special recogni-. tion and the thanks of the membership for their safety performance. The following youth representatives were introduced: Dominic Lonero, Boys Clubs of America; Mss Marilyn Drew, Future Homemakers of . Mr. Pyle then called upon Miss Patty Bowman, a senior at Harding College for a special address. (Miss Bowman's address and President Pyle's concluding report are in cluded as .part of these transactions "on fol lowing pages.) America; Mark Kleman, Red Cross; Enid At the conclusion of the meeting, the dele Schlipf, 4-H; Robert Motel, Key Clubs In gates were invited to remain for a premiere ternational; Gregory Bush, Boy Scouts of shovring of the new Defensive Driving America; Steve Baily, National Grange; Course promotional film entitled "A New William Boehm, Future Farmers of Amer Way To Drive." H. W. Champlin Secretary 22 FAREWELL REMARKS By W, G. JOHNSON It has been a great privilege to work for the National Safety Council for over 31 years. The Council is complex and interest ing -- perhaps more so than any other or ganization. There is an organizational dimension to the Council's work -- the privilege of be coming familiar with the different ways organisations operate. Business, Universities, Church, Youth, Labor, Farm, Women, Government-- National, State, . Local, Legislative, Executive, Judicial Associations of all manner and types -- Medical Legal Trade Service Community Organizations The technological dimension range from such mundane things as -- ladders, ktuves and coffeepots to atonic energy and space. We dealJ^lh, research, organisations at the cuttijMHf of knowledge; and most recently syiit<sRijJS]e<and application. Our work has a problem dimension -- Grizzly Bear Problems, Walsh-Healy reg ulations, fund raising, product safety prob lems, ambulances, education, persuasion, eval uation, political science; organization, computers. Canoeing and Hunting -- not last, nor least The geographic dimension to safety work -- Maine to San Diego; Olympic National Park to Everglades National Park; (and all too often 1 --) New York and Washington, D. C; Minneapolis (in the winter) and New Orleans (in the summer). The personal dimension -- The kind of fine people who are here in tiiis room -- humanitarian; economic and efficient and-capable; Purposeful -- and to good purpose -- And still good fun and great friends. And the horizons of our safety work -- Vast and challenging -- yet just before us and attainable. It. has been SIMPLY GREATl 23 1968 National Safety Congress REMARKS By H. GENE MILLER General Manager for Programs, National Safety Council As Bill Johnson has rightly pointed out, there are many dimensions to the Council's work, all of which point up the importance of one of the Council's principal assets, namely, continuity -- continuity of perform ance, continuity of activities, continuity of programs. We are all gang to miss Bill, but I assure you that his leaving will not give rise to any significant changes. We are not going'to dean house,aud start all over again. We are going to bmld on the firm foundation which Bill has laid for us. We are going to _ move ahead and progress. When I say there will not be any signifi cant or disruptive changes when Bill leaves, I do not mn there will ,not be any changes. There win be changes. There would be changes even if Bill were not retiring, be cause change we must to meet the new prob lems and the new situations which arise, to take advantage of new methodology and new techniques for accident prevention. Bill is leaving us with a rich inventory of feats accomplished and of plans and ideas yet to be accomplished. He has opened many doors for as, giving us new applications aid new techniques for accident prevention. And I propose to take us through those doors, talcing full advantage of all the techniques available so that we can use the'best possible way, the capabilities that we have for acci dent prevention. As I take on this new assignment, 1 am fully aware that'the accident prevention movement would amount to little without the help and cooperation and energy, without the expertise and dedication which all of'you people have for die safety movement And with your continued help and cooperation backing up otir staff here at headquarters, I am confident that the years ahead, will be. productive and significant ones in the cause of safety. Bill, as you leave us, and in the years ahead as opportunities present themselves for us to get together and to work together, I hope we will all be wise enough to take ad vantage of these opportunities. 24 DDC GRADUATES REACH FIRST MILLION By JOHN D. LAWLOR Erecutive^Vice President, National Vice President The Congress theme -- "In Safety... It's Performance That Counts" -- is dramatically exemplified by the Council's Defensive Driving Course. We are now able to say -- and when I say "we", I mean literally fhnncmHc Qf working members of the National Safety Council family -- that we have romplrH the training of the first one million graduates in the Defensive Driving Course. What a significant accomplishment? One It's convincing evidence that a vast majority of the driving population want to drive better, and that they are-willing to go to school for eight hours to learn better driving techniques. Sound factual information about better driving is welcomed when it is presented in an understandable, authoritative, and interesting maimer. We are obligated to- perform this service -- to make this training course available to more and more millions of<^vers- ' million! One million drivers have taken the National Safety Council's right hour Defensive Driving Course through our joint efforts. . 0ur must be -- every driver m Amer,co 0 defensive driver. In the words of Charlie Ferguson of The Readers Digest,' who spoke about this pro- This is a lot of training. The work, imag- STM a* the 1964 Congress Banquet -- our ination and dpH.Vartnn that it possible issin is to make the techniques of Defen- spells outstanding performance on the part sive Driving ;.. "part of -the national folk of a growing teaching force that ranges from tore of driving part of the common wis- coast to coast and border to bonier. - ^ota t the people." While it's true that one million drivers are tt can be done! It's a big order, hut it can only about one per cent of the total driving t>e done. population, what a beginning toward an an- Forty-six per cent of the training to date nual goal of more than a million graduates has been accomplished by ISO state and local a year. safety councils. It's the largest single con- Also, one of the major attributes of this tribution of any group. We are especially achievement is that it teaches us a lwn proud of this fact because it shows-that we about ourselves -- a lesson I hope we will all ^ve a flourishing volunteer safety moveteam and learn well When we work to- ent at the grass roots level, gether in an organized way on common ob- The outstanding Safety Council in DDC for jectives -- we can turn in a terrific per- the four year period with a total of 29,640 formance -- a performance that counts. graduates is Baltimore Safety Council. Not While the Women's Conference supplied far bch5nd Baltimore is another outstanding the initiative . to get this program off the Council which trained 26,286 persons in the drawing board, every Conference in the 531116 penod. This is the Greater -Tampa Council has been involved in matnng this Citizens Safety Comal The next largest idea a reality. Every department of the Srup of DDC trainers contributed almost Council staff has also participated in one way one fourth of the total This group is repreor another in building this program to its s^ted by the Armed Service and the United present pace of production. Over ISO safety State Coast Guard, councils, privdie business and industry, the You ladie and gentlemen represent a very military ' and our federal, state and local important segment of the safety community, governments have shared in this achievement You have demonstrated in so many ways The response of the general public has been both surprising and inspiring. It has been one of overwhelming approval. The record shows - that in the public classes, 95 over the years that you are good safety citizens. We especially value your strong participation in community traffic safety programs wherever you have installations, per cent of the students who attend the first All the states have been involved in this session stay with the course to graduation. program' in one way or another, but the two lv 25 1968 National Safety Congress top states have been exceptional The leading state in DDC is the Sunshine State of Florida with a- training record of 93,514 persons. Very close behind Florida, with a record of haring trained 93,160 persons, is the Commonwealth of Pennsylvania. There are cases of individual excellence across the land, far too numerous to mention. To those dedicated instructors and instructor trainers who have labored so diligently go our deep and abiding gratitude. We must also mention the progress made by our Canadian friends to fee'north with whom we have special arrangements for pre senting the Course in die traffic environment of that country. Finally, we must give credit to the staff professionals who have striven so mightily to make this Course what it is today -- a national symbol of excellence. Again, we want to salute all of you for a job exceedingly well done. This is perform ance that truly counts in the savings of lives and injuries on our highways and the reduc tion of dollar losses. Remember -- this is a continuing program. We must expand our efforts. This is our job and by working together we can do it better and quicker than it can be done in any other way -- and it must be done. 26 Annual Council Meeting IE SAFE---COMMUNICATE By PATTY BOWMAN Senior, Harding College, Searcy, Ark.; Past National Officer, Fntnre Homemakers of America Although I haven't been re-elected, and I am certainly not retiring, I bet you didn't have too much difficulty in determining who the real Patty Bowman was at the head table this morning. Let me tell you, it has never been so much fun being outnumbered by such charming and.distinguished gentlemen as this morning. The art of communication can sometimes be a most frustrating, enjoyable and yet all the while challenging task to undertake, es pecially for a woman. But the effectiveness of audio communications is of utmost im portance. Whether you are trying to get from O'Hare Field to downtown Chicago or try ing to explain to father the necessity of having the car at school this semester. We are gathered here this morning because as youth and as adults, we-realize that the way we communicate what safety means to us, to those who throughout the United States are not safety conscious. Is of vital concern to this generation and to generations to come. We are here this morning to begin to answer that question, how can we, as youth and adults, working together, effec tively sell safety? How can we say safety? I want to be able to drive a car just like Bonnie and Clyde. One more drink, honey, then we will go home, problems of poverty, unemployment, the spread of communism and racial riots." "Hey, I- am really not an apathetic American youth who has to communicate my concern by not taking, a bath,- not shaving, and marching down the street with obscene signs.'' We are trying to say, "Help'us! Guide us! Give us your wisdom and show us how to lead purposeful and meaningful lives." ` How can we say safety? We as youth realize that we are extremely fortunate to be living in the most properous and technically advanced nation in this world, a nation where economic, religious and educational institu tions are designed to give each individual an opportunity for a better way of life. But yon know, we also realize that bring bom into a democratic society demands that we appre ciate the value of our lives, our children's lives and the lives of our fdlow Americans. But how can we say safety? Governor Pyle told you about my tour to Southeast Asia and the Far East There were 15 of us in a college group in this USO tour, and at the dose of the ten-week tour, there was certainly a renewed appreciation for the American way of life, and there was a responsibility that we felt as youth in guiding' America and in guiding the countries over seas who were less fortunate than we in de veloping the safety habits. Who needs a lifeguard in 90 weather. How do we say safety? Safety is said in quite a different way by the realities of our times, realities that show us that both adults and youth must have a vital concern in the safety of our nation. For well over' 500,000 men fight and die daily for the safety of our nation. At home, in the year 1967, we lost over 112,000 lives in accidents. And while we, the United States, spend over $70 billion in the defense of our nation, at home, the acci dents co^L^ts over $21 billion. How can we say safety? You know, Ataerica's youth are trying desperately, believe it or not, to say something. We are trying to say, "Hey, I really am interested in the For example, while we were touring Korea, it was not unusual at all to see bus, bicyde, pedestrian, ox-drawn cart collide. And you know, while we looked out our windows and our eyes just watched in unbelief, the Ko reans seemed apathetic to all these fatalities surrounding them, because lacking the re sources to develop a culture that could be genuinely concerned with the safety of the individual, they struggle. They struggle for a taste of the Western culture But we have the resources and we have the responsibility to .Be as advanced in ourperformance and behavior as individuals as we are in our technical know-how that has built this great society. 1968 National Safety Congress How can we say safety? The beautiful country of Japan was almost ruined for me my first day there, when I decided to take a ride in a Japanese taxicab. Now if you were ever in Japan and you take a ride in a Japanese taxicab, you will, develop a genuine appreciation for the American woman driver. That is very true. When I finished this Japanese taxicab ride I really felt like J bad'been in the 500, Japanese style, and I had no doubts I was riding with Parnelli. And it readily made me appreciate an article I read in the newspaper recently, .that Japan is constructing miniature driving training courses which are just like our miniature golf courses in America. But in America we have super highways and we have interstates, and we have more and more public and offi cial concern about the economic and human waste caused by accidents. How can we say safety? This is a question in which all of us attending this conference are- interested. As youth, we will take the message of safety back to our communities, our schools, our classmates and our families, for we have a responsibility not only to our country, but to you of the National Safety Council, who realize our potential as future leaders of this nation, and we can do it We can take this message back and in our means w# can make our projects for the promotion of safety as creative and rewarding as we` want to. America's youth are America's future, and we wilt begin when we leave this conference with the ideas that you have given us. In conclusion, I would like to tell you a story, a very personal story. It is one of the things that happened when we were overseas. It is very difficult sometimes for ns to appreciate what America is until we have been where America isn't We did a lot of hospital shows overseas*-and at one of the hospitals in Japan there were boys being brought back from Vietnam -- and I mean everything from two legs off to two arms off, all in the same ward.-- ihen who were dying and men' who just might have had their toe broken. And we went in and we entertained these boys. And a real stout Marine called a group of three girls over and said, "Would you come over and ring for a buddy of mine." We went over and we found out this boy was 18 years old He had a wife and baby at home, and he made the request for a song he wanted us to snag. The name of the song was, "Where Have AH the Flowers Gone." He was blinded in both eyes -- this 18year-old boy. He asked us to ring this song. And I think youth today realize how for tunate we are to have the Sowers of Amer ica, to have the opportunity to communicate and make America a safer place to live, just like our boys overseas. So our challenge to you is -- let us help you, let us work with you in making safety a reality. Annual Comal Meeting PRESSDENFS REPORT By HOWARD PYLE President* National Safety Corned Miss Patty Bowman -- yon are all-Amer ican youth at its best! We applaud you and your thinking because we are grateful for yon personally and for what you represent You asked the question, "How do we say -- safety?' and yoa provided a stimulating and : appealing answer for which we say, "Thank you! Thank you!" r As I listened to this charming and talented L young woman my mind was drawn to the V page in Accident Facts that, for me, reports die most intolerable information In the entire book. How I wish it were not so constantly there. For children, aged 1 to 14 years, accidents claim more lives than the six leading diseases combined. For Youths aged 15 to 24 years, accidents claim more lives than all other camics combined -- eight times more than the dHTleading cause -- and three out of four .of the victims in this group are males. . Through it all -- year after year --- we keep our cod as though we didn't mind at alL Of course, we are concerned, but not enough to be mad about it Righteous indignation is all over the place these days, but who have you talked with lately, or ever, for that matter, who was angry because of the road blocks that stand in die way of more safety for every man, woman and child in this country? If you have talked recently with any of the many whose passion is building highways you have felt the impact of their deep irrita tion over the Washington order that has put a freeze on new. contracts for highway con struction. The explanation is simple iaiough, but many a highway enthusiast is mad about it just the same. Scarcely two years ago traffic safety was bong called the year's most popular crusade Over and over we made it plain what we were certain it would cost to finance what was being mandated, and over and over die reaction was -- "Would you put a price on human lives?" Certainly not, but die fact remains dial; in following through on what was so enthusias tically authorized, the financing has been in very short supply compared to the size and seriousness of the task. Again, the explanation is simple enough, but in this instance few, if airy, fed deeply enough about it to be mad about it Meanwhile, more Americans were killed in traffic accidents in August of this year than in any other month 'in our national history. The toll for the mouth was 5,280 men, women and children, a nine per cent increase over fee same mouth last year. Do you know of any one who was mad about it? Nationally, we now know that .for 12 mouths ending Angrfst 31 this year traffic accident victims totaled nearly 55,000 killed, with approximately 2,000,000 suffering dis abling injuries. If this were die result of the fighting in Vietnam, or lawlessness and violence in our cities, die citizenship of this country would be mad, mad! Now you may be wondering -- "but how do you do something about more safety, no matter how mad you may get?" There is a solid answer to this question under way right now in the State of Wash ington. The Ladies Auxiliary, bless them, of the Washington State Medical Association, irritated over the state: legislature's failure tri'pass implied consent legislation for more effective control of the drinking driver, went out after enough signatures to put implied consent on the ballot as an initiative measure. I had an opportunity to watch these ladies at work on a recent trip to Seattle. They really mean business. When this kind of public support for safety becomes a reality throughout the country, we will have a truly effective work ing constituency for safety and the road blocks drat are standing in safety's way will begin to disappear. For this kind of action to be fully respon sive to our national need, safety's professional 29 1968 National Safety Congress leadership must be felt in every comer of the country. On page four of our Report to the Nation 1968, you can read the details that pertain to "a series of sequential meetings at summit and operating levels" that have been held "to clarify and organize the public support activities of cooperating national organiza tions, both volunteer and official. The objec tive -- to encourage, By every available means, the adoption at all levels of govern ment of present and future highway safety standards." Many of you will be .hearing from us later, asking you to energize "your state and local citizens in behalf of this campaign. Consistent with our own recognition of the need to develop a truly national demonstra tion of safer practices on every job -- on the highway -- in the home and in public places -- our first million graduates from the De fensive Driving Course is typical of what can and roust be done. Full implementation of the Home Safety Action program will advance the same objective. Help from all manner of associations can assure the benefits of occupational safety among small employers and the professions. Promotion of- more training in all areas of . recreation will make more training available and public safety more universal. Building on the sound program foundation that Bill Johnson has done so much to bring into bring, Gene Miller is now developing an eight point continuation of our effort Briefly it will follow tins pattern: 1. Problem Analysis. More must be known about the accident problem in order to con centrate efforts where the problem is great est Thus far, there isn't enough manpower or money to attack successfully every facet of the accident problem. Therefore, counter measures must be selective, and employed where they will produce the most safety for the monev invested. ZjSKkr Information, including Research. Th^*d is closely related to problem analy sis, bm is concerned more with in-depth probing of accident causes. 3. Bridge the Gap between Fact Finding and Fact Use. All the information in the world won't stop accidents unless It is put to use. The findings, especially research, must be translated into lay knowledge, and then into specific program activities. Model pro grams must be developed and tested. Success stories must be accumufeted to show that accident prevention works. 4. Program Evaluation. Programs already in operation and new ones set up must be examined regularly and carefully to be sure they are accomplishing their objectives, and the cost of them justifies their continuance. With resources limited, cost/benefit analyses will aid in setting program priorities. , 5. Program Balance. The resources avail able must be apportioned appropriately be tween fact finding and fact use. Expending a disproportionate amount of time and money on either one will not accrue maximum bene fits. In addition, since accidents occur in many areas, the resources apportioned to each area should bear a relationship to the serious ness of the problem in each area 6. Innovation. New ways to accomplish safety must continually- be sought People change, work methods change, environments change, so safety activities must change too, to meet new problems. Safety is not a popu lar activity, so new ways must be found'to interest and motivate people in living the safe way. 7. Involvement. Accidents threaten every body; safety must involve everybody. The manpower of the professional safety organ izations must make the most of every possible multiplier to increase its effectiveness. 8. Program to Completion. Too many safely activities are started with too indefi nite plans for their future. So, many of them stumble along or die, or even worse, they may perpetuate themselves with no specific goal in view. Again, with resources limited, the objectives of activities must be dearly in mind before they are undertaken. As I complete my tenth year as president of the National Safety Council, nothing gives me greater pride and satisfaction than the certain knowledge that the Council is stronger today than at any other time in its history. The growing numbers who believe in the Counci! and its work will provide dose to nine million dollars for our use this year. It would take thousands of letters of thanks to reach the many who are responsible for this - expression of confidence. We have the feeling, however, that those who are 30 Annua! Council Meeting underwriting oar work arc not looking for you keep the punch line of this true story in letters of thanks. They want, instead, the"'* mind as indicative of fee way things are in land of performance for safety feat counts. our time. Hence fee reason for the opening para graph in the President's Letter on page three of our Report to the Nation 1968. Perhaps you have already read it, kit I think it bears repeating here: Not long ago it was my privilege to spend a day touring the Manned Spacecraft Center. in Houston, Texas. The highlight of the day was the visit wife five of fee astronauts. I was fascinated with their ready answers to "October is inventory and appraisal my many questions, especially the last one. ^ time for the National Safety GotmdL To * this end we present, our Report to the Nation 1968 and welcome the thousands of safety professionals and volunteers who will join us for a full scale review of the nation's safety problems during fee 1968 National Safety Congress and Exposition." During fee 193 scheduled sessions that will keep us all busy while you are here, we will find out what is right about what we are doing and what is wrong about what we are not doing. We will do our best to determine what we can do about fee challenges, and what we must try to do about the things that need to be done, but may be just a little beyond our current capabilities. Please study the Report to the Nation 1968, and regardless of fee frustrations that beset With fee tragic death of three of their associates in mind, along with what I under stood to he the demanding disciplines that surrounded them constantly, my question was -- "You gentlemen have been on this assignment long enough now to realize exactly what you and your families are up against Do you still have the same enthusiasm for fee mission that you did ' when you started it?" The silence was pretty heavy, for a few seconds. Then came fee answer. Through just a flicker of a smile fee reply was -- _ "Sir, the moon is still up there!" For us -- there are still lives out there to be saved -- lives it is our responsibility to save. 31 INVOCATION at the National Safety Congress Banquet By REVEREND MAGNUS P, LUTNESS Director of Services to Military Personnel for the Lutheran Council of the United States Washington, D. C, Eternal Father: GrantMis the privilege of experiencing the exciting challenge of new ideas, and the wisdom to discern the collective knowledge of the past Give meaningful direction to the. use of talents, and maturing appreciation for important values. Perpetuate, the legacy of freedom and the concern for justice. Grant us the dignity of respect for our fellowmen; the capacity `or gratitude; and the courage to work for a better world. Magnify the results of this meeting in lives of our citizens, This we ask in thy Holy Name. Amen / - 32 National Safety Congress Banquet '4 NATIONAL SAFETY' CONGRESS BANQUET The Banquet o the 1968 National Safety Congress was held in the Grand Ballroom of the Conrad Hilton Hotel, Chicago, Oc tober 30, 1968, with Dr. Dewey F.- Barich, Vice-Chairman of the Board of Directors, presiding; The invocation was given by Rev. Magnus P. Lutness, Director of Service to Military Personnel for the Lutheran Council of the United States, Washington, D. C (Rev. Lutness' prayer is printed on the preceding page.) Dr. Barich welcomed the Banquet guests to the 56th National Safety Congress. He raid that the dedication and commit ment of members, delegates, end friends to a safer America was a source of real in spiration. And while many thousand lives had been saved and millions spared from injury because of the efforts of safety pro fessionals, the task continued to grow, die work had just begun. Dr. Barich .emphasized the theme of the Congress "In Safety ... Ifs Performance That Counts" and pointed out that each person in attendance had an assigned role in making this theme work. Dr. Barich introduced the National Safety Council Executive Committee and special guests at the speaker's table, and then recog nized' die Council's Directors who were seated in a special section of the Ballroom. President Howard Pyle was called upon to present Trustees Awards to the City of Lansing, Michigan, and the City of Toledo, Ohio. This was the 9th year of a Trustees Award presentation to cities or states tint. excel in the field of accident prevention. The > criteria for the award are based not only on accident rates, but the activities of public and private organizations and individuals. There are three award groupings: State and cities of over 350,000 population, and dries from 50,000 to 350,000 population. Lansing, Michigan qualified for the dries of less than 350,000 population. Mayor Max E. Muminghan accepted for Lansing. Their delegation of safety and community leaders was presented to the guests at the conclu sion of Mayor Murninghan's remarks. Mayor William Ensign accepted the award for the City of Toledo which qualified in the over 350,000 group. The Toledo delega tion was introduced as a group after Mayor Ensign's remarks. Musical entertainment for the Banquet was presented by the 5th Army choral group and the Bert Rose Orchestra. The featured speaker for the Banquet was Art Buchwald, the nationally syndicated col umnist His remarks about politics and writ ing produced a most favorable response from the audience. Dr. Barich concluded the meeting with an expressed hope that all of the delegates would be spurred to new efforts during the coming year. 33 PLAN NOW TO ATTEND THE 1969 NATIONAL SAFETY CONGRESS OCTOBER 27-31, 1969 / CONRAD HILTON MOTEL, CHICAM 1970 The Congress is always a big week, a worthwhile week for the 13,000 safety people who attend. At the '69 Congress you can meetother safety people, with the same problemsand responsibilrtiesasyoursetf. 1971 You can exchange views and ideas on accident preven tion, health, hygiene, and fire prevention... on safety in industry, traffic, school, at home and on the farm. You can see the largest of all safety equipment exhibits at the Congress... an opportunity for you to make well- 1972 informed buying decisions for your company. This four-day educational program, planned and pre sented by the National Safety Council, can be your most thought-provoking, most worthwhile safety expe rience in 1969. 1973 Make plans earlytoattend the 1969 Congressand bring the other people in your organization who have safety responsibilities. FUTURE CONGRESS DATES 1969 October 27-30 1970 October 26-29 1971 October 25-28 1972 October 23-26 1973 .Oct. 29 - Nov. 1 NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVENUE * CHICAGO, ILLINOIS C06U List of Exhibitors SAFETY EXPOSITION EXHIBITORS-1968 Aden Supply Co,, 4056 Plainfield Ave, NJE, Grand Rapids, Mich. 49505 Safety glasses. Adolf and Company, 3453 W. Foster Ave, Chicago, JJL 60625 Industrial clothing. Advance Glove Mfg. Co,, 901 W. Lafayette Ave., Detroit, Mich. 48226 Industrial work gloves and clothing. Aetna life Affiliated Companies, 151 Farmington Ave., Hartford, Conn. 06115 Safety films and safety pamphlets. . Ag-Tromc, Inc, 510 W. South St, Hastings, Ndbr. 68901 Slow moving vehicle, emblems. ... Air Space Devices, Inc, 7716 Alondra Blvd, Paramount, Calif. 90732 A safety device for protection from falling when climbing. Akron Brass Mfg. Co, P. O. Box 86, Wooster, Ohio 44691 Fire fighting equipment. Alan Wood Steel Co, Consbohockra Road, Gonshohocken, Pa. 19428 Abrasive rolled steel floor plate. American Aflaife Co, Inc, 1245 Niagara St, Buffalo, N. Y. 14213 Drybrow sweatbands, nylon fan guards and related products. American Chain and Cable Co, Xnc, 929 Connecticnt Ave, Bridgeport, Coon. 06602 Sling chains and sling chain assemblies, wire rope slings and assemble-your-own wire rope slings. American Industrial Safety Equipment Co, 3500 Lakeside Ave, Cleveland, Ohio 44114 Welding and cutting goggles, spectacles, welders' lenses, hard hats, visitors' spec tacles, and goggle clips. American LaFranee, 100 E. LaFrance St, Elmira, N. Y. 14902 Fire apparatus and fire fighting equipment American Optical Co, 14 Mechanic St, Sonthbridge, Mass. 01550 Head, eye, respiratory, protective devices; safety clothing; safety specialty products. American Society of Safety Engineers, 850 Basse Hgwy, Park Ridge, III. 60068 Professional society. 35 1968 National Safety Congress Ames Publishing Co, One W. Olney Ave, Philadelphia, Pa. 19120 Industrial trade magazine publishers. Ampco Metal, Inc, 1745 S. 33th St, Milwaukee, Win. 53201 Hand tools of spark-resistant alloys for use in explosive or flammable conditions. Ansnl Co, One. Stanton St, Marinette, Wk 54143 Fire Protection products. Antrex Corp, 4355 N. Avers, Chicago, DL 60618 Safety Talker Message Repeater, portable public address systems. Apex Safety Products, Washington and Elm Sts, Cleveland, Ohio 44113 Safety hats and caps. Amar-Stonc' Laboratories, Inc, 501^ E. Kensington RdL, Mt. Prospect, PL 60056 Americaine Topical Anesthe'^tiwc Atlantic India Robber Works, 571W. Polk St, Chicago,Til 60607 "Hland vacuum lifters. Atlas Safety Equipment Co, Inc, 175-179 N. 10th St, Brooklyn, N. Y. 11211 Industrial safety belts, harnesses, and straps. Ladder climber's safety device Sky Genie descent control. Bacharach Ini. Inst Co, 200 N. Braddock Ave., Pittsburgh, Pa. 19208 Gas analyses instruments Humidity and temperature indicators and recorders. . Multi-gas leak detectors. Air flow velocity indicators. Badger Fire Exthagmshers-Powhatan. Brass & lam Works, Ranson, W. Va. 25438 Fire fighting equipment and supplies. . ' -' & W. M. Bashlin Co, 119 W. Pine St, Grove City, Penn. 16127 * Linemen's and industrial safety belts, slings, high voltage rubber gloves, sleeves. Bauer Mfg. Co, 1505 E. BowmanCt, Wooster, Ohio 44691 Ladders. Banach & Lamb Inc., 635 St Paul St, Rochester,' N. Y. 14602 Vision and audio testing equipment. Beacon Falls Robber Footwear, Beacon Falls, Conn. 06403 Industrial footwear, boots, shoes, pacs. Bell Glass & Mirror Co, 1328 Flatbush Ave, Brooklyn, N. Y. 11210 Traffic, safely mirrors. Bell & Howell Co, 7100 McCormick Rd, Chicago, HL 60645 Motion picture cameras, projectors, and filmstrip projectors. List of Exhibitors Best's Safety Publications, A. M. Best Co., Inc., Park Ave, Morristown, N. J. 07960 Safety publications. Best Mfg. Corp, Menlo, Ga. 30731 Work Gloves. Charming L. Bete Co, 45 Federal St, Greenfield, Mass. 01301 Scriptographic Booklets. Big Beam, 290 E. Prairie St, Crystal Lake, UL 60014 Battery operated hand lamps, flashers, emergency lights. Blaze Guard Mfg, Div. "Automatic" Sprinkler Qorp. of America, 2026 - 83rd St, North Bergen, N. J. 07047 Fire products. BHss-Gamewell, 1238 Chestnut St, Newton, Mass. 02164 Fire fighting' and safety equipment, portable spotlights, foam liquids and fire fight ing chemicals, fire protection systems. Boss Mfg. Co, 221W. First St, Kewanee, HL 61443 Work gloves. ' H. L. Bouton Co., Inc, 320 Main St, St Buzzards Bay, Mass. 02532 Industrial eye protection, goggles, and spectacles. W. EL Brady Co, 727 W. Glendale Ave., Milwaukee, Wis. 53209 Self-sticking markers and accident prevention signs. Lester L. Brossard Co, 540 N. Michigan Ave, Chicago, HL 60611 Safety mirrors for industrial use. Liquid hand cleaner. Stewart R. Browne Mfg. Co, 839 Stewart Ave, Garden City, N. Y. 11530 Portable explosionproof inspectionfights. E. D. Bullard Co, 2680 Bridgeway, Sausafito, Calif. 94965 Safety hats, caps, and accessories, industrial first aid kits, safety hoist hooks, ve hicle alarms, air purifiers, and ear plugs. CAH Industries, 10245 Pacific Ave., Franklin Park, 111. 60131 Self-extinguishing waste receptacle. Calgon Commercial Div, Calgon Corp, 7501 Page Ave., St Louis, Mo. 63166 Hand cleaning products. Cardox Div, Chemetron Corp, 840 N. Michigan Ave, Chicago, HL 60611 Fire fighting equipment and supplies. Casco Products Corp, 512 Hancock Ave, Bridgeport, Conn. 06602 Hand-portable pressurized dry chemical fire extinguishers. -'"37 1968 National Safety Congress Caaefl. Co., Inc., 1785 Tanea St, Napa, Calif. 94558 Emergency lights and barricades. Cesco Safety Products, 2727 W. Roscoe St, Chicago, ID. 60618 Safety glasses and lenses, cup goggles, special purpose goggles, welding helmets, . face shields, respiratofS, plastic aprons, and hoods. A. B. Chance Co., 210 N. Allen St, Centralia, Mo. 65240 Hot line maintenance and line coraRqtction tools. Hot line tools. * Charleston Robber Co., 16 Stark Industrial Park, Charleston, S. C. 29405 Rubber, plastics, and rubber coated gloves, aprons and sleeves. Chrysler Corp.,-341 Massachusetts Ave., Detroit Mich. 48231 Safety features in 1967 line of automobiles and trucks. David Clark Co., Inc., 360 Franklin St, Worcester, Mass. 01604 Muff-type ear protection. The Coca-Cola Co., P. O. Drawer 1734, Atlanta 30301 Coca-Cola served through the courtesy and cooperation of the Coca-Cola Bottling Company of Chicago. Columbus McKinnon Chain Div., 160 Fremont St., Tonawanda, N. Y. 14152 Sling chains, hooks, and coupling links. Converse Rubber Co., 392 Pearl St., Malden, Mass. 02148 ` Safety toe rubber footwear, industrial rubber footwear, protective ctothing of rubber and neoprene. Custom Materials Inc., 279 Billerica Road, Chelmsford, Mass. 01824 Static-free permanently conductive polyolefin. Davis Emergency Equipment Div., 55 Haileck St, Newark, N. J. 07104 First -aid kits, gas masks and breathing equipment, combustible and toxic gas analyzers, and protective hats. Demp-Nock Co., 21433 Mound Road, Warren, Mich. 48090 Pressure sensitive plastic film lettering kit Den-Va Company, 62 Stanhope St, Brooklyn, N. Y. 11221 Nylon safety spectacles. Detex Corp^ S3 Park Place, New York, N. Y. 10007 Watchmen's docks. R. E. Diets' Co., 225 Wilkinson St, Syracuse, N. Y. 13201 Lanterns, torches, flashers, barricades, and safety equipment 38 List of Exhibitors Dockson Corp, 3839 Wabash Ave, Detroit, Mich. 48208 Spectacles, goggles, face shields, helmets, hats, and respirators. Dow Coming Corp., P. O. Box 7038, Greensboro, N. C. 27407 Sight Savers, lens cleaning stations. Duff-Norton Co., 100 Pioneer Rd, Box 1719, Charlotte, N. C. 28201 Hand chain hoists. E. I. du Pont de Nemours & Co., Inc., Centre Rd. Bldg, Wilmington, DeL 19898 "Nomex" fabric. Duracraft Corp, 2630 S. 2nd W, Salt Lake City, Utah 84110 GlovesV. Eagle Mfg. Co, 24th & Charles Sts, Wellsburg, W. Va. 26070 Safety cans, cigarette-cigar butt cans, drain cans, drip cans, brass oilers. Eastern Metal of Elmira, Inc., 1430 Sullivan St, Elmira, N. Y. 14901 Safety signs. --* pastern Safety Equipment Co, Inc, 36-12 Astoria Blvd, Long Island City, N. Y. 11103 Safety goggles and spectacles. Eastman Kodak Co, 343 State St, Rochester, N. Y. 14650. Audio-visual equipment Edmont-Wilson, 1205 Walnut St, Coshocton, Ohio 43812 Coated and impregnated work gloves. Electroline Products, 410 Schroyer Ave, S.W, Canton, Ohio 44702 Terminations, tumbuckles, and swivel products for use with wire rope and syn thetic rope. ,, Electronic Specialties Co, 525 River St, Batavia, ILL 60510 Warning lights, barricades, and accessories. Elkhart Brass Mfg. Co, Inc, 1302 W. Beardsley Ave, Elkhart, Ind. 46514 Nozzles and other fire department supplies and fire fighting equipment Enron Mfg. Co, 4910 Augusta, Houston, Tex. 77007 Eye wash fountains, emergency showers, personal air conditioning equipment Erdco Engineering Corp, 136 Official Road, Addison, EL 60101 Gas vapor alarm systems. - 39 1968 National Safety Congress Falcon Safety Products, Inc, 20 Stem Ave, Springfield, N. J. 07081 Fire alarms, sirens, horns, bells and other signaling devices. Federal Sign and Signal Corp, 13625 S. Western Ave, Blue Island, HL 60406 Sirens, horns, bells, and warning lights for visual and audible signaling. Fendafl Co, 2222 Diveraey Pkwy, Chicago, IH. 60647 Spectacles, face shields, and cup-type and cover goggles. Feme-Washington, Inc, 6th and Pine Sts, Greenfield, Ohio 45123 Emergency patient handling equipment and accessories for .the first air room. Fibre-Metal Products Co, 5th and T2ghman Sts, Chester, Pa, 19016 Safety hats and caps, face shields, safety masks, welding helmets, headrest and combination goggles. Fine Organics, Inc, 205 Main St, Lodi, N. J. 07644 Solvents, carbon removers, emulsion cleaners, polishers, and disinfectants. Ford Division--Ford Motor Co, Beat 658, Dearborn, Mich. 48121 Ford passenger car with safety features. Foster' Mfg. Co, In, 500 W. Battlefield Rd, Springfield, Mo. 65804 Safety air coupling, air blow gnu, lock quick coupling. Froramelt Industries, Luc, 465 Huff St, Dubuque, Iowa 52001. Wrap-around portable safety welding shield; portable welding screen. Fyrepd Products, Inc, 951 Buckeye, Newark, Ohio 43055 High heat protective clothing and equipment for industry, space-military, and fire fighting agencies. General Fire Extinguisher Corp, 1685 Sbermer Road, Northbrook, UL Fire Extinguishers. General Motors Corp, 3044 W. Grand Bivd, Detroit, Mich. 48202 ^ Automotive safety. # Glendale Optical Co, Inc, 130 Crossways Park Drive, Woodbury, N. Y. 11797 Eye and face protective equipment Globe Div. U. S. Gypsum, 101 S. Wacker Drive, Chicago, III 60606 Safety grating, cable tray, channel and fittings, slotted angles. Globe Safety Products, 125 Si^MbPlace^ Dayton, Ohio 45407 Resuscitators. GoodaH Rubber Co, Box 63J, Trenton, N. j. 08604 Fire hose, hose couplings, nozzles, and adapters. 40 1968 National Safety Congress latest Driver Testing Equipment, Pawnee & Oak Sts., Scranton, Pa. 18515 Driver testing equipment Interstate Rubber Products Corp., 908 Avilla St, Los Angeles, Calif. 90012 Traffic cone system for traffic control. Iron Age Safety Shoe Co, 1205 Madison Ave, Pittsburgh, Pa. 15212 Work and dress-style safety shoes and safety rubber footwear. Jackson Products, 5523 E. Nine Mile Rd, Warren, Mich. 48091 Goggles, welding helmets, face shields, safety hats and caps. Jacobson Powder Pole, Bo* 507, Eugene, Oregon Powder tamping pole. Jomac-North, Inc, 863 Easton Rd, Warrington, Pa. 18976 Chemical and protective vinyl clothing and gloves, and terry cloth gloves and products. . Jones and Co, 861 Broad St, Providence, R. 1.02907 Full-vision visor goggles and replaceable lenses. Jones & LaughKn Steel Corp., Perm St, Muncy, Pa. 17701 Wire rope and chain slings. Junkin Safety Appliance Co, Inc, 3121 Millers Lane, Louisville, Ky. 40216 Interlocking barrier gate guard for power presses; safety shields for grinders; stretcher cases and stretchers. Jnstrite Mfg. Co, 2061 N. Southport Ave, Chicago, 111. 60614 Safety cans, bench cans, plunger cans. Oily waste cans. Electric lanterns and flash lights for use in hazardous areas. * Karel First Aid Supply Co, 4342 Ogden Ave, Chicago, HL 60623 Medical equipment for industrial hospitals and first aid rooms. Kelley Co, Inc, 6720 N. Teutonia Ave, Milwaukee, Wis. 53209 Dockboards. Keystone View Co, Market and Center St, Meadville, Pa. 16335 Occupational visual service, driver vision test service, and gas sensing and recording instruments. Walter Kidde and Co, Lie, 675 Main St, Belleville, N. Y. 07109 Portable fire extinguishers, and accessories, Automatic carbon dioxide fire extin guishing system. Kimberly-Clark Corp, N. Lake St, Neenah, Wise 54956 Industrial wipers, disposable industrial clothing. List of Exhibitors B. F. Goodrich, Industrial Products Co., 500 S. Main St, Akron, Ohio 44313 Industrial rubber safety footwear, and protective clothing. The Granet Corp, 25 Loring Drive, Framingham, Mass. 01701. Coated fabric work glove. Graphic Caution Systems Div., Diversa Mfg. Co., 4518 Lakeside Ave, Cleveland, Ohio 44114- Changeable letter safety sigh panels. A. B. Halperia Co, Inc, 716 Columbus Ave, Boston, Mass. 02118 Stretchers, first aid kits, and accessories. Handgards, Inc, Box 1030, Pittsburg, Calif. 94565 Disposable plastic gloves and foot guards. Haws Drinking Faucet Co, 4th and Page Sts, Berkeley, Calif, 94710 Emergency eyewash and showers. Hazard Controls, Inc, Woodland & Yale Aves, Cherry Hill, N. j. 08034 Warning lights, barricades, signs, reflectors, cylinder clamps, lockouts, ladder shoes, can carriers, flags, and barrier rope. Warren Heim Corp, 222 N. 5th Ave., Mt. Vernon, N. Y. 10553 Canvas buckets, bags, and protective covers. H3d Floor Machine Co, Inc, 5339 W. Lake St, Chicago, I1L 60644 Explosionproof vacuum clranrrs *nd floor scrubbi% and polishing machines. Hilti Fastening System*, 360 Fairfield Av, Stamford, Conn. 06904 Power-assisted drive tools that iastrn pins amt threaded studs into concrete masonry and steel Hy-Test Safety Shoes, Div, of International Shoe Co, 1509 Washington Ave, St Lavas, Mo. 63166 Safety Shoes and conductive and nonconductive footwear. Illinois Glove Co, 7301N. Lawndale Ave, Skokie, DL 60078 Industrial work gloves and lineman's gloves. Industrial Gloves Co, 700 Garfield St, Danville, III 61832 Industrial clothing and accessories. Industrial Products Co, 2820 N. 4th St, Philadelphia, Pa. 19133 Industrial clothing. , 332 S. Michigan Ave, Chicago, HL 60604 Safety films available on a sales and rental basis. ,. 41 Kimsafe, Inc., 4900 Campbell Road, Willoughby, Ohio 44094 Personal protection devices for industry. Personal protection devices for employees in industrial plants. List of Exhibitors Mathias Klein and Sons, Inc, 7200 McCormick Road, Chicago, HL 60645 Linemen's and electricians' hand tools, linemen'fe safety equipment, wire-pulling . tools. ' Knapp Brothers.Shoe Mfg. Corp, 173 Spark St, Brockton, Mass. 02401 Safety shoes. J. Kunz Glove Co., 2141 W. North Ave., Chicago, HL 60647 Leather and rubber work gloves. Laerdal Medical Corp., 136 Marbledale Rd, Tuckahoe, N. Y. 10707 Training aids and equipment for resuscitation and first aid. Leetrie Lites Co., 2504 W. Vickery St, Ft Worth, Toe. Barricade Basher lights and traffic signs Walter G. Legge Co., Inc, 101 Park Ave., New York^ N. Y. 10017 Safety floor maintenance materials, Personnel and equipment grounding devices. Lehigh Safety Shoe Co., First and Minor Sts., Emmanua, Pa. 18049 Leather and rubber safety footwear including conductive and electrical hazard shoes. Libbey Products, Owens-Illinois, Inc., Bo* 1035, Toledo, Ohio 43601 Safety incentives. Liberty Protective Leathers, Box 211, Clark Mills, N. Y. 13321 Leather gloves and mittens. Link Group, General Precision Systems, Binghamton, N. Y. 13902 Driver trainer. L. M. Lind Engineering, 4432 N. Kedzie Ave., Chicago, III. 60625 Safety guards. Louisville Ladder Co, 1163 Algonquin Pkwy, Louisville, Ky. 40208 Fiberglass and aluminum steps, platforms, extension trestles, aluminum planks and stages, steel warehouse ladders. Tfaom McAn Shoe Co, 67 MiUbrook St, Worcester, Mass. 01606 Safety shoes. Julian A, McDermott Corp, 1639 Stephen St, Ridgewood, Brooklyn, N.- Y. 11227 Warning and safety lighting for municipal industrial and utility use. 43 1968 National Safety Congress Machinery Center, Inc^ 1201 S. 6th West, Box 964, Salt Lake City, Utah 84110 Sala Safety Block. Mars Mfg. Co., 350 5th Ave., New York, N. Y. 10001 Disposable garments for industry and hospitals. , Magid Glove Mfg. Co., Inc., 2201 W. Wabansia Ave., Chicago, HL 60647 Industrial gloves. Marathon Rubber Products Co., Box 448, Wausau, Wis. 54401 Industrial and municipal protective clothing. A. J. Masuen Co., Le Mars, Iowa 51031 Industrial first aid kits and supplies.' Martindale Electric Co., 1375 Hird Ave., Cleveland, Ohio 44107 Protective masks and refills, protective eyeshields, and electrical testing instruments. Martin-Decker Corp., 1928 S. Grand Ave., Santa Ana, Calif. 92705 Safety tools. Medical Supply Co., 1027 W. State St, Rockford, HL 61101 First aid kits and accessories, Resuscitation training aids, stretchers. Meyer Mfg. Inc.', Box 114, Red Wing, Minn. 44066 , Safety products for the protection of person while climbing. Milbum Co., 3246 E. Woodbridge, Detroit, Mich. 48207 Protective hand creams and related products. Miller Allied Corp., 1418 Park Ave., Alameda, Calif. 94501 Material handling slings and adjustable lifting safety beams. Miller Equipment Co., Inc., 13th and New Sts., Franklin, Pa. 16323 ' Linemen's safety equipment and accessories; Millers Falls Co., 57 Wells St, Greenfield, Mass. 01301 Shockproof power tools. Mine Safety Appliances Co., 201 N, Braddock Ave., Pittsburgh, Pa. 15208 Complete line of safety, equipment for industry and mining. Miracle Instrument Co., Inc., 1188 Grand Concourse, Bronx, N. Y. 10456 Safety self-ejecting lathe and drill press chuck keys. Morrison-Pelsue Co., 2001 S. Bannock St, Denver, Colo. 80223 . Portable ventilating and heating equipment. .44 Morton Mfg. Co., 5125 W. Lake St, Chicago, HL 60644 Safety grating. List of Exhibitors Mott Corp., 500 Shawmut Ave., LaGrange, HL 60526 Safety mowers. M-P Corp., 6466 Chene St, Detroit, Mich. 48211 Safety blade for rotary lawn mowers. . National Assn, of Fire Equipment Distributors, Inc., 604 Davis St, Evanston, ID. 60204 Technical association. National Fire Hose Corp., 516 E. Oaks St, Compton, Calif. 90024 .Fire hose specialties for the industrial fire departments. National Foam System, Inc., Union fiJIdams-Sts^W. Chester, Pa. 19380 Fire fighting.equipment Newco Mfg. Co;, Inc., 3636 Main St, Kansas City, Mo. 64111 Wire rope fittings, miniature slings, and a'miniature crane demonstrating various lifts. Newton Glove, Inc., P. O. Drawer 271,- Newton, N. C. 28658 Safety and work gloves. Norris Industries, U. S. Highway #1, South, Newark; N. J. 07114 Fire extinguishers and fire fighting systems. Northern Signal Co., 350 Tower Rd., Saukvillc, Wis. 53080 Flashers and barricades. Occupational Hazards, 812 Huron Road, Cleveland, Ohio 44115 Occupational Hazards Magazine. Ohio Medical Products, 1400 E. Washington Ave., Madison, Wis. 53701 Resuscitation and oxygen breathing apparatus. Onox, Ino, 121 Second St, San Francisco, Calif. 94005 Skin-tougbener solution for the treatment of athlete's foot. Osborn Mfg. Co., 960 N. Lake St, Warsaw, Ind. 46580 Safety pliers, lockout devices, mufflers and stretcher cases. Pac-Kit Safety Equipment Co., 1 Seneca Place, Greenwich, Conn. 06831 First aid kits and supplies. Paralta Equipment Co., 105 Industrial Road, Hammond, Ind. 46325 Flashing lights, barricades, traffic cones, vests, flags, trouble lights, signs. 45 1968 National Safety Congress Patent Scaffolding Co., 11-11 34th Ave, Long Island City, N. Y, 11106 Aluminum scaffolding, rolling, and wood and aluminum ladders. Pedley-Knowles & Co., 533 Second St, San Francisco, Calif. 94107 Safety and work nets of manila rope and plastic. Pem-All Mfg. Co, S9A Myrtle St, Cranford, N. J. 07016 Fire extinguishers. The Pioneer Rubber Co., 1939 Tiffin Road, Willard, Ohio 44890 Industrial gloves. Pitman Mfg. Co., P. O. Box 605, Grandview, Mo. 64030 Hydraulic digger, derrick, and aerial devices. The Positive.Safety Mfg. Co., 1052 E. 134th St, Cleveland, Ohio 44110 Power-press safety devices. PCwer-Pak Products, 83 Clyde Ave, Buffalo, N. Y. 14215 Fire Fighting Equipment. Prairie State Products Co., 3822 W. Lawrence Ave., Chicago, HI 60625 Industrial safety signs. Powhatan Brass & Iron Works, Ranson, W. Va. 25438 Fire protection equipment. , Presslabs Dept, Holland-Suco Color, 491 Columbia Ave.,4- Holland, Mich. 49423 Traffic markings. Protectoseal Co., 1920 S. Western Ave., Chicago, HL 60608 Safety containers for the handling, storing and dispensing of flammable liquids. Protexall Co., P. O. Box 307, Green Lake, Wis. 54941 Clothing. Pulmosan Safety Equipment Corp, 30-48 Linden PL, Flushing, N. Y. 11354 Respirators, eye protection, helmets, protective clothing, asbestos and leather gloves,. safety glasses, first aid kits, and face shields. Pyrotronics, Div. Baker Industries, 2343 Morris Ave, Union, N. J. 07083 Fire and smoke detection and alarm systems. Racine Glove Co., Inc., Bor 368, Rio, Wis. 53960 Safety gloves and apparel for industry and fire protection, safety specialty products. Radiator Specialty Co., 1400 W. Independence BlvdL, Charlotte, N. C. 28201 Traffic guides; cones, light, flags. 46 List of Exhibitors Kainfair, Inc, 1561 Albert St, Racine, Wis, 53401 Wet weather and safety clothing. Ramset Fastemag System, 289 Winchester Ave, New Haven, Conn. 06504 Low-velocity piston tool. Record Industrial Co, 3301 Arch St, Philadelphia, Pa. 19104Industrial safety shoes, work clothing and work-gloves. Red Wing Shoe Co., 119 Main St, Red Wing, Minn. 55066 Safety workshoes, oxfords, and boots. . J. C. Renfeoe Sons, Inc, 1926 Spearing St, Jacksonville, Fla. 32206 Safety damps for lifting steel. Reviv-A-Life Resasdfcators, 8335 S.Halsted St, Chicago, HL 60620 Resuscitation equipment Reynolds Tdevator Corp, 1104 Sixth St, Muskegon, Mich. 49440 Telescopic work platform. Rich's Soft Ct*lnota Water Bumper, 2117 Arden Way, Sacramento, Calif. 95825 Water hampers. Rite Hardware Mfg. Co., 4530 San Fernando KcL, Glendale, Calif. 91204 Air-conditioned helmet systems. The Robbins Safety incentives. BlvcL, Attleboro, Mass. 02703 Rockford L. C. Webb, Inc, 301 N. Madison St, Rockford, HL 61110 Noise resistant ear protectors. Rose Mfg. Co, 2700 W. Barberry PL, Denver, Cob. 80204 , Automotive seat belts. Industrial safety belts, lanyards, net, and ladder safety de- Tbe Rucker Co, 747 Bancroft Way Berkeley, Calif. 94710 Electrical shock safety device. Safeline Prodacts, Putnam, Conn. 06260 Safety Clothing. Safety Appliance Corps, P. O. Box 689, Tyler, Texas .75701 Protective foot coverings. Safety & Industrial Net Co, 23 Edgerton St, East Hampton, Conn. 06424 Safety Nets. 47 1968 National Safety Congress Safety Box Toe Co., 812 Statler Office Bldg., Boston, Mass. 02116 Steel toes for dress, semi-dress, and work shoes. Safety Clothing: and Equipment Co., 1990 E. 69th St, Cleveland, Ohio 44103 Safety clothing and equipment for industrial workers. Safety First Products Corp., 175 Saw Mill Road, Elmsford, N. Y. 10523 Portable stored pressure dry chemical fire extinguishers. Safety First Shoes, Inc., 8th and Greenleaf Sts,, Allentown, Pa. 18105 Safety shoes for industry, railroad, and,military use. Safety Guide Products, Borg-Wamer Corp., 345 N. Third, Scottsburg, Ind. 47170. Highway warning devices. The Safety Journal, Anderson, S. C. 29621 Safety publication. Safeway Safety Products Corp., 918 Blackhawk Blvd., Rockton, IJL 61072 Safety cans. Salescaster Displays Corp., 1010 E. Elizabeth Ave, Linden, N. J. 07036 Illuminated moving message signs. W. H. Salisbury and Co., 401 N. Morgan St, Chicago, HI, 60622 Linemen's rubber protective devices. Sawyer-Tower Products, Inc, 76 Stanley Ave., Watertown, Mass. 02172 Industrial protective, and safety clothing. Schuberth Corp, .1205 Champlain St, Toledo, Qhio 43604 Safety hats and caps, face shields, accessories. Helmets, safety hats and caps, safety goggles, and wrap-around protective goggles. Scott Aviation, 225 Erie St, Lancaster, N. Y. 14086 Respirators, inhalators, and environmental protection equipment. Searjeant Safety Products, 3111 Winton Rd, S, Rochester, N. Y. 14623 Press guards. Seco Mfg, Inc, 4461 W. Jefferson, Detroit Mich.'48209 Fire fighting equipment Seiberling Latex Products, 4500 S. E. 59tb St, Oklahoma City, Okla. 73135 Industrial rubber gloves. SdQstrom Mfg. Co, Highway 53 at U. S. 14, Palatine, HL 60067 Eye and face protective equipment. 48 The Servos Robber Co., 1136 Second St, Rock Island, UL 61201 Rubber footwear of all types. Fred Silver & Co., 145 Sussex Ave, Newark, N. J. 07103 Traffic Safety Mirrors. List of Exhibitors Singer Safety Products, 450 N. Lake Shore Dr., Chicago, UL 60611 Gloves, portable welding screens. Snyder Mfg. Co., Inc., 1458 Fifth St, New Philadelphia, Ohio 44663 Air suits, hoods, splash and dust suits, shoe covers, safety vests, flags, fabric and film laminations, and fiberglass containment closures. Speakman Co., 301 E. 30th St, Wifaringtoo, DeL 19899 Emergency eyewash and showers. Standard Industrial Products Co. of UL, 3527 Farmington RcL, Peoria, HL 61601 Dunking station smoking receptacles. Standard Safety Equipment Co., 431 N. Quentin Rd., Palatine, HL 60067 Add and chemically-resistant clothing. Standard Signs Inc., 3190 E. 65th St, Cleveland, Ohio 44127 Industrial acddent prevention signs and road work area protection equipment. Starrco, Inc, 711 N. 9th St, St Louis, Mo. 63101 Portable aluminum buildings. Stephenson, Dfv. of Bangor Punta, Box 1000, Red Bank, N. J. 07701 Resuscitation equipment, Speedalyzer, Breathalyzer. Stonehouse Signs, Inc, 5550 W. 60th St, Arvada, Colo. 80002 Accident .prevention signs and tags. Stop-Fire, Inc, U. S. 1 at Black Horse Lane, New Brunswick, N. J. 08902 Fire extinguishers. Sure Phis Mfg. Co., 645 W, 120th St, Chicago, HL 60628 Mirjrs. Surety Rubber Co., North High St, Box 97, Carrollton, Ohio 44615 Safety apparel, gloves, sleeves, aprons, and specialized protective equipment. Surty Mfg. Co, 4139 W. Kinzie St, Chicago, HL 60624 Press guards. Survivair, Division of U, S. Divers Co, 3323 W. Warner Ave, Santa Ana, Calif. 92702 Self-contained breathing equipment Wet pick-up vacuum unit. Voice amplifiers. m- 1968 National Safety Congress S. G. Taylor Chain Co., Inc., 3-141st, Box 508, Hammond, Ind. 46325 Alloy steel chain and fittings. 3M Co., Retail Tape & Wrap Div., 2501 Hudson St, St Paul, Minn. 55119 Filter masks and industrial tapes. Thru-way Building Service, Inc., 247 W. 16th St, New York, N. Y. 10011 ' Safety flooring and stair tread. Titmns Optical Co., Inc., 1015 Commerce St, Petersburg, Va. 23804 Safety frames, safety lenses and vision tester. Trans Continental Electronics Corp, 865 Roosevelt Ave, Secaucus, N. J. Safety shower--eyebath combination. Tri-Tribe, Inc., 6411 N. Mequon Rd, Mequon, Wis. 53092 Safety cones traffic posts. Underwriters' Laboratories, Inc. 207 E. Ohio St, Chicago, HL 60611 An independent testing organization for public safety. Unico Environmental Instruments, 150 Cove St, Fall River, Mass. 02720 Environmental health services. Uniroyal, Inc., 1230 Sixth Ave., New York, N. Y. 10020 Safety footwear. U. S. Forgecraft Corp., Box 387, Fort Smith, Ark. 72901 Safety hardware. United States Safety Service Co, 1535 Walnut St, Kansas City, Mo. 64108 Industrial eyewear and hearing protection. Velcro Corp., 681 Fifth Ave., New York, N. Y. 10022 The Velcro fastener. Vestal Laboratories, 4963 Manchester, St Louis, Mo. 63110 Skin cream. Vinyl Plastics, Inc., 1825 Erie Ave.,- Sheboygan, Wis. 53081 Conductive flooring. Wagner Sign Service, Inc, 3100 Hirsch St, Melrose Park, UL 60160 Changeable copy displays for employee relations and safety programs. Watchmocket Optical Co, Inc, 232 W. Exchange St, Providence, -R. L 02903 ^ Safety goggles, respirators, face shields and safety signs. 50 List of Exhibitors Welsh Mfg. Co., 9 Magnolia St, Providence, R. L 02909 Respirators, safety spectacles, goggles, safety hats, faceshields, and welding helmets. Western Drinking Fountains, Inc, 45563 Industrial PL, Fremont, Calif. 95438 Eye wash fountains and drench showers. Wheeler Protective Apparel, Inc., 224 W. Huron St, Chicago, ILL 60610 Industrial safety apparel. Whelen Engineering'Co., Inc., 3 Winter St, Deep River, Conn. 06417 Emergency and warning lights, flashers, and beacons. Williams Jewelry and Mfg. Co., 4544 N. Western Ave., Chicago, 111. 60625 Safety plaques, trophies, awards, emblems, badges, and incentives. Willson Products Div., Electric Storage Battery Co., 2nd and Washington Sts., Read ing, Pa. 19603 Personal protective equipment for industry. Wire Rope Corp. of America, Inc., 609 N. 2nd St, St Joseph, Mo. 645(^ Wire rope slings. ' Wolverine World Wide, 9341 Courtland Dr., Rockford, Mich. 49341 Hand and head protection. Worklon, Inc, 64 New York Ave., Huntington, N. Y. 11744 Special purpose clothing -- acid-resistant, lint-free, static free and fire retardant. Worksafe, Inc 12 W. 31st St, New York, N. Y. 10001 ' Protective clothing. Wyandotte Chemicals Corp., Wyandotte Mich. 48192 All-purpose absorbant for grease, oiL ' Young Fire Equipment Corp., Cemetery EcL, Lancaster, N. Y. 14086 In-plant fire truck and utility carts. American Industrial Hygiene Association, 14125 Prevost, Detroit, Mich. 48227 intorination about associations activities. American Medical Association, Council on Occupational Health, 535 N. Dearborn St, Chicago, DL 60610 Occupational Health literature. American National Red Cross, 17th & D Sta, N.W., Washington, D. C. 20006 Water safety. Chicago Fire Department Information on the work of the Fire Prevention Bureau. 51 1968 National Safety Congress Chicago PoHce Dept, Traffic Div. Traffic safety. Inter-American Safety Council, 140 Cedar St, New York, N. Y. 10006 Safety publications, visual aids, and films, in Spanish for industrial, highway, and home, . Prevention of Blindness Inc., National Society for the, 16 E. 40th St., New York, N. Y. 10016. ' Literature and information in industrial and vocational school eye health and safety programs. U. S. Civil Defense, Room ll-D-477, Hie Pentagon, Washington, D. C. 20210 Fall-out Shelters. Outdoor Power Equipment Institute, 400 Walker Bldg., Washington, D. C. 20005 Power mower safety. U. S. Air Force Academy, Colorado 80840 USAFA Cadet Wing safety program. INDEX TO ALL VOLUMES (A^T^pthar-fub.iject index) A AN/FO Blasting accidents--cause* and precautions (Saunders). 18:43-46. ACCIDENT CAUSATION Oft the job accidents: are there no solu tions? (Fred). 8:84-86. Research--vital to the forging process (of developing the links to motor vehicle safety) (Kidd). 17:5-11. Some sociological perspectives on accident research (McKinlav). 23:44-4$. ACCIDENT CLAIMS Safety aboard General Agency Agreement ships (Queen). 14:19. ACCIDENT COSTS, See COSTS; LOSS CONTROL ACCIDENT INVESTIGATION Accident investigation--a weak link in the (transit) safety chain that should be strengthened (Stephens). 17:41-46. Driver responsibilities (Prutsman). 17:53-67. The nuts and bolts of traffic supervisionlarge city approach (Murdock). 24:32-33. Safety program in a medium-size newspaper (Denny). 21:48. ACCIDENT PREVENTION Research in prediction and prevention of industrial accidents (Ferguson and Daschbach). 12:57-58. ACCIDENT PRONENESS People: problem and promise for safety (McKay). 18:19-20, ACCIDENT RECORDS Retention of profits through safety (Dittmer). 10:41-42. ACCIDENT BEPOBTS--FLEETS Accident reporting link (Athey and Rivard). 17:20-25, Driver responsibilities (Prutsman). 17:53-57. ACCIDENT STATISTICS The heart of safety (Canham). 8:5-7. Host or friend -- alcohol in the home (Adams). 8:15-17. Occupational hazards--making the Invisible visible (Nader). 13:13. Safer food machine design (Bttrenklav). 10:15. See also specific subjects. ACCIDENT STATISTICS--METHODS An alternate system of measuring injury experience (Hammock). 21:14-17. Problems of keeping standard safety records^for police departments) (Hughes). See also SCHOOLS--ACCIDENT REPORTS ACID CLEANING Hazards of add and alkali deaning (EaUey). 18:14:20. Adonis, Carl B. HamiUn^liquefied natural gas emergencies. Adams, James Bay Host or friend--alcohol In the home. 6:15-17. AEROSPACE INDUSTRY How I maintain an acddent free shop (Good). 2:6. Human factors applied to acddent preven tion (Swain). 2:6-6. The manned apace flight safety program (Bolger). 2:16-19. Safety in manufacture and flight testing of rotary wing aircraft (Murray), 2:10-13. Safety in the lunar mission: the launch (Atkins). 2:13-16. Titan H launch' facility acddent briefing (Strang). 2:7-10. AEROSPACE SECTION, NSC Officers and committees, 1965-69. 2:27. Sessions. 2:5-19. AXB POLLUTION Control of air pollution (Bloomfield). . 12: 23-29. Dust control in crashing and screening operations (at a crashed stone operation) (Hagerman). 4:8-10. Evaluation of air pollution: problems, pro cedures, instrumentation (GHeoer). 12: 20-23. Future trends in air pollution (Clayton). 12:29-32.* , Ventilation heeds' for safe use of diesel equipment underground (Holts). 16:9-18. AIR SAMPLING Atmospheric sampling (McCormick). 11:3133. AIB TRANSPORT rlre^prevention on the. ramp (Brenneman). S3 1968 National Safety Congress Ground safety: the developmental years ((yDonnell). 2:23-25. Now and ahead In aviation (LederedJ. 2:26. HE TRANSPORT SECTION, NSC Ground safety: the developmental yearn (O'Donnell). 2:23-25. Officers and committees, 1368-69. 2:29-30. Sessions. 2:20-26. ALARMS AND ALERTS SAM and. EMMA-^the RTD instant commu nications story (Ooehler). 17:52-54. See also EMERGENCIES ALCOHOL Adult education about alcohol and safety (Waller). 24:96-98; same, 28:31-83. Alcohol and home accidents (Kasey). 28:5-6 ALCOHOL DRINKING AND DRIVING Adult education about alcohol and safety (Waller). 8:37-39; same, 24:96-98: same. 28:31-33. Alcohol and accidents: public health edu cation (Marland and Lehr). 8:31-33; same, 24:90-92; same, 28:26-27. Effects of a low level blood-alcohol concen tration on paychophysiological and per sonality measures under controlled cfrivta^MftdWona^ffieeho/er, Huffman, and Evaluation of effects of educational and mass communication techniques (Baskins). 8:13-81; same, 24:77-90: same. 28:12-26 Host or Mend--alcohol in the home (Adams). 8:15-17. Why not teach people .to drink and drive? 282JKS1. :S4'37; same- 24:93-96; same. Alexander, 0. J. Principal factors affecting; reception and use of information by drivers. 12:14-19. Althouse, Ralph L. Ogeniner remarks Cat the Street, Road and Highway Division). 8:93. ALTITUDES, EFFECTS OF Ventilation needs for safe use of diesel equipment underground (Bolts). 18:12-14. Assn, for Childhood Educational Interna tional--A proposal for decision making-- to the planning committee of the Associa tion for Childhood Educational Interna tional 1969 study conference (by ACEI representatives). 23:85-95. Association of School Business Officials-- Utilizing employee records for accident prevention purposes (Babigtan). 23:32-34. .Construction Industry Manufacturers Assn. --What the Construct:on Industry Manu facturers -Assn, is doing in equipment safety (Barks). 8:16-20. Construction Safety Association of Ontario --Safe operation of heavy equipment (Pel legrino). 20:23-3! Gypsum Association--Employee safety In doctrination (Rogers). 4:6-8. Industrial Accident Prevention Association of Ontario--Safety is just common sense (Byron). 14:26 Inter-Governmental Maritime Consultative Organization--Portable tank containers. Part I. (Broum). 14:33; Part IL (Mont gomery). 14:88. International LonCTiioremen'i* Association-- An international union's accident preven tion program ((Reason). 13:5-9. Marine Safety Association (proposed) -- Safety is just common sense (Byron). 14: 23-36. , National Council for Homemaker Services-- A recent - development for urban home makers (Yaguda). 8:10-12. National Education Assn., Dept, of Elemen tary-Kindergarten-Nursery Education -- Safety education and EKNE (Isaac). 2s: 96-97. Royal Society for the Prevention of Acci dents--The status of safety in the United Kingdom fCawkcll). *8:16-23. Tennessee Valley Authority--Safety revue script,-1968, a skit 8:6-10. Truck Trailer Manufacturers Assn.--Por table tank containers. Part L (Broum). 14:83. Underwriters' Laboratories--Safety and the consumer (Whitaker). 12:106-109; same. 28:37-40. Uniformed Eire Officers Association--Union outlook on -firemen's safety (Jennings). 8:61-64. Altman, James W. Learning to have accidents. 12:44-57. Anderson, 0. S. EHV lines engineered for safe-efficient maintenance. 20:29-33. ASPHALT PLANTS Control of sir pollution (Bloomfield). 12:25. ASSOCIATIONS The industry and association responsibility . for occupational safely and health (BopIon). 12:36-39. Professional organizations (meeting high way safety- manpower and tiffining needs) (Tritsch). 24:74-76. ASSOCIATIONS--SPECIFIC American Insurance Assn.--Impact of the Model Cities program on construction safety--an insurance view (KdlmyJcoto). 8:23-31. Athey, 8am, moderator and Rivard, R. B.. reporter. Accident reporting link. 17:20-25. Atkins, John R. Safety in the lunar mission: the launch. 2:13-16. ATTITUDES Difficulties in changing human behavior (Mann). 28:11-15. Disrespect for the law: the common denom inator for redkless driving and rioting (McIntyre). 24:44-46. safety indoctrination (Rogers). Mechanical man (Rories). 23:35. A psychologist looks at accident problems . .caused by today's changing labor market (Mato): 10:27-20. Safety education for the supervisor (Orossmann). 11:35-36. 54 General Index of All Volumes Austin, Carl F. Community solutions to hazards in inactive mines. 10:34-87. AUTOMOTIVE t MACHINE SHOP SECTION, NSC Officers and committees, 1868-69. 3:22-33. Sessions. s:5-8. AWABDS Promotional activities (Wooten). 17:58-59. AWABDS--AMERICAN BAB ASSOCIATION Summary of traffic courts discussion (Sconomos). 4:61. AWABDS--NATIONAL SAFETY COUNCIL Labor Conference safety awards (Connelley). 18:10-13. The labor safety awards program (Dillon). 18:9-10. Trustees awards. 1:33. Axe, 8. P. Intrinsic safety in the petroleum industry. 19:12-14. Babigian, George It. Utilizing employee records for accident pre vention purposes. 23:82-84. Berrigan, E. L. Motivating ih* motivators. 25:27-30. BEVEBAGE tBtoU8TBY Case cost studies (Shutt). 12:88-91. Biaggini, B. F. Keynote address (railroad safety progress, past and present). 22:5-10. Bishop, Richard W, The curriculum in driver and traffic safety education. 28:56-59. BLASTING Blast security at Erie Mining Company (Karkoska). 18:47-49. Blasting accident*--causes and precautions (Bounders). is:41-4& Truths about ammonium nitrate (Dyer). 5:42 Bloomfield, Bernard D. Control of air pollution. 12:23-29. Board, Donald N. Title HI research project--simulators, as: 64-66. BOATS AND BOATING Boating safety (Morrison). 27:16-18. E BACK FBOBLEHS The mechanics of back pain (Nelson). 4:4-6. Physical and vocational rehabilitation in Ontario (hegge). 21:2L Baer, G. Robert Management's concern--you better believe it! 12:81-84. BOILEBS Michigan's safety renaissance (Beaumont). 8:51. " Bolger, Philip B. The manned space flight safety program. 2:16-19. Bowling, W. P. Report to the Commercial Vehicle Section, NSC. 17:14-15. Barenklmi, Keith B. Bowman, John 8. Safer food machine design. 10:15-1$. EABGES AND TOWBOATS Responsibility, authority and accountability. 25:10-12. A review of marine casualties 1968 (Barrow). ' Bowman, Patty 14:30-32. Be safe--communicate. 1:27-2S. Barich, Dewey F. Dr. Barich presided at the National Safety Congress banquet 1:38. Barrow, Wlnford W: A review of marine casualties 1962 14:27-32. Beaumont, Robert A. ' Michigan's safety renaissance. 8:51-66. BEHAYIOB Disrespect for the law; the common de nominator for reckless driving and rioting lMcIntyre). 24:44-4& The five types of unsafe acts and how to control them (Bussemer). 8:79-83. Vision and its effects (Wolfberg). 24:62-62 Boyer, Richard C. Acceptance of driver education by schools. 23:29-30. Boyle, TV. J., Jr. Sizing relief area, for polymerization re actors. 8:5-10. Boylon, F. 0. The industry and association responsibility for occupational safety and health. 12: 86-39. The next step in safety. 21:5. Brandow, Robert B; Safety--the absolute requirement 20:5-7. Behnke, W. P. . Development of clothing for protection from thermal hazards. 5:33-18 BeUiveau, R. M. Preventing quarry rock falls. 4:11-14. Brennemm, J. J. Fire prevention on the ramp. 2:20-22. Brenner, Robert Federal government progress in evaluating highway programs. 24:9-12 Berg, Raymond K. Judicial aspects. 24:49-50. Brown, R. L. Portable tank containers. Part I. 14:33-36. ss 196S National Safety Congress Broun, Thomas A., Jr. The hard bat affair, .a demonstration, so: 88-87. * Buchvxdd, Art . Featured speaker at NSC Congress Banquet 1:83. Buck, Donald 8. Hoar to drive and survive. 8:45-50. Bushier, Charles A. Safety showers tor winter use. 5:17-20. Bute, Noel C. State governor's Office of Highway Safety Planning. 24:10-41 BUILDING PROGRAMS, So# MODEL CITIES PROGRAM BUILDINGS--INDUSTRIAL Safety Infections of highway maintenance storage buildings, shops and garages (Kuester). 8:76-79. Bwrks, G.B. What the Construction Industry Manufac turers Association is doing in equipment safety. 8:16-20. BURNS Laser beam precautions (MoCuBough). is: 13. The nurse and chemical plant safety (Mart). S.-2S-28; same, 18:29-31. Bussemer, Raymond It. The five types of unsafe acts and how to control them. 8:73-83. Buster, Richard R. How to cope with accident problems caused by today's changing labor market 10:31. Buxton, O. 3. E. The charted course. 14:6-8. Byron, Henry Safety is Just common sense. 14:23-26. Cohan, Samuel Aspects of firefighter safety. 8:64-66. Caldwell, Joseph C.. Jr. . Transportation of hazardous materials in the.petroleum industry. t:4-6. Calkins, C. D., (reporter) Equipment link (group discussion). 17:19-20. Canham, Erwin The heart of safety. 6:5-7. .c CARBON MONOXIDE--THRESHOLD LIMIT An international union's accident prevention program--item on reducing CO's THL (Gleason). 18:7. What's bugging you? Panel discussion (Gold, moderator). 13:88-33. CARDS--'W3TNE8S/COUS1!EgT Accident reporting link (Athey and Rivard). IT`33. CARNIVALS Michigan's ssfety renaissance (Beaumont). CASE HISTORIES At^rade sew^^ugging a real life saver Community stability (mine safety) (Buhtaio). 18:26-31 Pirn protection aboard TJ.& navy ships (Darwin and MoCatm). 14:13-18. Guarding machinery (Leahy). 10:88. Hazards of add sad alkali cleaning fiJoi- ley). 18:14-15.17, 19. Hazards of hydrogen sulfide (Williams). 21:29-81. Identifying product hazards, past, present andtotnre (Bedford), i-iS-fit The nurse and chemical plant' safety (burns) (Mart). 5:27-23: same, 18.-80-31. Oocupaittotna hazards--making the invisible vimblie (Nader). 1*03-15. Products, procedure, and performance (Item on toys) (MfBt). is-dst. A review of marine casoaltiee 1968 marrow). 14:27-32. . Transportation, storage, and use of oxygen and acetylene underground (Dingo). 7:15. CawkeU, Edwin M. The status of safety in the United Kingdom. 23:13-22. CEMENT, QUARRY AND MINERAL AGGREGATES Control of air poHntiori (Bloomfield). 12: 25-26. CohtrolUng accidents involving companyoperaied vehicles (Ward). 4:14-19. Dust control in crushing and screening op erations (Bagermtm). 4:8-10. Employee safety indoctrination (Rogers). Preventing quarry rock falls (BeUiveau). 4:11-14. CEMENT QUARRY AND MINERAL AGGREGATES SECTION, NSC Officers and committees. 1968-69. 4:20-22. Sessions. 4:4-19. Chamberlain, K. B. Small dty approach to the nuts and bolts of police traffic supervision. 24:26-29. Champlin, 3. W. Minutes of the annual council meeting, i: Chay. Edmund Securing and using accident reports from high school students. 23:80-81 CHEMICAL INDUSTRY Handling egy|enle fluids to the laboratory The nurse and chemical plant safety (Mart). 5:24-28; same, 18:27-31. Prevention requires teamwork (for health) (Murphysame, 18:32-34. Respiratory protection tor-operations and rescue work (BoRrrodk). 5:a-23.' Safety showers tor winter use (Bushier). Sizing relief area for polymerization re actors (Boyle). *:5-10. Centred Index of All Volumes CHEMICAL SECTION, NSC Officers and committees, 1568-69. 3:44-45. Sessions. 8:5-88. <rHryrwrr*.T.fl Occupational medicine in the electronics and electrical industry (Tebrock). :5-l>; same, 18:5-10. Why tin retardant cotton (Grano). 8:11-13. CHEMICALS--AMMONIUM NITRATE Truths about ammonium nitrate (Dyer). 5:41-43. CHEMICALS--ANHYDROUS AMMONIA Can you stop? (Montgomery). 5:89-40. chemicals--threshold max values What's bugging you? Panel discussion. (Gold, moderator/. 13:38-39. CHILD SAFETY Hake 'the safety bait attractive (Gerard). 27:18-12 .Products, procedures, and performance (item on fatalities from toys) (Mills). 18:27. . CipoUa. So Eye care, do you? 18:13-22. CITIES, MODEL, See MOSEL CITIES PROGRAM CIVIL DEFENSE Bov one company has prepared for emer gencies (Wheland). 12:95-99. CXVXL DISTURBANCES A comparison study (traffic injury and crime in troubled areas) (Bleliki). 24:50-52. Disrespect for the law: the common denom inator for reckless driving and rioting (McIntyre). 4:44-46. Mutual aid councils <Boff). 12:101-102 School' environmental safety--student dis turbances (Marshall). 23:60-65. Textile plants during civil disturbances (Fox). '28:20*21. Clark, Lewis S. Feedback of accident data. 28:76-78. Clayton, George D. Future trends in air pollution. 12:23-32 CLEARANCES A live wire show to keep you alive, a demon stration (Lumpkin). 20:34-38. Cleaver, John P. . Modern testing methods: a vital link in your safety chain. 17:23-31. CLOTHING. See. PERSONAL PROTECTIVE EQUIPMENT COAL DUST DISEASES Occupational hazards--making the invisible visible (Nader). 13:13-15. COAL MINING Bleeders including lougwall workings (Ste venson).- 7:33-26. An educator's views on the indoctrination and training of workmen for the coal mining industry (Johnson). 7:25-28. Fire protection and Are fighting in coal mines (Jamison). 7:5-15. . Occupational hazards--making the invisible visible (Nader). 13:13-15. A summary of occupational health aspects in mining operations (Mastromatteo). 14: 23. Transportation, storage, and use of oxygen and acetylene underground (Hugo). 7: 15-18. The nse of methane monitors in the Dutch Creek and L. 8. Wood mines (See). 7:18-21. Why, when, and how to seal abandoned workings rather than ventilate (PraBey). 7:21-32. COAL MINING SECTION, NSC Officers and committees, 1968-. 7:32-34. Sessions. 7:5-31 COATINGS (MARINE)--SAFETY REGULATION . Identifying product hazards, past, present and future (Bedford). 74:9-12 COKING COAL . The use of methane'monitors hi the Dutch Creek and L. S. Wood mines (Beeves). T:18-2L COLLEGES AND UNIVERSITIES An educator's views on the indoctrination and training of workmen for the coal mining industry (Johnson). 7:28-28, Junior colleges (meeting highway safety manpower and training needs) {Stinchcomb). 24:70-73. New. developments in safety in higher edu cation for physical education and athletic directors (tost). 23:67-62 New developments in safety in higher edu cation for traffic safety specialists (Loft). 23:65-67. Tha^ jgroblem of farm safety (Brisman). The responsibility of colleges and univer sities to meet highway safety manpower and training needs (Marshall). 24:67-70. School environmental safety -- student dis turbances (Marshall). 23:60-65. COLOB The use of signs, cones, and barricades on speed highways and streets (Moore). COLOB--MOTOR VEHICLES How to drive and survive (Buck). 3:47. COMMERCIAL VEHICLE SECTION, NSC Accident reporting link (Athey and Bivard). 17:20-25. Equipment link (group discussion) (Calkins, reporter). 17:19-20. FtMjigg the selection tool (Haase). 17:15-19. BePft to the Section (Bowling). 17:14-15. Sessions. 17:14-28. COMMERCIAL VEHICLES, See FLEETS COMMUNICATIONS Be safe--communicate (Bowman). 1:27-28. Better communications for emergencies on the road (Penterman). 24:106-109. i Does management have to worry about safety? (Spengler). 11:23-25, 57 1968 National Safety Congress Evaluation 08 effects of educational and mass communication techniques {Has kins). 6:18-31; same, 24:77-90; same, 28: 12-25. Face to lace communications (Fletcher). 21:22-26. High-way emergency' communications and services (Johnson). 24:98-104. The missing signals (of personal communi cation) (McKeUy). 20:7-10. People: problem and promise for safety (McKay). 16t20-2L Safe work procedure--a growing responsi bility of management (Shaffer). 15:16-19. SAM and EMMA--the BTD instant communications^|Ky (Qoehler). 17:52-54. COMPANY POUMK Casualty controh-a. new approach (Patrick). COMPUTER SIMULATION Hesearch--vital to the forging process (of developing links to motor vehicle safety) (Kidd). 1T:&-1L Gonnelley, Pant H. Consolidated report on, Labor Conference activities. 13:6. Labor Conference safety awards. 13:16-13. CONSTRUCTION INDUSTRY The amazing laser (Sttney). 8:38-42. Impact of the Modal Cities program on con struction safety: Opening remarks (Moore). 3:20-21; Government approach (Boons). 8:21-24; Labor approach (Reed). 8:24-26: Management viewpoint (Halver son). 8:27-28; Insurance view (JffalmyJiow). 8:28-31. Michigan's safety renaissance (Beaumont). 8:63. Rollover protective systems for heavy-duty off-highway earthmoving equipment (Lathom/T16:50-53. Rotocraft erterual load operations in the construction industry (Gaines). 8:32-33; (Krass). 8:34; (Proctor). 8:85-36; (Lata). 8:36-37. Safe operation of heavy equipment (public works) (Pellegrino). 20:23-24. Titan II launch facility accident briefing (Stoain). strr-uo. What the Construction Industry Manufac turers Association is doing in equipment safety (Burks). 8:16-2(1 y CONSTRUCTION SECTION, NEC Officers and committees, 1968-69. 8:108-111. Opening remaps and report of year's ac tivities. (McKosky). &:&. Sessions. 8:5-44. CONSUMERS AND SAFETY, See PRODUCT SAFETY CONTESTS Employees' children's contests (Harris): 12:92-94. CONTESTS--NATIONAL SLEET SAFETY CONTEST Fleet safety and fleet contests (Webb). 8: 97-98. C0NT3ENENTAL SHELF. U8A Continental shelf safety program (HaHberg). 14:39-41. CONTBACXOBS Contractor-oil company relationship (Dod son). 19:21-24. COST BENEFIT ANALYSIS, See COST-EFFECTIVENESS COST-EFFECTIVENESS A cost-effectiveness approach to allocating the industrial safety budget (Leininger). 12:59-67. COSTS Case cost studies (off the job) (Shutt). IS: 88-91 Casualty control--a new approach (Preisser). 22:11. Federal government progress in evaluating highways safety programs (Brenner). 24: 12-11 Is anything the matter with our injury rate? (Smith). 25:5-6. Ia your company cost conscious? (Hopkins). 21: 33-EL Keynote address (railroad safety progress, past and present) (Biaggini). 22:8. Retention of profits through safety (Dittmer). 10:41-42. Safety aboard General Agency Agreement ships (Queen). 14:19. CottreU, Joseph J. Report of workshop discussion groups in school transportation. 17:36-40. COURTS, TRAFFIC, See TRAFFIC COURTS . Cowden, Loretta V. Ru9-r0al homemakers--yesterday and today 8: CRANES Safe handling of molten aluminum (Fisher). 13:10-11. Safe handling of molten copper (Kinneberg). 13:13. CREEDS Early morning sessions (a creed for the American businessman) (Robert). 26:1920, Union outlook on firemen's safety (Jen nings). 8:62. CRIME Basic causes of industrial losses (De Brabander). 25:21-27. A comparison study (traffic injury and death'with crime in troubled areas) (Biel- ski). 24:50-52. Dtarespect for the law,: the common denomi- nator for reckless driving and rioting (McIntyre). 24:44-46. Traffic or people congestion? (Iglebwger). 24:23-31 Vision and its effects (study cited) (Wolfberg). 24:56, Crittenden, Bradford M. Hhgiwa^ safety: today and tomorrow. 8: CRYOGENICS Handling cryogenic fluids in the laboratory fSmtotj. 3:38-38. SaeAensls GASES--LIQUEFIED NATURAL 58 General Index of All Volumes D DAMAGE CONTROL, See LOSS CONTROL DANGEROUS CARGO, See HAZARDOUS MATERIALS Darwin, Robert L. and McCann, Robert S. Fire protection aboard U. S. Navy sbip3. 14:13-18. Daschbach, James M., Jr. and Ferguson, San Research in prediction and prevention of industrial accidents. 12:57-58. BATA PROCESSING Casualty control--a new approach (Patrick). 22:16. De Brabander, P. C. Basic causes of industrial losses. 25:21-27. DEFENSIVE DRIVING, See DRIVER EHFBOVHaEENT DeMauro, Daniel Hurricane safety. 23:72-73. * DEMONSTRATIONS <> ' A hard hat affair, a demonstration (Brown). 20:36-37. A live wire show to keep you alive, a demon stration (Lumpkin). 20:34-36. Denny, & C. Safety program in a medium-size news paper. 21:47-49. DERMATITIS Product liability--precautionary labeling of petroleum products (Dooley). 19:10-11 Deming, Don R. Yesterday, today, and tomorrow: a police man's view of the evolution of law and order In the United States. 24:47-49. Dcstefono, James T. The way the chips fall--a scientific approach to glass handlers' protection'. 11:16-23. /' DIESEL EQUIPMENT Ventilation needs for safe use of diesel equipment underground (Holtz). 16:9-18. Dillon, Thomas A. The labor safety awards program. 13:9-10. DISASTERS. See EARTHQUAKES: EMERGENCIES; HURRICANES DISCIPLINE What's bugging you? Panel discussion (Gold, moderator). 18:34-36. Dittmer, A. J. Retention of profits through safety. 10:4142. Dodson, Donald W. Contractor--oil company relationship. 19: 21-24. Domangue, Norris J.. Jr.. Back to the most important aspect of man agement involvement. 12:112-113. Dombach, R. D. Safety in the small plastics plant ii :28-3d Dooley, Allan E. Product liability--precautionary labeling of petroleum products. 19:7-12. Dooley, James A. Recreation and the law. 2Y-.24-25. DRIVER EDUCATION Acceptance of driver education by schools. (Boyer). 23:29-30. Applications of psychology to driver and traffic safety education (Kulick). 23:3643. A classroom visual perception program for beginning motorists (Streeter). 23:122-125. The curriculum in driver and traffic safety education (Bishop). 23:56-59. Difficulties in changing human behavior (Mann). 23:11-15. Drivers education and the mentally retarded (Qesteland and MeiCler). 23:52-63.-- The General Motors proving Ground flat .tire simulator--a driver education aid (Krauss), 23:48-51. Involving parents, in driver education (Opfer). 23:30-33. National progress (programs of the Office of Safety Manpower Development) (Tar' rants). 24:64-65. New developments In safety in higher edu cation for traffic safety specialists (Loft). 23:65-67. Some sociological perspectives on accident research (McKinlau). 23:44-48. A task force approach to driver education in Omaha {Fullerton). 23:26-27. Title HI research project -- simulators (Board). 28:54-56. . Values of state-owned, simulators (Morgan). 23:33-34. Why- not teach people to drink and drive? (Quarw). 6:34-37; same, 24:93-96; same, 26:28-31. DRIVER IMPROVEMENT Are your Instructors really teaching DDC? (Tate). 12:8-9. DDC^graduatca reach first million (Lawtor). Free adult driver education in North Caro lina (Waters). 12:10-12. How strong is your safety chain? (Robeson). 4*7:26-28. How to drive and survive (Buck). 8:45-50. Illinois Central's experience with defensive driving training (Gruenewdld). 22:28-29. Improving violators In Iowa through DDC (Glenn). 12:12-13. . The Philadelphia DDC story (Verdier). i2: 5-7. , ^ DRIVERS "' '. Disrespect for the law: the common demonlnator for reckless driving and rioting (McIntyre). 24:44-46. Highway safety: today and tomorrow (Crit tenden). 3:103-107. Principal factors affecting reception and use of information by drivers (Alexander). 12: 14-19. Research--vital to ihe forging process (of developing the .`-links to motor vehicle safety) (Kidd). 1T:8-1L Visions and its effects (Wolfberg). 24:5256. . See also ALCOHOL DRINKING and DRIVING; FLEETS 59 1968 National Safety Congress DBUGS Do drugs cause home accidents? (Dukelow). 28:8-13. Drugs effect on safety (Meyers). 6:15-46. See also ALCOHOL Dukelow, D. A. Do drugs cause home accidents? 28:8-11 Duncan, Fred, See. Cottrell,.Joe, "Report of workshop discussion groups." 17:37-40. Dundore, Dwight A. `The liquefaction of natural gas. 20:13-16. BUSTS Dust control In crushing and screening op erations (Bageman), 4:8-10i .Grain Handlers Division round table (Mc Cann, presiding). 10:26-27. Occupational hazards--making the invisible visible (Nader). 13:18-15. A summary of occupational health aspects in mining operations (Mastromattm). 16:3733. Dyer, A. T. ' Storage and transportation of liquefied natu- Truths about ammonium nitrate. 8:41-43. 1 SABZ.tr MOBNING SESSIONS Early morning sessions (human engineering) fRobert)726;5-29. EARTHKOVING EQUIPMENT Coping with visibility hazards in mobile equipment (Johnson). 16:37-41. Rollover protective systems for heavy-duty ott-highTOy^earthmovtag equipment (Lat- RABTHQUAKES Earthquake procedures (Zaun). 23:73-74. Eckert, Bichard D. Emergency brigade--planning. 11:25-27. ECONOMICS OB-SAFETY Federal Occupational Safety and Health Act of 1968 (Peterson). 18:26. Management's concern--you better believe it! (Baer). 12:81-81 Occupational- hazards--making the invisible visible (Nader). 13:14. Progress in gas industry safety--past, pres ent, and future (Travis). 20:10-12. See also COSTS; LOSS CONTBOL; SOCIO-ECONOMIC ASPECTS Economos, James P. f Summary of traffic courts discussion. 24: 60-62. ELECTRIC SAFETY' Home fire safety, a demonstration (Ogles- bay). 6:43-44. ELECTRIC SHOCK The electrical hazards of medical Instrumen tation and their prevention (Stanley), a: 13-18; same, 18:13-18. How safe are double insulated electric tools? (Pratt). 19:5-7. A,live wire show to keep you alive, a demon stration (Lumpkin). 20:34-3$. Plan for rescue (Offer). 20:28-29. ELECTRIC TRANSMISSION LINES EHV lines engineered for safe-efficient maintenance (Anderson). 20:29-33. ELECTRIC UTILITIES The hard hat affair, a demonstration (Brown). 20:37. A live wire show to keep yoa alive a demon stration (iMtnpkW i. 20:34-3$. Plan for rescue (Offer). 20:28-23. * What's bu^gtaj^gw? Paael nodentr ELECTRONICS AND ELECTRICAL EQUIPMENT Better communications for emergencies on the rood (Penterman). 24:106-109. Intrinsic safety In the petroleum- industry (Awe). 10:12-14 / A^local^unlon safety prograny'lKimtesww). Loess control in the electronics'and electrical equipment industries (Boatman). 9:19-22. Occupational medicine in the electronics and electrical industry (Tebrcck). 9:5-10: same, 18:5-10. The role of the industrial nurse in the elec tronics and electrical equipment industry (Tuohey). 9:10-12; same, 18:10-12. ELECTRONICS AND ELECTRICAL EQUIPMENT SECTION. NSC Officers and committees 1368-63. 8:22-23. Sessions. 9:5-21. Ellis, Fred D. How good is your water? 21:2S-27. EMERGENCIES Better communications for emergencies on the road (Penterman). 24:106-109. Emergency brigade--planning (Eckert), -f 1: Highway emergency communications and services (Johnson). 24:98-104. How one company has prepared for emer gencies (XVheland). 12:95-99. Mutual aid councils (Boff). 12:100-102. SAM and EMMA -- the RTD instant com munications story (QoeMer). 17:52-54. See also CIVIL DISTURBANCES Emery, Paul M. Safety in water works vehicle operation. 20: EMPLOYEES Basic causes of industrial losses (De Brabander). 25:21-22, 28. . Development of a better machine operator (or supervisor, or leader) (Stanley).- 8:1113. Employees' children's contests (Barris). 12: 92-94. Forging the selection tool (Baase). 17:15-' 19. Getting people involved (Rougas). 22:30-31. Impact of the Model Cities program on con struction' safety (Panel). 8:20-31. 60 General Index of Ail Volumes Keynote address (railroad safety nrogress, past and present) (Biaggini). 22:8-10. Motivating the motivators (Berrigan). 28: Evans, John B. Impact of the Model Cities program on con struction safety--government 8:21-24. Physical and vocational rehabilitation In Ontario (Legge). 21:17-22. BesnonsibUity, anthorlty and accountability (Bowman). 28:10-12. EMPLOY PE me RST. Aspects of firefighter safety (Cohan). 8:64- Evans, Peter and Gordon, Barold M. Safety management in public welfare insti tution^ 8:65-57. . EXHIBITS Safety exposition exhibitors at the National Safety Congress 1968. 1:35-52. Highway safety: today and tomorrow (Crit tenden). 8:103-107. EMPLOY8KS--HIGHWAY SAFETY Junior colleges (meeting highway safety manpower and training needs) (Stinchoomb). 24:70-73. National progress (in highway safety man power at all levels) (Tarrante). 24:63-66. Professional organizations (meeting highway safety manpower and training needs) (Tritech). 24:74-761 The responsibility of colleges and univer sities to meet highway safety manpower and training needs (Marshall). 24:67-70. KHPIAtYEES--MAINTENANCE _ Safer machine design: the design engineer ing viewpoint (Marquette). 10:13-28. EMPLOYEES-NEW Employee safety Indoctrination (Rogers). 4: 6-S. How to cope with accident problems caused by today's changing labor market (Buster). 10:31. A psychologist looks at accident problems caused by today's changing labor market (Malo). 10:27-30. F3KFLOYEES--OLDEB What's bogging yon? Panel discussion. Gold, moderator). 18:36-37. EMPLOYEES--PUBLIC, See PUBLIC EMPLOYEES EXPLOSIVES Blasting accidents--causes and precautions (Saunders). 16:41-46. A summary of occupational health aspects in mining operations (Mastromatteo): 16: 32-33. _ EYE HEALTH Eye care, do you? (Cipolla). 18:13-22. , The nurse's role in an eye safety program (Rumble). 18:23-26. FABRICS, See TEXTILES FALLS--PEOPLE .Alcohol'and home accidents (Kasey). 28:5- 8 A local union safety program (Kuntxman). 13:32., PALIS--BOCK Preventing quarry rock falls (BeUiveau). 4: Fortes, Paul Mechanical man. 23:35. FARM SAFETY The problem of farm safety (Brisman). 23: 107-113. Rural homemakers -- yesterday and today. (Cowden). 6:8-9. EMPLOYEES--PUBLICATIONS Company publications and safety (Shallit). 22:24-28. FATIGUE How to drive and survive (Buck). 8:48. See also METAL FATIGUE EMPLOYEES--SEASONAL FEDERAL ASPECTS Safer food machine design (Barettklau). lO: is. Address--(a proposal for a counterbalance to the coalescing of government and corporate EMPLOYEES--TRAINING, See TRAINING roles in highway safety) (Mackey). 24:5. 9. iEMPLOYEES--TEANSIT' Bus driver recruitment, selection, and train ing (Ross). 17:49. Selection, training and qualifications of transit supervisory personnel (WUchek). 17:51. EPOXIES Occupational medicine in the electronics and electrical industry (Tebrock). 9:7-9: same, 18:7. Federal government progress In evaluating highway safety programs (Brenner). 24: Government's role In occupational safety and health (Gidel). 12:33-35. Safety--the absolute requirement (Brandow). 20:5-7. See also U.S. GOVERNMENT FEET. See INJURIES--FEET; PERSONAL PROTECTIVE EQUIPMENT What's bugging you? Panel (Gold, moderator). 13:36. discussion. Ferguson. Earl J. and . DascHbach,- James M., Jr. Brlsman, J. Gary Research in prediction and prevention of The problem of farm safety. 23:107-113. industrial accidents. 12:57-58. ERROR ANALYSIS Learning to have accidents (Altman). 12: FERTILIZER RETAIL INDUSTRY Can you stop (your anhydrous ammonia equipment)? (Montgomery).. 15:29-40. 61 1968^National Safety Congress FERTILIZER SECTION, NSC Officers and committees, 1968-69. 0:46-47. , Sessions. 0:39-43. Fire protection for an LNG plant with in- ground storage (Wesson and Sliepcevick). 20:17-22. \ FERTILIZERS Truths about ammonium nitrate (Dyer). 5: 41-43. Fessenden, Frank J. How good a safety-man were you five years ago? 10:13-15. FILMS AND SLIDES Employee safety indoctrination (Rogers). 4: 6-8. How I maintain an accident free shop (Good). 2:6. How to make an industrial safety film. (Perkins). 10:5-8. How well do you know packinghouse safety? 1 (Kirk). 10:32. Plan for rescue (electric shock) (Offer). 20: 39, FLEE AND EXPLOSION Ammonia refrigerating systems safety (Neff). 10:39-40. Fire^prevention on the ramp (Brenneman). Fire protection aboard "U.S. Navy ships (Darwin and McCann). 14:13-18, Fire protection and fire fighting in coal mines (Jamison), 7:5-15. Fire protection for an LNG plant with inground storage (Wesson and Sliepcevick). 20:17-22. Handling LNG emergencies (Adams). 19:2425. Home fire safety, a demonstration (Oales- boy). 6:41-44. ^ A^hydrogen sulfide explosion (Wahlstrom). Ltm control in the electronics and electrical equipment industries (Boatman). 0:19-22. Product liability--precautionary labeling of petroleum products (Dooleu). 19:9. Safety in the lunar mission: the launch (Atkins). 2:13-16. Safety inspections of highway maintenance storage buildings, shops and garages (Kuester). 8:76-79. Textile product .safety (Busk). 25:31-34. Titan II launch facility accident briefing (Swain). 2:7-10. Transportation, storage, and use of oxygen and acetylene underground (Lingo). 7:1513. The use of methane monitors in the Dutch Creek and L.S. Wood mines (Reeves). 7: 18-21. See INTRINSIC SAFETY 3STBE DEPARTMENTS Aspects of firefighter safety (Cohan). 8:64- FIRE RETARDANTS Why fire retardant cotton (Gram). 5:11-12. FIRST AID AND RESCUE Community solutions to hazards in inactive . mines (Austin). 16:34*37. ^ The nurse and chemical plant safety (Mort). 5:27-28; same, 18:29-30. Plan for rescue (public utilities) (Offer). 20: 28-29. Respiratory protection for operations and . rescue work (Holbrook). 5:21-23. Safety--the link that strengthens perform ance (Mansalvatage). 17:13. See also CIVIL DISTURBANCES: EARTHQUAKES; EMERGENCIES; HURRICANES; WATER SAFETY . Fisher, Q. P. Safe handling of molten aluminum. 15:8-12. FLAMMABLE LIQUIDS Home fire safety, a demonstration (Oglesbay).. 6:42-43. Product liability--precautionary labeling of petroleum products (Dooley). -19:9. Titan II launch facility accident briefing (Swain;. 2:7-10. FLEETS Accident reporting link (Athey and Rivard). 17:20-25. Bus driver recruitment, selection, and train ing (Ross). 17:46-50. Controlling accidents involving company' operated vehicles (Ward). 4:14-19. Coping with visibility hazards in mobile equipment (Johnson). 16:39-41. Driver responsibilities (Prutsman). 17:63- 57. Equipment link (group discussion). (Cal kins, reporter). 17:19-20. Fleet safety (Turnbull). 8:99-100. . Fleet safetvand fleet contests (road depart ments) (Webb). 8:97-98. Fleet safety training (Kuhns). 8:98-99. Forging the selection tool (for drivers) (Saase). 17:15-19. How strong is your safety chain? (your safety.program). (Robeson) 17:26-28. Fassenjj^ and truci fleet safety (Keith). Report to the Commercial Vehicle Section, NSC (Bowling). 17:14-15. Report of workshop discussion groups in school' transportation (Cottrell, leader). 17:37-40. Safety in water works vehicle operation (Emery). -20:24-25. The municipalities look at safety for fire men (Vollearner). 8:87-71. Union's outlook on firemen's safety (Jen nings). 8:61-64. 5TEE EXTINGUISHING AGENTS Fire^reventton on the ramp (Brenneman). Fire protection and fire fighting in coal mines (Jamison). 7:5-15. Fletcher, J. A. r Face to face communications. 21:22-2S. Florio, A. R. "Joe" Recent trends in secondary school safety. 23:126-128. FLOTATION EQUIPMENT TESTS Work vests--safety or false security? (Banson). 8:10-13. 62 General Index of All Volumes FOOD INDUSTRY The dollar, the man, and the woman /'Hottier;. io:21-25. Questions and answers: following talks on safer machine design. 10:25. Safer food machine design (Barenklau). 10: 15-19. Safer machine design: the design engineer ing viewpoint (Marquette). 10:19-23. FOOD ANDBEVERAGE SECTION, NSC Officers and committees, 1968-69. 10:43-45. Sessions. 10:5-31. FOOD AND BEVERAGE SECTION. NSC-- GRAIN HANDLERS DIVISION Round table (McCann, presiding). 10:26-27. Franey, William B. Introductory remarks (to session on the nuts and bolts of police traffic supervision). 24:25-26. Franxen, Irvin Can student accident reports collected for a stateA^ency be profitably utilised locally 7 Fulkerson, C. P. Employee safety during emergencies. 8:94- FuUerton, Craig K. A task force approach to driver education in Omaha. 23:26-27.' Forbes, D. C. Building safety into your training program. 8:74-76. FOREIGN COUNTRIES--CANADA Blasting accidents--causes and precautions (Saunders). 18:41-46. Face to face communications (Fletcher). 21: 22-26. How well do you know packinghouse safety? (Kirk). 10:32.. Laser beam precautions (McCullough). 13: 15-18. Physical and vocational rehabilitation in Ontario (Legge). 21:17-22. Respiratory protection for operations and rescue worn (Bolbrqok). 5:21-23. Sotocmlt external load operations in the construction industry (Kross). 8:34. Safe operations of heavy equipment (Pelle grino). 20:23-24. Safety in water works vehicle operation (Emery). 20:24-25. Sig^ia just common sense (Byron). 14: A summary of occupational health aspects in mining operations (Mostromotteo). 18:27- What'a bugging you? Panel discussion, item on linemen bare handed work. (Bold, moderator). 13:37. FOREIGN COUNTRIES--EUROPE How safe are double Insulated electric tools? (Pratt,). 18:6-7. ' FOREIGN COUNTRIES--UNITED KINGDOM The status of safety in the United Kingdom (Cawkell). 23:16-23. FORK LIFT TRUCKS, see TRUCKS,--INDUSTRIAL FOUNDATIONS--THE MEDICAL FOUNDATION Alcohol mid home accidents (Kasey). 28:5-8. FOUNDRIES Control of air pollution (Bloomfield). 12:26. Fox, Feme P. Textile plants during civil disturbances. 25: 20-2L PraUey, Dennis Why, when, and how to seal abandoned workings rather than ventilate. 7:21-22. G Oagliardi, Henry Safe bench press and riveting operations. 3:19-21. Gaines, William R. Rotocraft external load operations in the construction industry. 8:32-33. GAS INDUSTRY Fire protection for an LNG plant with inground storage (Wesson and Sliepceoich). 20:17-22. The^ liquefaction of natural gas (Dundore). Progress in gas industry safety--oast, pres ent, and future (Travis). 20:10-12. GAS PIPELINE INDUSTRY Safety--the absolute requirement {Brandow). 20:5-6. GASES Ammonia refrigerating systems safety (Neff,). 10:39-40. f Atmospheric sampling (McCormick). 11:3133. Hazards of acid and alkali cleaning (Halley). 18:14-20. Respiratory protection for operations and rescue work (Holbrook). 5:21-23. A summary of occupational health aspects in mining operations (Mastromatteo). IS: 30-32. GASES--CARBON MONOXIDE, See CARBON MONOXIDE GASES--COMPRESSED Transportation, storage, and use of oxygen and acetylene underground (Lingo). 1:15- GASES--EXBAUST Ventilation needs for safe use of diesel equipment underground (Boltx). 16:9-18. GASES--HYDROGEN SULFIDE Hazards of hydrogen sulfide (Williams). 21: 29-3L A hydrogen sulfide explosion (Wahlstrom). GASES--LIQUEFIED __ `"Handling cryogenic fluids in the laboratory (8mUt). 5:36-38. Handling LNG emergencies (Adams). 19:24- 63 1968 National Safety Congress Storage and transportation of LNG (Dyer). 18:25-28. How to- make an industrial safety film (Perkins). 10:5-8. GASES--METHANE ' The use of methane monitors in the Dutch Greek and L.S. Wood mines (Reeves). 7: 18-21. Gemberling, Marshall, See Cottrell, Joe. "Re port of workshop discussion groups." 77:3740. Gerard, Sue Make the safety bait attractive. 27:18-19. Grano, Frank J. Why fire retardant cotton. 3:11-12. Qrossmann, 0. 3. ., Safety educator for the supervisor. 11:3437. Grvenevxdd, E. I. Illinois Central's experience with defensive driving training, 22:28-29. Germain, George L. Communicating -- Educating -- motivating: tools for total accident control. 12:118-122. Gesteland, Norman and Mettler, Donald Drivers education and the mentally retarded.. 23:62-53. Gidel, Robert D. Government's role in occupational safety and health. 12:33-35. Gleoer, Paul M. Evaluation of air pollution: problems, pro cedures. instrumentation. 12:20-23. GLASS AM) CERAMICS SECTION. NSC Officers and committees, 1968-69. 11:38-39. Sessions: 11:5-27. GLASS INDUSTRY Does management have to worry about safety? (Spongier). 11:23-25. . The way the chips fall--a scientific approach to glass handlers' protection (Destetano). 11:16-23. Gleason, Thomas W. An international union's accident prevention program. 13:5-9. Glenn, Robert Inaprovini|; violators in Iowa through DDC. H Baase, A. W. Forging the selection toot 17:15-19. HABITS The five types of unsafe acts and how to control them (Bussemer). 8:80, 82. Bagerman, R. M. Dust control in crushing and screening op erations. 4:8-10. HAIR HAZARDS ' Guarding machinery (Leahy). 10:33-34. BaUberg, Clarence S. Continental shelf safety program. .14:39-41. Bailey,- Paul D. .Hazards of add and alkali cleaning 19:1420 Balvorson, Carl M. Impact of the Model. Cities program on con struction safety -- management approach. 8:27-23. Ham, William T,, Jr. Safety considerations in using laser guidance beams with boring equipment (a sum mary). 16:8-9. Goehler, George F. SAM and EMMA -- the RTD instant com munications story. 17:62-54. GOGGLES laser beam precautions (McCullough), is: 17-18. Gold, Jacob, moderator What's bugging you? a panel discussion.13:33-39. Good, Obed A. How I maintain an accident free shop. 2:6. Gordon, Harold AT. and Roans, Peter Safety management in public welfare lnsti- Gardon, Walter M., See CattreU, Joe, "Report of workshop discussion groups.'' 17:37-40. GRADE CROSSINGS Keynote address (section on railroad high way crossing protection) (Biaggini) 22:89. Hammock, Paul G. An alternate system of measuring - injury experience. 21:14-17. . HANDICAPS Dtivers education and the mentally retarded (Gesteland and MeiUer). 23:52-63. The five types of unsafe acts and Sow to control them (Bussemer). 8:82. See also PHYSICAL EXAMINATIONS Hanson, I. 3. Work vests--safety oh false security? 8:1013. Harris, S. G. Employees' children's contests. 12:92-94. Bartman, Charles B. Performance standards In safety education: fact or fantasy? 23:7-11. Baskins, Jack 3. Evaluation of effects of educational and mass communication techniques. 6:18-31; same, 24:77-90; same,. 28:12-25. GRAIN MILLS AND GRAIN HANDLING Battler, Baton J, Grain Handlers Division round table (Mc Cann). 10:26-27. The dollar, the mas. and the woman, no: 24-25. 64 General Index of All Volumes Bausman, Frank, Jr. Biggins, Bvth More permanent controls. 3:3-10. Bayes, "Walter T. The trend of safety education in the ele mentary school. 23:128-131. Let's look Into the future In police safety HIGHWAYS AND STREETS (Bayes), e:89-92. _ Better communications for emergencies on . Hazard, W. G. Heat--cold facts on how to beat it, a demon stration. 11:13-15. the road (Penterman). 24:106-109. A cost-effectiveness approach to allocating the industrial, safety budget (Leiningerj. 12:59-67. HAZARDOUS LOCATIONS . Evaluating highway safety programs--coun ty progress (Madsen). 24:18-21. Intrinsic safety in the petroleum industry (Axe). 19:12-14. Fleet safety (Turnbull). 8:99-100. Fleet safety and fleet contests (Webb). 8: HAZARDOUS MATERIALS 97-92 Fire protection aboard U.S. Navy ships Fleet safety training (Kuhns). 8:98-99. (Dancm and McCann). 14:14-15. Highway emergency communications and Handling cryogenic fluids in the laboratory. , services (Johnson). 24:93-101. (Bmist). 8:36-38. Highway safety: today and'tomorrow (Crit- Handling LNG emergencies (Adams). 18: tenden)., 8:103-107. 21-2S. National progress (In highway safety man Home fire safety, a demonstration (Ogles- power at all levels) (Tarrants). 24:62-62 bay). 8:42-43. The responsibility of colleges and univer Identifying product hazards, past, present and future (Bedford). 14:9-12. sities to meet highway safety manpower and training needs (Marshall). 24:67-72 Portable tank containers. Part I. (Brown) Vision and Its effects (Wolfberg). 24:54. 14:33-36; Part II. (Montgomery) 14:3638. Product liability--precautionary labeling of petroleum products (Dooley). 19:7-12 Safety in the lunar mission: the launch HIGHWAYS AND STREETS--HIGHWAY SAFETY ACT OF 1968 Federal government progress in evaluating htgiway safety programs (Brenner). 24: (Atkins). 2:13-16. Stora|ejmd transportation of LNG (.Dyer). Highway Safety Act of 1966, and state progress (Van Gordon). 24:14-17. Transportation of hazardous materials In the petroleum industry (Caldwell). 19:45. Transportation, storage, and use of oxygen and acetylene underground (Lingo). 7:1518. Implementing highway safety -- a view of progress by-clues (Lema). 24:22-24. HIGHWAYS AND STREETS-- MAINTENANCE Building safety Into your training, program (Forbes). 8:74-72 HEAD PROTECTION, See PERSONAL PROTECTIVE EQUIPMENT HEALTH HAZARDS. See . OCCUPATIONAL HEALTH HAZARDS Employee safety during emergencies (Fulk erson). 8:94-97. Safety inspections of highway maintenance storage buildings, shops and garages (Kuester). 3:76-79. HEAT Development of clothing for protection from thermal hazards (Behnke). S-.13-16. Heat--cold facts on how to beat it, a demon stration (Bazard). 11:13-15. A summary.of occupational health aspects in mining operations (Mastromatteo). 16: 82 HEATERS--UNIT SYSTEMS Making the plant environment pay (Bobin- . . son;. 11:11-12. HELICOPTERS Rotocraft external load operations in the construction Industry (Caines) 8:32-23: (Brass) 8:34; (Proctor) 8:35-36; (Law) . 8:36-37. Safety in manufacture and flight testing of rotary wing aircraft (Murray). 2:10-12 The use of signs, cones, and barricades on hi^h-i^eed highways and streets (Moore). Bill, Howard B. "What is being done by the judicial Judge in traffic safety? 6:40. HISTORY An anthology of insignificant incidents of international significance (Nesmith). 13: 19-22 Keynote address (railroad safety progress, past and present) (Biaggini): 22:5-10. The new USA standard Z4L1 1967: men's' safety toe footwear (Wyman). 12:68-70. A summary of occupational health aspects in mining operations (Mastromatteo). 16: 27-28. Soft, John E. Hendershoit, E. J,, See Cottrell, Joe, "Report Mutual aid councils. 12:100-102 of .workshop discussion groups." 17:37-40. Bolbrook, Bruce W. Heihrtngton,- John TV. Respiratory protection for operations and Snowmobile safety. 27:19-21 rescue work. 5:21-22 Beydrick, Aden S. HOLIDAYS Basic principles of management as related to safety programming. 8:13-16. Pre-holiday traffic campaign. (Eoltzapple). 12:87-82 65 1968 National Safety Congress Holmes, Robert S. B. Metatarsal protection. 12:70-73. Holtz, John C. Ventilation needs for safe use of diesel equipment underground. 16:9-18. Holtzapple, James D. Pre-holiday traffic campaign. 12:87-88. HOME ECONOMICS New directions in home economics (Johns ton and Swope). 8:12-14. HOME SAFETY Alcohol and home accidents (Kasey). 28:5-8. Do cause home accidents? (Dukelcrw). Home fire safety, a demonstration (Ogles- bav). 6:41-44. Product liability--precautionary labeling of petroleum products (Dooley). 16:8-12. Rural homemakers -- yesterday and today (Cowden). 6:8-9. Textile product safety (Busk). 23:33. See also OFF THE JOB HOME SAFETY--HOMEMAKER SERVICES A recent development for urban homemakers (Yaguda). 6:18-12 Hondras, John Invocation at the annual council meeting. 1: SO. Hopkins, John Is your company cost conscious? 21:39-41 HOSPITALS The electrical hazards of medical instrumen tation and their prevention (Stanley). 0: 13-18; same, 18:13-18. housekeeping What the safety inspector looks for (SchiRo). 21:41-42. Huffman, Warren J., See Seehafer, Roger W,, etc. Hughes, Gerald h. Problems of keeping standard safety rec ords. 8:86-88. Huhtdta, Ralph B. Community stability. 18:25-27. Difficulties in changing human behavior (Mann). 23:11-15. HUMAN BEHAVIOR Learning to have accidents (Altman). 12: See also ATTITUDES HUMAN ENGINEERING Early morning sessiona.(Robert). 26:5-29. HUMAN FACTORS The capacity of-the traffic judge to influ ence respect for law (Sharp). 24:56-60. The' five types of unsafe acts and how to control them (Bussemer). 8:79-83. How good a safety-man were you five years ago? (Fessenden). 10:13-16. Human factors applied to accident preven tion (Swain). 2:5-6. Modem testing methods: a vital link In your safety chain (Cleaver). 17:23-81. Principal factors affecting reception and use of information by drivers (Alexander). 12: 14-19. A psychologist looks at accident 'problems caused by today's changing labor market (Mato). 10:27-30. Safer-food machine design (Barenklau). lO: 16-18. HUMAN RELATIONS Development of a. better machine operator (or supervisor, or leader) (Stanley). 3: 11-13. HUMANITIES OF SAFETY The heart of safety (Canham). 6:5-7. The most important word In safety (Mont gomery). 8:5-8. HUMOR An anthology of insignificant incidents of international significance (Nesmith). 13: 19-23. HURRICANES Hurricane safety (DeMauro). 23:72-73. Huston, C. h., Jr. ' Management safety philosophy and objec tives. 12:110-112. HYDROGEN COMPOUNDS Hazards of add and alkali deaning (Halley). 10:17-20. HYDROGEN SULFIDE Hazards of hydrogen sulfide (Williams). 21: 29-3L A hydrogen sulfide explosion (Wahlstrom). Respiratory protection for operations and rescue work (Holbrook). 6:21. HYDBOSPAC* ' Continental shelf safety program (HdUberg). 14:39-41. I Iglebwgcr, Robert Traffic or people congestion? (A city ap proach to the nuts and bolts of police traffic supervision). 24:29-31 ILLUSTRATED ARTICLES (PHOTOS, FIGURES, CHARTS) Bleeders including longwall workings (Stev enson). 7:23-28. The electrical hazards of medical instru mentation and their prevention (Stanley). 8:13-18; same, 16:13-18. Fire protection and Die fighting in local mines (Jamison). 7:5^15. Hue protection for an LNG plant with inground storage (Wesson and Sliepcevich). 20:17-22. lifesaving device demonstration (Greene).. 27:7-14. Ventilation needs for safe use of diesel equipment underground (Holts). 16:9-18. . Water survival for sportsmen (Monaeon). 27:5-6. The war the chips fall--a scientific approach to glass handlers' protection (Destefano). Il:l$r23. 66 General Index of All Volitmes tmsick, Soil C. Supervisory safety--programmed instruction. 21 :42-46. INCENTIVES The five types of unsafe acts and how to control them fBussemsrJ.' 38:81-82. Promotional activities (Wooten). 17:58-59. See else CONTESTS INCINERATION Control of air pollution (Bloomfield). 12: 27. INDUSTRIAL HYGIENE, See OCCUPATIONAL HEALTH INDUSTRIAL RELATIONS Does management have to worry about safety? lipengler). 11:23-S. industrial subject sessions Sessions. 12:5-122. INJECTION MOLDING Safely to ^the^ small plastics plant (Dom- XtUVK-Y CAUSATION Research--vital to the forging process (of developing the links to motor, vehicle taletrf(Kidd). 17:5-11. INJURY COSTING Is anything the matter with our injury rate? (Smith). 26:5-6. INJURIES An alternate system of measuring injury experience (Hammock). 121 :14-17. Casualty control--a new approach (Prem ier). 22:12; and-(Patrick). 22:15-18. INJURIES--FEET Casualty control--a new approach (Patrick). 22:16-17. Injuries to the forepart of the foot {Petty). 12:74-76. INSPECTIONS Safety inspections of highway maintenance storage buildings, shops and garages (Kuester). 8:76-?<t What & safety inspector looks for (BchBXo). 21:41-42L INSTRUMENTATION . % At grade sewer plugging a real life saver (Triay). 20:26-27. Atmospheric sampling (McCormick). 11:31. 33. Better communications for emergencies on the road (Penteman). 241:106-109. The electrical hazards of medical instrumen tation and their prevention (Stanley). 9: 13-18; same. 18:13-18. Evaluation of sir pollution: problems, pro cedures. instrumentation (Gieoer). 12:2023. , , Highway emergency communications and services (Johnson). 24:98-104. The use of methane monitors in the Dutch Creek and L.S. Wood mines. CReeces). 7: 18-2L INSURANCE COMPANIES Impact of the Model (Sties program on con struction safety--an insurance yiew (Katmykow). 8:28-3L Loss control In the electronics and electrical . equipment industries (Maatman). 9:13-22. A psychologist looks at accident problems , caused by today's changing labor market (Malo). 10:27-30. What to expect from your insurance com-' pauy (Tapfar). 12:77-80. INTRINSIC SAFETY Intrinsic safety in the petroleum industry (Axe). 19:12-14. INVENTIONS An anthology of insignificant incidents of international significance (Nesmith). 13:' . 19-23. Isaac, Marnrethe G. Safety education and EKNE. 23:96-97. J Jamison, W. B. Fire protection and fire fighting in coal mines. 7:5-15. . Jennings, Edwin F. Union's outlook on firemen's safety. 8:6164. JOB SHOPS Safety in the small plastics plant (Donibach). 11:28-30, Johnson, A. AT. Highway emergency communications and services. 24:38-104. Johnson, Duane Seed A case study analysis of motorcycle' .acci dents in three Illinois' counties 28:114- Johnson, Marvin 3. Coping with visibility hazards in mobile equipment 18:37-4L Johnson, Orville An educator's views on the indoctrination and training of workmen for the coal min ing industry. 7:26-28. Johnson, W. G. Farewell remarks. 1:23., Johnston, Lydia and Swope, Mary Ruth New directions in home economics. 6:12-14. JUDGES The capacity of the traffic Judge to influence resnect for law (Sharp), 24:56-60. K Edtmykow, Andrew Impact of the Model Cities program on con struction safety--an insurance view. 8:28- . 3L Karkoska, Edward Blast security at Erie Mining Company, IS: 47-49. Sasey, Elisabeth Alcohol and home accidents. 28:5-8. 67 1968 National Safety Congress Keith, Charles W. Passenger and truck fleet safety. 10:35-36. Kidd, Edwin A. Research--vital to the forging process. IT: 6-UU Labor safety sessions: 13:5-39. A psychologist looks at accident problems caused by today's changing labor market (Halo). 10:27-30. What's bugging you? A panel discussion (Gold, moderator). 13:33-39. Kiepoar, Alan E. LABOR CONFERENCE. See NSC-- Safety in an all America city. 8:101-103. OFFICERS--CONFERENCES AND COMMITTEES Kinneberg, D. A. .Safe handling of molten copper. 15:13-15. Kinxie, Marion D,, Bee Beehafer, Roger W,, TABOR UNIONS An international union's accident prevention program (Gleason). 13:5-9. etc. A local union safety program (Kvntxman). Kirk, tformtm J. 13:30-32. Union outlook on firemen's safety (Jen How well do you know packinghouse safety? nings). 8:61-64. 10:82. LABOR UNIONS--AUXILIARIES Kope, CL T. Bee Cottrell, Joe, "Report of Products, procedures and performance workshop discussion groups." 17:37-40. (Mills). 13:26-30. Kovach. John, Br. Safety at KMC Corporation, mind and proc essing plant. Green Elver, Wyoming. T: 28-3L Knots, Dm Hotocraft external load operations in the construction industry. 8:34. Kraust, Jack The General Motors Proving Ground flat tire simulator--a driver education aid. 23: 48-81. Kneed, Franklin St. Facets of police safi Krite, JT. Holland The state approachb to pc^^HEial safety and health. 12:393--4433. Knotten, Harvey M. Safety Inspections of highway maintenance storage buildings, shops and garages. 8: 76-79. Kuhns, G. F. Fleet safety training. 8:98-99. Kulick, William Applications of psychology to driver and traffic safety education. 23:36-43. Kuntmem, Lola A local union safety program. 13:39-32. I LANGUAGE BARRIERS A psychologist looks at accident problems caused by today's changing labor market (Malo). 10:28, 29. Largent, B. J, Industrial hygiene considerations when han dling non-ferrous molten metals (sum mary). 15:15. Lascoe, Raymond How police agencies may benefit from NSC membership. 8:68-60. LASERS AND MASERS The amazing laser (new tool in construction Industry) (Bliney). 8:38-42. Laser beam precautions (and uses) (Mc Cullough). 13:15-18. Occupational medicine in the electronics- and electrical industry (Tebrock). 9:7; same, 18:7. Practical examples of using lasers In the (military) field (Starkey). 8:43-44. Safety considerations in using, laser guid ance beams with boring equipment (a summary. (Bam). 18:8-9. Lashbough, Bill. See Cottrell, Joe, "Report of workshop discussion groups." 1T:37-40. Latham, Howard 8. Rollover protective systems for heavy-duty off-highway earthmoving equipment 18: 50-63. Law, Mervin H. Hotocraft external load operations in the construction industry. 8:38-37. LABELING Product liability--precautionary labeling of petroleum products (Dooley). 19:7-12. LABOR . Federal Occupational Safety and Health Act of 1968 (Peterson). .13:23-27. How to cope with accident problems caused by todays changing labor market (Buster). 10:31. The Labor Conference safety awards (ConneUey). 13:10-13. The labor safety awards program (Dillon). 18:9-10. Lawlor, John D. DDC graduates reach first pillion. 1:25-26. LAWS, ATTITUDES TOWARD The capacity of the traffic Judge'to influence respect for law (Sharp). 24:56-60. Disrespect for the law: the' common denomi nator for reckless driving and rioting (McIntyre). 24:44-46. Judicial aspects (Berg). 24:49-50. Yesterday, today, and tomorrow: a police man's view of the evolution of law and order In the United States (DeminaJ. 2*-. 47-49. 68 General Index of All Volumes LAWYEB8' VIEWPOINT Accident investigation -- a weak link in (transit) safety chain that should be strengthened (Stephens). 17:41-46. Loft, Bernard I. New developments in safety in higher edu cation for traffic safely specialists. 3: 65-67. X.EADEBSHIP LOSS CONTEOL Development of a better machine operator (or supervisor, or leader) (Stanley). 3:1113. Back to the most important aspect of man agement involvement (Domangue). 12:112- Leahy, Maurice F. Bastc causes of Industrial loeses (De Brabander). 25:21-27. , Guarding machinery. 10:33-35. Lederer, Jerome Now and ahead in aviation. 2:26. C &. NW train accident program (Waugh). 22:18-20. Casualty control--a new approach (Preisser). 22:10-14; and (Patrick) 22:15-18.. ` Legge, B. J. Physical and vocational rehabilitation in Ontario. 21:17-22, LEGISLATION MlcU^'8 safety renaissance (Beaumont). Communicating -- educating -- motivating: tools for total accident control (Germain). 12:118-122. Contractor-oil company relationship (Dod son). 19:21-34. Controlling accidents Involving companyoperated vehicles (Ward). 4:14-19. See also HIGHWAYS A 8TBKET8-- HIGHWAY SAFETY ACT;. OCCUPATIONAL HEALTH AND SAFETY ACT , , The dollar, the man, and the woman (Bat# ' Her). 10:34-25. Loss control in the electronics and electrical equipment industries OSaatman). 9:19-23. Management safety philosophy and objec tives (Button). 12:110-111 Lehr, Eugene L. and Marland, Richard R. Alcohol and accidents: nubile health educa tion. 0:31-33; same, 24:90-92; same, 28: 25-27. W Responsibility, authority and accountability (Bowman). 25:15-12. Textile plants during civil disturbances (Pox). 28:20-21. Leininger, William J. Total accident control on the Job (Wilkin son). 12:113-118. A cost-effectiveness approach to allocating the Industrial safety budget. 12:59-67. Total accident loss control at Lukens Steel-- Introduction (Pyle). 12:110. . . Lema, Joseph S. Implementing highway safety -- a view of progress by dues. 24:22-24. What to expect from your Insurance com pany (Tapfar). 12:77-80. Lumpkin, W. J. Leake, Reinhold S. EffecUve mine safety through organization. A live wire show to keep you alive a demon stration. 20:34-36. 18:24-26. LUNAR MISSION LIABILITY The safety man's liability (Poust) 25:7-10. LIFE FKESEBVEBS, LTTE JACKETS Lifesaving device demonstration (Greene). 2.7:7-14. Safety In the lunar mission: the launch (Atkin*). 2:13-16. Lunsford, B. R. How I sell safety to my employees. 15:5-8. Lutnets, Magnus P. Work vesta--safety or false security? fHonson). 8:19-13. Invocation at the National Safety Congress banquet. 1:32. LIGHT WATER Fire protection aboard U.S. Navy ships (Darwin and McCann). 14:16, 18. Me , McCann, J. R,, presiding LIGHTNING Grain Handlers Division, round table. 10: Blasting aeddents--causes and precautions 26-27. (Saunders). 18:42-43. McCann, Robert B,, and Darwin, Robert L. Lingo, Paul C. Fir8-protection aboard U.S. Navy ships. 14: Transportation, storage, and use of oxygen and acetylene underground. 7:15-18. LIQUEFIED GASES, See GASES McCormick, W. T. Atmospheric sampling. 11:31-33. XAttreU, J. D., See Cottrell, Joe, "Report of McCullough, William workshop discussion groups." 17:37-40. Laser beam nrecautions. 13:16-18. Lock-out systems Guarding machinery (Leahy). 10:34-35. Safer food machine design (Barenklau). 10: McIntyre, Donald M. Disrespect for the law: the common denomi nator for reckless driving and rioting. 24: 44-46. 69 ,,Voiionat Safety t ongress M'l/Caif Qum U P>pln lAM. problem ind promise for safety. IS: UnXeliy. T V Th missing lfn*|j. 80:7-10. McXImlay, Richard J. So<mraee sociological perspectl ea on accident research. 23:44-48. McKotky, Theodore 8. Opening remarks and report of year's activi ties of the Construction Section.- 8:5. M Maatman, Gerald L. Loss control in the electronics and electrical equipment industries. 9:13-22. Mackey, M. Cecil Address (at traffic kickoff luncheon). 24: MANUALS The dollar, the man, and the woman (Bat tier). 10:24-25. Safer machine design: the design engineer ing viewpoint (Marquette). 10:22. Safety aboard General Agency Agreement ships (Queen). 14:21, 22. MARINE INDUSTRY Continental shelf safety program (Ballberg). 14:39-41. Fire protection aboard U. S. Navy ships (Darwin and McCann). 14:13-18. Identifying product hazards, past, present and future (Bedford). 14:8-12 Portable tank containers. Part L (Brown) 14:33-26: Part IX (Montgomery) 14:36- A review of marine casualties 1968 (Barrow). 14:22-32 Safety aboard General Agency Agreement ships (Queen). 14:19-22 Safe^is just common sense (Byron). 14: MACHINES Guarding machinery {Leahy). 10:33-35. Rollover protective systems for heavy-duty off-highway earthmovlng equipment (Lat ham). 16:50-53. Safe bench press and riveting operations (Gagliardi). 3:19-21 Safer food machine design (Barenklau). io: 15-13. Safer machine design: the design engineer ing viewpoint (Marquette). 10:13-23.' The 3 It's of press reliability and safety (Zeitenga). 8:14-18.' What the Construction Industry Manufac turers Association is doing la equipment safety (Burks). 8:16-20. Madsen, Bruce B. Evaluating highway safety programs--coun ty progress.' 24:13-21. Mato. A. a. A' psychologist, looks at accident problems caused by today (hanging labor market. IO 17 30, HAHAOEHENT Baste principles of management as related u ml"tf t>c<.*ranssiog tHeydnck), 8:13- Bows#totyu' otnstgteeani^eloet n hsu* t2o6.worry about ' *It aM*I cost conscious? (Hopkins). "snar t*>i<lnehrin---' you better believe the motivators (Berrigan). 25: Kswunsibility authority g^d. accountability (Woumami 3 10-12. Safe work procedure--a growing responsi bility ol management (Bheffcr). 15:16-13. MANHOLES A/ay* *0*2#-^7UEKlnR &' ^ Hfe Baver Mmm. William A. Di9fffitcu11lt-iIeKs in changing human behavior. See also STEVEDORING MARINE SECTION. NSC The chartered course (activities,. effective ness of) (Buxton). 14:6-8. Officers and committees, 1368-69. 14:43-46. Sessions. 14:6-41. Marland, Bichard E. and Lehr, Eugene L. Alcohol and accidents: public health educa tion. 6:31-33; same, 24:90-92; same, 28: Marquette, J. W. Safer machine design: the design engineer ing viewpoint 10:19-23. Marshall, Bobert L. The responsibility of colleges and' univer sities to meet highway safety manpower and training needs. 24:67-70. School environmental safety -- student dis turbances. 23:60-65. MASERS, See LASERS AND MASERS Mastromatteo, Ernest A summary of occupational health aspects in mining operations. 16:27-32 MATERIAL HANDLING Hi-lift safety (Oliver). 10:37-39. ' Safety in the small plastics plant (Dombach). 11:28-30. The way the chips fall--a scientific approach to glass'handlers' protection (Desteja.no). 11:16-23. See also CRANES: MOLTEN METALS: STEVEDORING INDUSTRY MEAT PACKING, ETC. Ammonia refrigerating systems safety (Neff). 70:39-40. Guarding machinery (Leahy). 70:33-35. How well do you know packinghouse safety (Kirk). 70:32 MEAT PACKING. TANNING A LEATHER PRODUCTS SECTION, NSC Officers and committees. 1968-69. 10:47-48. Sessions. 10:32-42 70 General Index of All Vohtmes MEDICAL ASPECTS The electrical hazards of medical Instru mentation and their prevention (Stanley). . #-.13-18. An integrated approach to occupational health management (Tobin). S:32-35; same, 18:35-38. laser beam precautions tMcCuBough). 13: "IQ MEETINGS A suggested mill safety program. 21:11-13. MeiHer, Donald, See Gestelakd, Borman MENTALLY HANDICAPPED, Sect HANDICAPS METAX FATIGUE A review of marine casualties 1968 (Barrow); 14:23-30. METAL INDUSTRIES How I sell safety to my employees (Laneford). 15:5-8. Industrial hygiene considerations when han dling non-ferrous molten metals (Largest) (summary). 15:15. Sale handling of molten aluminum (Fisher). 15:8-12. Safe handling of molten copper (Kbmebera). 15:13-15. Safe work procedure--a growing responsi bility of management (Sheffer). 15:16-19. See also MINING; METALS; BARE BARTHS METALS SECTION. NSC' Officers and committees, 1968-69. 15:20-22. Sessions. 15:5-19. Meyers, John . Drugs effect on safety. 6:45-46. Miller, B. Gene Remarks (from the new general manager for programs National Safety Council). 1: 24. Mias, Alice C. Products, procedures, and performance. 13; 27-30. MINING Blasting accidents--causes and precautions (Bounders). 16:41-46^ Community solutions to hazards in inactive mines (Austin). 16:34-37. Continental shelf safety program (BaOberg). . 14:39-41 Mkhtgan's safety renaissance (Beaumont). People: problem and promise for safety (McKay). 16:18-24. Preventing Quarry rock fells (BeUiveau). 4: Ventflation needs for safe use of diesel equipment underground (BoUs). 18:3-18. 'Why. when, and how to seal abandoned workings rather than ventilate (Frtuley). 7:21-22. MINING, COAL, See COAL HUONG MINING, METAL Community stability (Hnktakt). 1&-H&-Z1. Coping with visibility hazards in mobile equipment (Johnson). 18:37-11. Effective mine safety through organization (Leske). 16:2X26. Production (MoolicJc). IB-TS-ZL MINING SECTION, NSC Officers and committees, 1968-69. 16:55-57. Sessions. 16:8-53. MINING. XACONITK Blast security at Brie Mining Company (Karkoska). 16:47-49. MINING, TROKA Safety at FMC Corporation. mine and proc essing plant. Green River, Wyoming (Ko vach). 7:28-31. MODEL CITIES PROGRAM (Boons). 8:21-24; Labor approach (Reed). 8:34-2"8: Mana._gement v..ie..w..point .(Hcdvor- son). 8:27-28: insurance vviewpoint fHcl- mybow). 8:28-31. Jt *1/r MOLTEN METALS Industrial hygiene considerations when han dling non-ferrous molten metals (sum mary) (Largest). 15:15. Safe handling of molten aluminum (Fisher). 15:8-12. Safe handling of molten copper (Khmeberg). 15:13-15. Mongeon, Edmm&d J. Water survival for sportsmen. 27:5-6. Monsalvatage, Bay Safety--the link that strengthens perform ance. 17:13-13. Montgomery, G. B. The most important word in safety. 3:5-8. Montgomery,, Richard V. Can you stop? 5:39-40. Montgomery, W. A. Portable tank containers. Part XX. 14:36-38. Mooliek, Richard. T. Production (copper mining). 18:22-24. Safety considerations in. ngfntr tmid- ance beams with boring equipment (a sum mary) (Bam). 16:8-9. Safety . training of the unskilled miner' (Wadsworth). -36:6-8. A summary of occupational health aspects is mining operations (Mastromatteo). 18:2733. Transportation, storage, and use of oxygen . and acetylene underground (Lingo). 7:15- Moons, George Impact of the Model Cities program on con struction safety (opening remarks). 8:202L Moore, J. A. The use of signs, cones, and barricades on high speed highways and streets. 8:72-73. Morgan, Bemby Tahres of state-owned rdnnriator*. 23:33-34. 1968 National Safety Congress Morrison; W. L. Boating safety. 2?:15-18. Mart, Eleanor 3. The nurse and chemical plant safety. 0:2423; same. 18:27-31. MOTIVATION Basic principles of management ss related to safety programming (Beydrick). 8:1516L Face to face communications (Fletcher). 21: 22-28. Motivating the motivators (BerHganJ. 25: 27-30.. People: problem and promise for safety (McKay). 18:18-24 MOTOR TRANSPORTATION Sessions. 17:5-59. MOTOR VEHICLE INDUSTRY How I sell safety to my employees iLwtelord). 15:5-8. Making the plant environment pay (Bobin3on). 11:10-13. MOTOR VEHICLES Accident investigation--a weak link in the (transit) safety chain that should be strengthened (Stephana). 17:41-46. Can yon stop? (anhydrous ammonia equip ment) (Montgomery). 5:39-40. Federal government progress in evaluating highway safety programs (Brenner). 24-: N Nader, Ralph Occupational hazard*--making the invisible visible. 13:13-15. NATIONAL SAFETY COUNCIL-- ANNUAL REPORT President's report (Pyle). 1:2S-3L NATIONAL SAFETY COUNCILCONGRESS * EXPOSITION Annual meeting: DDC graduates reach first million (Lawlor). 1:25-26; Farewell re marks (Johnson). 1:23; Invocation (Hon- , dras). 1:20; Minutes of the Annual Council meeting fCftampHn). 1:21-22; President's report (Pyle). 1:29-Sl; Remarks (Miller). 1:24: Youth representative talk--Be safe, communicate (Bowman). 1:27-28. Congress banquet: Banquet activities sum mary. 1:33; Featured speaker Art Buchwald. i:33; Invocation (Lutness). 1:32; Trustees awards. 1:33. Exhibitors: List of. 1:35-52. Future congress dates, years 19SK1973, ap pear at front of each volume of the. Trans actions. * Theme for 1968 Congress. 1:2L NATIONAL SAFETY COUNCILFEDERAL PROGRAMS, SUPPORT FOB Federal Occupational Safety and Health.Act of 1968 (Peterson). 13:23-25. Occupational hazards--making the invisible visible (Nader). 13:15. Research--vital to the forging process (Oi developing the links to motor vehicle safetyfTS&W). 17:5-11. See also CONSTRUCTION INDUSTRY: FLEETS; TRUCKS; TRUCK-INDUSTRIAL NATIONAL SAFETY COUNCIL-- MEMBERSHIP How police agencies may benefit from NSC membership (Laacoe). 8:68-60. MOTOR VEHICLES--COLOR How to drive and survive (Buck). 8:47. NATIONAL SAFETY COUNCIL--OFFICERS Officers. 1968-69. 1:4-5; Board of Directors, 1968-69. 1:9-19; Trustees, 1968-69. 1:6-8. MOTOR VEHICLES--DESIGN Vision and its effects (Wolfberg). 24:53. MOTOR VEHICLES--MOTORCYCLES A case study analysis of motorcycle acci dents in three Illinois counties (Johnson): 28:114-US. , NATIONAL SAFETY COUNCILOFFICERS--CONFERENCES AND COMMITTEES, 1968-69 Associations Committee, members. 12:125126. Farm Conference, members of. 6:47-48. Demographic variables for fatal and nonfatal motorcycle accidents: a five year study (Tack). 23:119-122. Federal- government progress in evaluating highwayssafety programs (Brenner). 24:' 10-11. MOTOR VEHICLES--SNOWMOBILES Snowmobile safety (Bethrington). 27:18-19. Home Conference, members of. 8:41-42. Industrial Conference; officers and commit tees. 12:123-124 Labor Conference, consolidated report on activities (Connelley). 13:5. Labor Conference, officers and committees. 13:41-42. , Labor Conference, safety awards (Connel ley). 13:10-13. MOTOR VEHICLES--STOPPING DISTANCES PMsen|M^ and truck fleet safety (Keith). ... labor (Conference) safety awards-program (Dillon). 13:9-10. . Motor Transportation Conference, officers and committees. 17:60-61. Murdock, Roger E. The nuts and bolts of traffic supervision-- large city approach. 24:32-35. Public Safety Conference, officers and committees. 27;SS; Sessions. 27:5-25. Religious Leaders, Conference for. members of. 6:49-50. Murphy, Anne J. Prevention requires tesapork. 5:29-31; same, 18:32-34 Murray, William R. ' School and College Conference, Sections, and Committees, officers of. 23:135-138. Traffli conference, members of the executive committee. 24:110. Women's Conference, members of. 6:51-53. Safety in manufacture and' flight testing of rotary wing aircraft 2:10-13. Youth Activities Conference, members of. 6: 72 . General Index of All Volumes NATIONAL SAFETY COUNCIL-- OFFICKBS--RETIRING uvvurAi.Aur(jgui Jtti&AJjTii ANV SAFETY ACT Farewell remarks (Johnson), t :23.. NATIONAL SAFETY (KIUNCIL--PROGRAMS President's report (an eight point continua tion of efforts) (Pyle). i :30. NATION'All SAFETY COUNCIL-- TBAEiOfG COURSES (HOME STUDY) Consolidated report on labor Conference activities (Donnelley). 13:5. Federal Occupational Safety and Health Act of 1968 (Peterson). 13:23-27. An international union's accident prevention program (Gleason). 13:6, 8. Occupational hazards--making the invisible viable (Nader). 13:15. Safe work procedure--a growing responsi bility of management (Shelter). 15:18-19. What's bugging you? A panel discussion (Gold, moderator). 18:33-34, 8ft 37-38. NATIONAL SAFETY COUNCIL-- WHAT IT IS Farewell remarks {Johnson). 1:23. OCCUPATIONAL HEALTH HAZARDS Hazards of hydrogen sulfide (Williams). 21: 29-3L Neff. F. P. ' A hydrogen sulfide explosion (Wahlstrom). Ammonia refrigerating systems safety. 10: 89-40. Laser beam precautions (McCullough). 13: 15-18. Nelson, Marvin W. Loss control in the electronics and electrical The mechanics of back pain. 4:4-8. equipment industries (Maatman). :20-ZL Nesmith, Dwight Alvin . An anthology of insignificant incidents of international significance. 13:19-23. "NEST"--NEW EMPLOYEE SAFETY TRAINING Occupational hazards--making the invisible visible (Nader). 13:13-15. See also BACK PROBLEMS; CHEMICALS; ELECTRICAL SHOCK: EYE HEALTH; FATIGUE: GASES; HANDICAPS; HEAT; BADIAXION Stn>erv1sory programmed Instruction OCCUPATIONAL HEALTH NURSING NEWSPAPERS. See FEINTING AND PUBLISHING ESDU8TRY Eye care, do you? (CipoXta). 18:19-22, The nurse and chemical plant safety (Mart). 5:24-28; same, 18:27-31. Nohl, Frederick Criteria toe selecting safety teaching aids. 23:97-9& The nurse's role in an eye safety program (Bumble). 18:23-26. Prevention requires teamwork (Murphy). 5: 29-31; 18:32-34. NOISE Questions, answers following talks on safer food machine design--use of nylon covered tables Idea, 10:25. * The role of the Industrial nurse In the elec tronics and electrical equipment industry (Tuohey). :10-12; same, 18:10-12. OCCUPATIONAL MEDICINE NURSES. See OCCUPATIONAL HEALTH NUBBING Occupational medicine in the electronics, and electrical industry (Tebrock). :6-10; same, 18:5-10. o O'Donnell, J. JL OCCUPATIONAL HEALTH AND SAFETY Ground safety: the developmental years. 2: 23-25. Government's role in occupational safety and health (Gidel). 12:83-85. Heat--cold facts on how to beat it, & demon stration (Hazard). 11:18-15. How good is your water? (Hills). at :28-27. OFF THE JOB Case cost studies (Bhutt). 13:88-9L Community's concern!--you bet, baby (Pol lard). 12:85-87. Industrial hygiene considerations when han . Employees' children's contests (Harris). 12: dling non-ferrous molten metals (sum mary) (Largent). 15:15. The industry and association responsibility for occupational safety and health (BoyIon). 12:36-39. Management's concern -- you better believe it! (Baer). 12:81-84. Off the Job accidents: are there no solu tions? (Prod). 3:84-88. An integrated approach to occupational health management (Tobin). 3:22-35; same, 18:35-38. Making the plant environment pay (Bobinson). 11:19-13. Pre-holiday traffic campaign (Holtzavple). 12:87-88. Offer, Sduxsrd V. Plan for rescue. 20:28-29. Mlchij^n'a safety renaissance (Beaumont). Oglesbay, Floyd The stkte approach to occupational safety and health (Krite). 12:8943. A summary of occupational health impact* in mining operations (MastromaUeo). 19: 27-83. The way the chips *11--a scientific approach to glass handlers' protection (Destejano). 11:16-38. Home fire safety, a demonstration. 8:41-44. OIL--HYDRAULIC Titan II launch facility accident briefing (Swain). 8:7-10. OIL--SPILLS i A review of marine casualties 1968 (Barrow), 14:27-28. n 1968 National Safety Congress Oliver, James Metatarsal protection (Holmes). 12:70-78. Hi-llft safety. 10:87-39. Opfer, Arthur A. involving parents In driver education. 2S-: 80-88. The new USA standard Z41.1 1967: men's safety toe footwear (Wyman). 12:68-70. Respiratory protection for operations and rescue work (Holbrook). 8:21-23. Safe handling of molten aluminum (Fisher). 15:9. P Transportation, storage, and use of oxygen and acetylene underground (in mines) (Lingo). 7:18. PAPES INDUSTRY An alternate system of measuring injury experience (Mammock). 21:14-17. Face to face communications (Fletcher). 21: 22-26. . The way the chips fall--a scientific approach to glass handlers' protection (Destejmo). 11:16-23. Why fire retardant cotton (Grano). 8:11-33. See also UCFE PRESERVERS The Filer mill safety program (Stubbs). 21: 6*8. Hazards of hydrogen sulfide (Williams). 21: 29-311 Peterson, Esther Federal Occupational Safety and Health Act Of 1368. 13:23-27. How good is your water? (EUis). 21:26-27. AJiyjbij|jen sulfide explosion' (Wahlstrom). education course (Robertson). 21: ; same, 28:13-19. PETROLEUM INDUSTRY Contractor-oil 'company relationship (Dod son). 19:21-24. Ha24n-d2lRing, LUG emergencies (Adeems): is; . A suggested mill safety program. 21:9-14, Parrish, O. G., See Cottrell, -Joe, "Report of workshop discussion groups." 17:37-40. Hazards of add and alkali deanlng (Hailey). 19:14-20. Intrinsic safety in the petroleum industry (Axe). 19:12-14. Patrick, K. L. Casualty control--ft new approach. 22:15-18. Mutual aid councils (Hoff). 12:100-103. Product liability--precautionary labeling of petroleum products (Dooley). 19:7-12. PEDESTRIAN8 _ Respiratory protection for operations and Adult education about alcohol and safety wRicescua work (Holbrook). 8:21-23. (WoRstV. 8:37-39: same, 24:97; same, SfiS: Ston^ud transportation of LUG (Dyer). PEDESTRIAN8--CHILDREN Make the safety bait attractive (Gerard). 27:18-19. PERCEPTION A classroom visual perception program for beginning motorists (Streeter). 23:123-125. Make observation pay off (Wood). 11:5-9. PeUegrtno, A. W. Safe operation of heavy equipment 20:23-24. Penterman, Donald G. Better communications for emergesdes on the road. 24:106-109. PERFORMANCE STANDARDS IN SAFETY Getting people involved (Rougas). 22:30-31. Safety--the link that strengthens perform ance (Monsalvatage). 17:12-13. Perkins, Glen D. Ha6-w8. to make an industrial safety film. 10: PERSONA!, PROTECTIVE EQUIPMENT Casualty control--a new approach (Patrick). 22:16-17. Development of clothing for protection from .* thermal hazards (Behnke). 5:13-16 . Getting people involved (Rougas). 22:29-31. Handling liquefied natural gas emergendes (Adams). 19:24-25. . A hard hat affair, a demonstration (Brown). 20:36-37. Lifesaving device demonstration- (Greene). 27:7-14. PETROLEUM INDUSTRY--OIL SPILLS A review of marine casualties 1963 (Barrow). 14:27-28. PETROLEUM INDUSTRY--PIPELINES Transportation of hazardous materials in the petroleum Industry (Caldwell). 19:4-5. PETROLEUM SECTION, NSC Officers and committees, 1963-69. 19:29-30. Sessions. 19:4-28. Petty, Dadd T. Injuries to the forepart of the foot 12:74- PAiffipj, John' ^ Opening remarks (Division of Streets and Highways). 8:71-72. PHOTOGRAPHY--USE IN ACCIDENT INVESTIGATION Accident investigation--a weak link in the safety chain that should be strengthened (Stephens). 17:44-45. Accident reporting link (Athey and Rivard). Driver responsibilities (Prutsman). 17:5657. PHYSICAL EDUCATION AND ATHLETICS New developments in safety in higher edu cation for physical education and athletic . directors (Tost). 23:67-72. PHYSICAL EXAMINATIONS The mechanics of back pain (Nelson). 4:6. What's bugging you? Panel discussion. (Gold, moderator). 13:36-87. 74 General Index of All Volumes PLANT ENVIRONMENT Atmospheric sampling {McCormick). 11:3133. Heat--cold facts cm how to beat It, a demon stration (Eaxtrd). -111:13-15. Making the^bmt environment pay (Robin- SIAM? GUARDS--FUNCTIONS Basic causes of industrial losses {De Brabander) 6:23-21 'SIAM'S SECURITY BSD PROTECTION Basic causes of industrial losses (De Brabander) 6:21-27. Bmei|;ency brigade--planning (Bckert). it: Textile plants during civil disturbances (Fox). 5:20-21. See also dm. DISTURBANCES; KMEKGENCXKS PLASTICS INDUSTRY , A local union .safety program pkuntxman). 18:32. Safety in the small plastics plant (Doraback). 11:23-30. pneumoconiosis Occupational hazards--malting the Invisible risible (Nader). 1*33-15. A summary of occupational health aspects in mining operations (Mastromatteo). is: 28-30. POEMS From Helen Keller's "The World I live In" --on use of eyes. 18:23 POLICE Facets of police safety (Sreml). 8:57-58. How police agencies may benefit from NSC membership (Lascoe). 8:58-80. Let's look into the future in police safety (Bayes). 8:89-9% Problems of1 keeping standard safety records (Hughes). 8:88-88. Yesterday,, today, and tomorrow: a police man's view of the evolution of law and order in the United States (Denting). 4: 47-43. POLICE TRAFFIC SUPERVISION, NUTS AND BOLTS OF Introductory remarks (Ftvn&j). 24:25-28. Small city approach (Chamberlain). 4:28- Trafflc or people congestion? City approach (Jgleburger). 24:23-31. Large city approach (Murdoch). 4:32-35. State highway patrol (ShadtoeU). 24:35-37. State approach (Vermtk). 4:38^R State governor's office of h|||Kr safety planning (Bnje). 2*:40-44jHBT Bollard, :Merritt Community's concern!--you bet, baby. 12: 35-87. POLYMERISATION Sizing relief area for polymerization reactors (Bogle). 8:5-10. Poust, John ft The safety mao's liability. 28:7-10. POWER PRESS AND FORGING SECTION, Officers and committees, 1968-89. 8:34-25. Sessions. S:3-2L ' POWER PRESSES Development of a better machine operator (Stanley). 8:11-13. A local union safety program (Kunteman). 78:32. More permanent controls (Batsman). 8:9- Safe bench press and riveting operations (Gagttardi). 8:19-21. The 8 R'sof press reliability and safety (SeOenga.) 8:14-13. See also INJECTION MOLDING Pratt, Leonard C. How safe are double Insulated electric tools? 1:5-7. prayers Invocation at the annual council meeting (Bondras): 1 :& Invocation at the National Safety Congress banquet (Lutxess;. 1:8% Bred, Gordon D. Off the job accidents: are there no solu tions? 8:84-88. PREDICTIONS Research in prediction and prevention of Industrial accidents (Ferguson and Daschbach). 12:57-58. Ptxisser, 7. L. Casualty control--a. new approach. 22:10-14. PRINTING AND PUBLISHING INDUSTRY Is your company coat conscious? (Bopkins). 21:89-41 Safety program In a medium-size newspaper (Denny l. 1:47-43. Supervisory saf< (Jntsick). 21:' instruction What thesafety inspector looks for fficMHoj. PRINTING AND PUBLISHING SECTION, NSC Officers and committees, 1963-69. 21:53-54. Sessions. 21:39-49. Proctor, John JL Rotocraft- external load operations In the construction industry. 8:35-36. PRODUCT SAFETY Loss control In the electronics and electrical equipment Industries (Boatman). :2L The National Commission on Product Safety (White). 12:103-106; same, Product liability--precautionary labeling of petroleum products (Dooley). 79:7.-12. Product*, procedures and performance (MiBs). 18:27-39 Safer food machine design (Barchkhm). 70: 15-19 Safer machine design: the design engineer ing viewpoint (Marguette). 10:19-29 75 1968 National Safety Congress Safety and the consumer (Whitaker), 12: 106-109: same, 28:37-40. Union outlook on firemen's safety (Jen nings). 8:61-64. Safety--the absolute requirement (Brosdew). 20:6. Textile product safety (Busk). 26:31-34. The use of signs, cones, and barricades on hbj'b s^eed highways and streets (Moore). The S E'a of press reliability and safety (Zeiienga). 3:14-18. PROGRAMMED INSTRUCTION Supervisory safety--programmed Instruction (Itnsick). 21:42-46. Pmtsman.J. W. Driver responalb111ties. T3!':63-57. PSYCHOLOGICAL ASPECTS Applications of psychology to driver and traffic safely education (Kullck). 28:8643. The five types of unsafe acts and hoir to control them (Bussemer). *;78-83. How good a safety-man were you five years ago? (Fessenden). 10:13-15. Learning to have accidents (Altman). 12: 44-57, Hake observation pay off (Wood). 11:5-9. PUBLIC HEALTH Alcohol and accidents: public health educa tions (Marland and, Lehr). 6:31-83; same, 24:96-92; same, 28:25-27. PUBLIC RELATIONS Community stability (mine safety) (BiAtala). 16:26-27. Controlling accidents Involving company-op erated vehicles (Ward). 4:19. PUBLIC SAFES'! Blast security at Erie Mining Company (Karkoeke). 16:49. Ksynote address (railroad safety progress, past and present) (Biaggini). 22:8-9. Make the safety bait attractive (Gerard). 22:18-19; Mtehtgan'* safety renaissance (Beaumont). People: problem and promise for safety (McKay). 18:18-24. See ala* SPORTS: WATER SAFETY A psychologist looks at accident problems caused by today's changing labor market . (Male). 10:27-30. See also HUMAN FACTORS PUBLIC EDUCATION . Adult education about alcohol and safety (Waller). 24:96-93; same, 28:81-83. Evaluation of effects of educational and mass communication techniques (Baskins). 8:18-31; same, 24:77-90; same, 28:12-25. PUBLIC EMPLOYEE SECTION, NSC Officers and committees, 1968-69. 8:112-114. . Sessions. 8:46-107. PUBLIC SUPPORT Federal Occupational Safety and Health Act* of 1968 (Peterson). 13:23-27. PUBLIC UTILITIES At grade sewer plugging a real life saver (TrUty). 26:26-27. EHV lines engineered for safe-efficient maintenance (Anderson). 20:29-33. Fire protection for an LUG plant with lnground storage (Wesson and Sliepcevich). 20:17-22. The hard hat affair, a demonstration (Broom). 20:36-37. Th^ liquefaction of natural gas (Bandore). PUBLIC EMPLOYEE SECTION, NSC-- POLICE DIVISION How police agencies may benefit from NSC membership (Laecoe). 8:58-60. PUBLIC EMPLOYEE SECTION, NSC-- STREET, ROAD AND HIGHWAY DIVISION Opening remarks (AUhouse). 8:93. PUBLIC EMPLOYEES Building safety Into your training program (Forbes). 8:74-76. Employee safety during emergencies (high way maintenance) (Fulkerson). 8:94-97, Facets of police safety (Kreml). 8:57-58. Plan for rescue (Offer). 20:28-29... Progress In gas Industry safety--past, pres. ent, and future (Travis). 20:10-12. Safe operation of heavy equipment (Pelle grino). 20:23-24. Safety In water works vehicle operation (Emery). 20:24-25. Safety--die absolute requirement (Brandow). 20:5-7. PUBLIC UTILITIES SECTION. NSC Officers and committees, 1968-69. 20:39-41 Sessions: 20:5-37. Fleet safety and fleet contests (Webb). 8: 97-98. Meet safety training (Kahns). 8:98-99. PUBLIC WELFARE A recent development for urban homemakers (Tagitda).' 6:16-12. Highway safety: today and tomorrow (Crit tenden). 8:103-107. Safety management in public welfare insti tutions (summary) (Gordon and Evans). How police agencies may benefit from NSC membership (Lascoe). 8:68-60. 8:66-57. The municipalities look at safety "for fire PUBLICATIONS--See EMPLOYEES-- men (Volkamer). 8:67-7L PUBLICATIONS: MANUALS: PRINTING Opening remarks (Division of Streets and* AND PUBLISHING INDUSTRY Highways). (Phillips). 8:71-72. Safety In an all America city (Kiepper). 8: PULP AND PAPER SECTION, NSC 101-103. Officers and committees, 1968-69. 21:51-52. Safety inspections of highway maintenance Sessions; 21:5-88. storage buildings, shops and garages (Kitester). 8:76-73. PULP INDUSTRY, See PAPER INDUSTRY General Index of All Volumes Pyle, Howard Mr. Pyle, President, presided at the 1368 Annual Council Meeting of National Safety Council. -1:21-22. President's report. 1:29-81. Total accident loss control at Lakens Steel-- Introduction. 12:110. Bedford, Mordaunt P. Identifying product hazards, past, present and future. 14:9-12. Reede, W. Verne Impact of the Model Cities program on con struction safety--labor viewpoint. 8:24-26. 9 Qnans, Laurence Why not teach people to drink and drive? <6:34-37; same, 24:93-96; same, 28:28-21. QtJABMEES, See CEMENT, QUABBY AND MINKBAI. AGGREGATES Queen, Norman L. Safety aboard General Agency Agreement ships. 14:19-22. QUOTATIONS Early morning sessions (human engineering) (Robert). 26:5-29. R RADAB, USE OF . A review of marine casualties 1368 (Borrow^ . 14:28-29. RADIATION Development of clothing for protection from thermal hazards (Behnke). 8:13-16. Meat--odd facts on how to beat it, a demon stration (Hazard). 11:13-15. Occupational medicine in the electronics and electrical industry (Tebrock). 8:8-10: same, 18:9-10. A summary of occupational health aspects in mining operations (Mastromattqo). 16: 31-32. BA2EBOAD SAFETY Apprentice engineer's training program (Whitney). 22:20-24. C A SW train accident program (Waugh). 22:18-20. Casualty control--a new approach (PreAsser) 22:10-l<iQand (Patrick) 22:15-18. Company publications and safety (Khdtlit). 22:24-28. Getting people involved (Rougas). 22:28-81. Ulinois Central's experience with defensive driving training (Gruenewald). 22:28-29. Keynote address (railroad safety progress, past and present) (Biaggini). 22:5-10. Reeves, John A. The use of methane monitors in the Dutch Creek and L.S. Wood mines. 7:18-21. BEFBIGEBATION Ammonia refrigerating systems safety (NfS). 10:39-40. BEHABIT.TTATION Physical and vocational rehabilitation In * Ontario (Legge). 21:17-2X. RELIGION The heart of safety (Camhatn). 6:5-7. BESEASCH Alcohol and home accidents (Kotov). 28:5-8. Evaluation of effects of educational and mass communication techniques (Haskins). 6:18-31; same, 24:77-90; same, 28:12-25. Boat or friend--alcohol in the home (Adams). 6:15-17. Learning to have accidents (Altman). 12:4457. Principal factors affecting reception and use of information by drivers (Alexander). 12: 14-19. Besearch in prediction and prevention of industrial accidents (Ferguson and Daschbach). 12:67-68. Besearch--vital to the forging process (of developing the links to motor vehicle safety) (Kidd). 17:5-11. Some sociological perspectives on accident research (McKMay). 23:44-48. BESPIBATOKS Respiratory protection for operations and rescue work (Holbrook). 8:21-23. BESPONSIBIUTY ^ The heart of safety (Canham). 6:5-7. Responsibility authority and accountability (Bowman). 28:10-12. Rhoton, T. F,, See Cottrett, Joe, "Report of workshop discussion groups." 17:37-401 BIOTS, See CITO, DISTURBANCES Rivard, R. H. reporter, and Athey, Sant, .moderator Accident reporting link. 17:20-25. BAXLROAD SECTION. NSC Officers and committees, 3968-89. 22:32-33L Sessions. 22:5-31. BAKE EABTHS . Occupational medicine in the electronics and electrical Industry (Tebrock). 6:6; same, 18:6. BEACTOBS Sizing relief area for polymerization reactors (Boyle). 8:5-10. * Read, Barry MEMORIAL, AWARD The labor safety awards program (Dillon). 18:9-10. B4 VEXING HACRJlhjbS Safe bench press and ^riveting operations (Oagliardi). 3:19-20. Robert, Gaoett Early morning sessions (human engineer ing). 28:5-29. Robeson, Mark How strong is your safety chain? 17:26-28. Robinson, Kenneth Making the plant environment pay. 11:10-13. BOCK FALLS Preventing quarry rock falls (BeUiveau). 4:11-14. 57. 1968 National Safety C<mgfcts *2 Roger*,. F. <7. Employee safety indoctrination. 4:6-8. Soper#, WOT {quoted) Eariy morning aeaskoa (human engineering) (Robert). *8:13-30: Bom, T. A. Bos driver recruitment, selection, and train ing. iv-Ae-co. SAFETY POUCY PROGRAM Safe bench press and riveting operations (Gagllardl). 3:19-20. SAFETY PROGRAMS Accident reporting link (Athey and Rivard). 17:30-25. Basic principles of management as related to fety programming (Beydrick). B: botocraft. 8m wBucorrem Bongos, M. Getting people involved. M:3MtL Company publications and safety (Shallit). 22:24-28. Continental shelf safety program (HaUberg). 14:89-41. RQC1CDTABIJB8, FAWKUA, BTC. What's bugging you? A panel dJactwafan 3<M). tsiak Does management have to worry about safety?- (Spangler), n -.23-25. Effective mine safety through organization (Leake). 18:24-26. bubsier and bxctioh, jsbc Ofifcar# and committee. UW-SS. 11:40-0. Seackma. 11:38-37. Equipment link (group discussion) (Calkins, reporter). 17:13-20 Evaluating highway safety programs -- county progress (Madsen). 24:18-21 Bumble, Atlanta The nurse's role in an eye safety program. . 1*:2$-3& Face to face communications (Fletcher). 21:22-36. Federal government progress in evaluating highway safety programs (Brenner). 24: Basic, r. X>. Textile product safety. 28:31-34. Federal Occupational Safety and Health Act of 1968 (Peterson). 13:2s. The Filer mill safety program (Stubbs). 21:5-9. SAFETY The most important word In safety (Mont gomery). 3:5-8. Forging your safety chain--the link of fed eral standards (Soule). 17:81-33. Highway Safety Act of 1966. and state prog ress 7 VanGorden). 24:14-17. SAFETY (CAMPAIGNS Evaluation of effects of educational and Trmwiy mmrDimitwirtftB twrilintnflff (Hdifcfax). 24:77-90;ame. 2*8:12-26, How strong is your, safety chain (your pro gram) t(Robeson). 17:26-28. An international union's accident prevention program (Gleason). 13:5-9. SAFETY DIRECTORS, ETC. Let's took Into the future in police safety (Hayes). 8:83-92. How good a safety-man were you five years ago? (Fessenden). 10:13-16. A local union safety program (Huntsman). 13:30-32. Safe worker procedures--a crowing; responafbllifcc of management (Sheffer). 18:16-13. The manned space flight safety program (Bolger). 2:16-197 Safety^education for the supervisor (Gromman). 11:34-37. The safety man's liability (Poust). afs:7-10. Modern testing methods: a vital link in your safety chain (Cleaver). 17:23-31. Motivating the motivators (Berrigan). 28: SAFETY EDUCATION 27-30. Criteria for selecting safety teaching aids The next step in safety (Boyton). 21:5. OfoM). 2:97-99. Production (Copper mining) (Moolick). 16: Difficulties in changing human behavior 22-24. (Mann,). 23:33.-15. Research--vital to the forging process Mechanical man (Faria). 23:35. . . (Kidd). 17:8-11. Performance standards in safety education: 'Safety aboard General Agency Agreement fact or fantasy? (Hartman). 22:7-11. ships (Queen). 14:19-22. A proposal toe decision making -- to the planning committee of the Assn, for Child hood Educational International 1963 study conference (by ACBI represoMatlves). .23:85-96: w S^fet^r education and KKNE (lease). 358: Safety education for the supervisor (Grossmam). 11:34-37. Safety at FMC Corporation, mine and proc essing plant Green River, Wyoming (Kovach). ?:28-SL Safety program In a medium-size newspaper (Denny). 21:47-49. State governor's Office of Highway Safety Planning (Bufe). 24:40-44. A- suggested mill safety program. 2? :9-14. The status of safety in the United Kingdom (CawJeeU). 23:16-23. . SAFETY SHOWERS Safety showers for winter use (Bushier). SAFETY FEED-BACK 8:17-20 Safer food machine design (BtqeOektu). 10:18-19. ' SAM AND EMMA Safer machine design: the design eagtneer- ' &nd BMHA.--the RTD instant commu- . ing viewpoint tMarquette). 10:23. jnications story (Goehler). 17:52-54, 78 ' General Index of All Volumes Smmders, M. D. SELLING SAFETY W'" Md Pref8UUtm,L Eeheteotf, D. S. Saw to produce Industrial safety slide pro grams. 10:8-9. BchiHo, John 3. . What the safety inspector looks for. 21: 41-42,. SHXPVABDS Identifying product hazards, past, present and future (Bedford). 14:9-12. SCHOOL TBANSPOBTATION Forging your safety chain--the link of fed eral standards (Souls;. 17:31-33. Keep each link of your chain strong (Wi~ seitkey). 17:40. The links of cooperation in school bus safety (Bummers). 17:83-36. Modern testing methods: a vital link in your safety chain (Cleaver). 17:29-31. Report of workshop discussion groups (Cot trell, leader). 17:37-40. The school's role in pupil transportation safety (Stewart). 28:24-25. How I sell safety to my employees (Ltamford). 18:6-8. . Keeping abreast of the changing times (summary) (Worcester). 11:81. See also ATTITUDES; CONTESTS: MOTIVATION SEWEBS At grade sewer .plugging a real IUO saver (Triay). 20:26-27. Shadwell, F. W.. Nuts and bolts of police traffic supervisloh. 24:36-87. BhdBit, Joseph Company publications and safety. 22:24-28. Sharp, William T. The capacity of the traffic Judge to influence respect for law. 24:56-60. Shaffer, R. B. Safe work procedure--a growing responsi bility of management 18:16-19.- Bhutt, I. W. Case cost studies. 12:88-91. SCHOOLS School environmental safety--student dis turbances (MarahaB). 23:60-65. See also Earthquakes; Hurricanes. SCHOOLS-^ACCEDENT REPORTS ' Can student accident reports collected for a state agency be positively utilized locail^Mt) Franxen, -88:78-79; 2) Urlaiib, Feedback of accident data (Clark). 23:76-78. SHOES, See PERSONAL PROTECTIVE EQUIPMENT Sielski, Matthew C. A comparison study (traffic injury -and death with crime in troubled areas). 24: 60-52. SIGNS AND SIGNALS--TRAFFIC The use of. signs, cones, and barricades on high^eed highways and streets (Moore). Securing and using accident reports from high school students (Chay). 223:80-81. SILICOSIS, See PNEUMOCONIOSIS UUlizing employee records for accident pre vention purposes (Babiglan). 23:83-84. What the stall has learned from an exami nation of individual reports (Spadafora). 23:75-76. SCHOOLS--ELBHENTjMBT Criteria for' selectingsafety teaching aids (Hohl). 23:97-99. A propoeal for decision raaking -- to the planning committee of the Assn, for Child hood Educational International 1969 study conference (by ACBI representatives). 323:85-95, Safely education and EKNE (Isaac). 28: The trend of safety education in the ele mentary school (Biggins). 23:128-131. .SCHOOLS--SECONDABY Recent trends in secondary school safety (maria). 28:126-128. SILOS Titan U launch facility accident briefing (Swain). 2:7-10. SIMULATORS--DBIVEB EDUCATION The General Motors Proving Ground flat tire simulator--a driver education aid (Krauss). 23:48-51. Title HI research project -- simulators (Board). 23:64-66. Values of state-owned simulators (Morgan). 23:83-34. SKID Twymws Accident investigation--a weak link in the (transit) safety chain that should be strengthened (Stephens)., 17:43. SKIING Michigan's safety renaissance (Beaumont). 8:51-52. Recreation and the law (Dooley). . 27:24-28. SEASONAL HAZARDS Employee safety during emergencies (high way maintenance) (Fulkerson). 8:94-97. See also 8POBTS SKITS Forging the selection tool (for fleet drivers) (Haase). 17:15-19. Safety revue script--1968, a skit (TVA). S: SEAT BELTS How to drive and survive (Buck). 8:50. Beehafer, Roger W., Huffman, Warren J.r and Sincie, Marion D. Sliepcsdch, C. M. and Wesson. H.B. Fire nrotaction for an LNG plant with inground storage. 20:17-22. Effects of a low level blood-alcohol concen tration on psychophyBiological controlled Sllney, David H. driving conditions. 23:100-107. The amazing laser. 8:33-42. 79 1968 National Safety Congress SLOW MOVING VEHICLES Can you stop (anhydrous ammonia equip ment)? (Montgomery). 5:39-40. See also CONSTRUCTION SMELTING DiBUSXBY Safe handling of molten copper (Einneberg). 75:13-15. Sorensen, T. A., See Cottrell, Joe. "Report of workshop discussion groups." '8 7:S7-4& Soule, David 3. Forging your safety chain--the link of fed eral standards. 17:31-33. Report of workshop discussion groups. IT; Sh. Bmist, T. Hand0u| cryogenic fluids in the laboratory. SPACEPORTS Safety in the lunar mission: the launch (Atkins). 2:13-16. Smith, B. G. Is anything the matter with our injury rate? 25:5-6. Smith, Robert W. Application of the critical incident tech nique to accident research in skin and SCUBA diving. 27:10-14. SNOWMOBILES Snowmobile safety (Bethrington). 27:19-23. SOCIO-ECONOMIC ASPECTS The capacity of the traffic judge to influence respect fern law (Sharp). 24:66-60. . A comparison study (traffic injury and death with crime in troubled areas) (Sielski). 24:50-62. Disrespect for the law: the common de, nominator for reckless driving and rioting (McIntyre). 24:44-46. Drugs effect on safety, (Meyers). 8:45-46. An educator's views on the indoctrination and training of workmen for the coal mining industry (Johnson). 7:26-2S. Future trends in air pollution (Clayton). 12:29-32. The heart of safety (Cariham). 6:5-7. Host or friend -- alcohol in the home (Adams). 6:15-17. Impact of the Model Cities program on construction safety (panel). 6:20-31. Nuts and bolts of police traffic supervision (ShadmeU). 24:35-37. People: problem and promise for safety (McKay). 16:21-22. A psychologist looks at accident problems caused by today's changing labor market (Mala). 10:27-30. A recent development for urban home makers (Yaguda). 6:10-12. Rural homemakers -- yesterday and today (Cowden). 6:8-9. Some sociological perspectives on accident research (McKinley). 23:44-48. Traffic or people congestion? (Igleburger). 24:29-31. Yesterday, today, and tomorrow: a police man's view of the evolution of law and order in the United States (Doming). 24: 47-49. SOLDER FUMES Spadafora, Jennie 1 What the staff has learned from an exami nation of individual reports. 23:75-76. STEED How to drive and survive (Buck). 6:48-. Spongier, Jack E. Does management have to worry about safety? 11:23-25. SPOBTS Application of the critical incident tech nique to accident research in skin and: SCUBA diving (Smith). 27:10-14. ' Boating safety (Morrison). 27:16-18. New developments in safety in higher edu cation for physical education and athletic directors (Yost). 23:67-72. Recreation (skiing) and the law (Dooley). 27:24-25. Snowmobile safety (Sethrington). 27:18-19. See also WATER SAFEXTf SPORTSMEN Water survival for sportsmen (Mongeon). 27:5-6. . STACKS Control of air pollution (Bloomfield). 12:24. STANDARDS Forging your safety chain--the link of federal standards (for school transporta tion safety) (Soule). 17:31-33. Problems of keeping standard safety rec6-86-88r poUce "ePartments) (Hughes). STANDARDS--VOLUNTARY V8 STATUTORY DEBATE Safety--the absolute requirement (Brandote). 20:5-7. Stanley, Omen B. Development of a better machine operator. 3:11-13. Stanley, Paul B. The electrical hazards of .medical instru mentation and their prevention. B:13-18; same, 18:13-18. Starkey, John E. SOLVENTS Identifying product hazards, past, present and future (Bedford). 14:9-12. SONGS . Safety revue script--1969, a skit (T7A). 6:6-10. Sixteen tons. 7:28. 80 STEAMSHIPS Safety is Just common sense (Byron). 74: STEEL INDUSTRY Back to the most important aspect of man agement involvement (Dqmangue). t&: General Index of All Volumes Communicating -- educating -- motivating: tools for total accident control (Germain). 12:118-122. Effective mine safety through organization (Leske). 16:24-26. How one company has prepared lor emer gencies (Wheland), 12:95-99. ' Management safety philosophy and objec tives (Boston). 12:110-112. Total accident control on the job (Wilkin son). 12:113-118. Total accident loss control at Lukens Steel --Introduction (Pyle). 12:110. Stephens, Lester F. Accident investigation--a weak link 4n the safety chain that should be strengthened. 12:41-46. STEVEDORING INDUSTRY An international union's accident preven tion program (Gleason). 13:5-3. Stevenson, John W. Bleeders Including longwall workings. . T: 23-28. Stewart, Paul T. The school's role in pupil transportation . safety- 23:24-25. Stinchcomb, James D. Junior colleges (meeting highway safety manpower and training needs). 24:70-73. "STOP*. (SAFETY TRAINING OBSERVATION PROGRAM) Supervisory safety-t-programmod instruction (Imsick). 21:42-48. Strang, Charles F. Titan II launch facility accident briefing. 2:7-10. Streeter, Gerald A classroom vlausl perception program for beginning mot mitts ia i Stubbs. William It The,Filer mill aafety program si AS. SUBJECT SESSIONS Sessional 12:5-122. Summers, James 3. The links of cooperation In school bus safe ty. 17:33-38. Report of workshop discussion group. 17: 38-39. SUPERSONIC TRANSPORT Fire^preventlon on the ramp (Brenneman). Statin, Alan D. Human factors applied to accident preven tion. 2:5-6. Swope, Mary Both, and Johnston, Lydia New directions in home economics. 6:12-14. T Tack, Leland R. Demographic variables for fatal and nonfetal motorcycle accidents: a five year study. 23:119-122. tailgating PaMenjrer and truck fleet safety (Keith). TANKS Can you stop? (Montgomery). 8:39-40. Portable tank containers. Part L (Brown). 14:83-38; Part XL (Montgomery). 14:3638. Storage and transportation of liquefied natural gas (Dyer). 10:25-23. . Tapfar, Joseph G. What to expect from your Insurance com pany. 12:77-80. Tarrants, William W. National progress. 24:62-63 Tate, Are Arlene your instructors really teachh^DDC? .1SS:8-9. Tebrock, Barry B. Occupational medicine In the electronic and electrical Industry. 8:5-10; same, 16:5-10. TELEPHONE INDUSTRY Tbs hard hat affair, a demonstration (Brown). 20:36-37. TELEVISION SETS Occupational medicine in the electronics and electrical industry (Tebrock). 2:5-6, 9-10: same. 16:5-3 9-13 TEMPERATURES--EFFECTS ON WORK RATES AND ACCIDENTS Heat--cold facts on how to beat it. a dem onstration (Basard). 11:14. Making the plant environment pay (Robin son). 11:11. TEXTILE INDUSTRY Motivating the motivators (Berrigan). St'S', 27-30. Textile plants during civil disturbances (Fox). 25:20-21 Textile product safety (Rusk). 20:31-34. TEXTILE SECTION, NSC Officers and committees, 1968-69. 23:37-38. Sessions. 23:21-34. TEXTILES Development of clothing for protection from thermal hazards (Behnke). 3:13-16. Textile product safety (Rusk). 23:31-34. The way the chips fell--ft scientific approach to glass handlers' protection (Deste)ano). 11:16-23. , Why fire retardant cotton (Grano). 8:11-12. SYNTHETIC RESINS A summary of occupational health aspects In mining operations (Mastromatteo). 16:33. SYSTEMS SAFETY The manned space flight safety program (Bolger). 2:1649. Basic causes of industrial losses (De Brabander). 25:21-22,. 26. TIRES The General Motors Proving Ground flattire simulator -- a driver education aid (Krauss). 23:48-51 SI 1968 National Safety Congress Tobin, John 8. An Integrated approach to occupational health management 3:32-35; same, 18: 25-33. TOOLS--ELECTRIC How safe are double insulated electric tools? (Pratt). 18:5-7. A live wire show to keep you alive, a dem onstration (Lumpkin). 20:34-86. TOWBOATS, See BARGES AND TOWBOATS TOY8 Products, procedures .and performance (Item on fatalities from toys) (Mills). 13:27. TRAFFIC COURTS What is traffic being safety done by (BUI). 6th:4eajudicial judge in TRAFFIC COURTS GROUP SESSIONS The capacity of the traffic judge to influence respect for law (Sharp). 24:66-60. A comparison study (SieUki). *4:50-52. Disrespect for the law: the common denomi nators for reckless driving and rioting (McIntyre). 24:44-46. Judicial aspects (Berg). *4:49-50. Summary of traffic courts discussion (Economot). 24:60-63. Vision and Its effects (Wolfberg). 24:53-5$. Yesterday, today, and tomorrow: a police man's view or the evolution of law and order in the United States (Denting). 24: 47-49. TRAFFIC SAFETY Address---(a proposal for a counterbalance to the coalescing of government and cor porate roles In highway safety) (Mackey). 24:5-9. Applications of psychology to driver and traffic safety education (KuUck). 23:36-43. Community's concern!--you bet, baby (Pol lard). 12:85-87. A comparison study (traffic injury and death with crime in troubled areas) (SieUki). 24:50-53. New developments in safety in higher edu cation for traffic safety specialists (Doft). 23:65-67. Pre-holiday traffic campaign (Boltmpple). 12:87-88. The responsibility of colleges and universi ties to meet highway safety manpower and training needs (Marshall). 24:67-70. Serf also ALCOHOL DRINKING & DRIVING: DRIVERS: HIGHWAYS AND .STREETS: MOTOR VEHICLES; ^PEDESTRIANS TRAFFIC SAFETY PROGRAMS Evaluating highway safety programs--coun ty progress (Madsen). 24:18-21. Federal government progress in evaluating highway safety programs (Brenner). 24: Junior colleges (meeting highway safety manpower mid training needs) (Stinchamb). 24:70-78. National progress (programs of the Office of Safety Manpower Development (Tarrants). 24:63-66. Professional organizations (meeting high way safety manpower and training needs) (Tritsch). 24:74-76. Traffic safety programs are keeping pace with todays demands: pro (Yaksich, Jr.). 23:4-7. TRAFFIC VIOLATORS Improving violators in Iowa through DDC (Glenn). 12:12-13. What is being done by the judicial judge in traffic safety? (Bid). :4Q, TRAINING Apprentice engineer's training program (Whitney). 22:30-24. Asgpfel.gcgts of firefighter safety (Cohan). : Building safety into your training program (Forbes). 8:74-76. Casualty control--a new approach (Preisser) 22:13-14; and (Patrick) 22:15, 18. Community solutions to hazards in inactive mines (Austin). 16:34-37. An educator's, views on the indoctrination and training of workmen for the coal mining industry (Johnson). 7:26-28. Emergency brigade--planning (Eckert). 11: Employee safety indoctrination (Sogers). Keynote address (railroad safety progress, past and present) (Biaggini). 2:$-M. Make observation pay off (Wood). 11 -JS-3. Professional organizations (meeting, high way safety manpower and training needs) (Tritsch). 24:74-76. A psychologist looks at- accident problems caused by today's changing labor market(Mato). 10:27-30. The responsibility of colleges and universi ties to meet highway safely manpower and training needs (Marshall). 24:67-70. Safety education course (Robertson). 21: 32-38; same. 26:13-19. Safety education for the supervisor (Grossmann)'. 11:34-37. Safe operation of heavy equipment (public works) (Pellegrino). 20:23-24. Safety training of the unskilled miner (Wadsworth). 16:6-6. See also COLLEGES AND UNIVERSITIES; DRIVERS: NATIONAL SAFETY COUNCILTRAINING TRAINING--"NEST' (NEW EMPLOYEE SAFETY TRAINING) Supervisory safety--programmed Instruction (Imsick). 21:46. TRAINING--"STOP" (SAFETY TRAINING OBSERVATION PROGRAM) Supervisory safety--programmed instruction (Imsick). 21:42-46. TRANSIT INDUSTRY Accident investigation--* weak link In the safety chain that should be strengthened (Stephens). 17:41-46. Bus driver recruitment, selection, and train- ing (Ross). 17:46-50. Driver responsibilities (Prutsman). 17:53- 57. How strong is your safety chain? (Robe son). 17:26-28. Promotional activities (Wooten). 17:58-89. SAM and EMMA--the RTD instant commu nications story (Goehler). 17:52-54. 82 General Index of AU Volumes Selection, training and qualifications of su pervisory personnel (WQchck). IT^L TRANSPORTATION--HAZARDOUS ITEMS, See HAZARDOUS MATERIALS; MARINE INDUSTRY j5 Travis, Marvin B. Progress In gas industry safety--past, pres ent, and future. 20:10-12. Trial/i Frank 3. At grade sewer plugging a real life saver. 20:26-27. VJ3. GOyKEJflfKNT--HOUSING AND URBAN, DKYKLOPHENX, DEPT. OF Impact of the Model Cities program on con struct!oo safety--government (Evans). : 21-34. tA GOVERNMENT--LABOR. DEPARTMENT OF Federal Occupational 8afetor and Health Act of 1968 (Peterson). 18:28-27. UK. GOVERNMENT--MUCKS, BUREAU OF Ventilation needs for safe use of diesel equipment underground (Bolts), 16:9-18. Tritachjjfirthur A. Professional organizations (meeting high way safety manpower and training needs) (Tritack). 24:74-76. SHUCKS Passenger and truck fleet safety (Keith). - See also FLEETS TRUCKS, EARTH MOVING Coping with visibility hazards in mobile equipment (Johnson). i37-41. BoUover protective systems for heavy-duty off-highway earthmoving equipment (LdthomJT16:60-63. TRUCKS--INDUSTRIAL Controlling accidents involving companyoperated vehicles (Ward). 4:16, 18. Hi-Iift safety (Oliver). 10:87-39. CTSHEt OPERATIONS Ventilation needs for sale use of diesel equipment underground (Bolts). 16:17-18. Tuohey, Patricia Ml The role of the industrial nurse In the electronics and electrical equipment in dustry. 6:10-12; same, 16:10-12 Turnbull, D. P. Fleet safety. 3:99-100. Urlaub, John S. Can 'student accident reports collected for a state agency be positively utilized lo cally? 23:79-80. 0 C.S. GOVERNMENT--COAST GUARD Continental shelf safety program (EaBberg). 14:39-41. Portable tank containers. Part L (Brown) Q14:33-38; Part H. (Montgomery) 14:36- U.S. GOVERNMENT--FEDERAL EXTENSION SEEVICE New directionsJn home economics (Johnston and Swope). 6:12-14. U.S. GOVERNMENT--GENERAL SEEVICES ADMINISTRATION Aspects of firelighter safety (Ccihcm). 8:64- U.8. GOVERNMENT--HEALTH. EDUCATION. AND WELFARE DEFT. OF Occunational hazards--making the invisible rdsSb\e'(Hader). 13:14. The manned space Sight safety program (Bolger). 2:16-12 Safety In the lunar mission: the launch Utkins). 2:12-16. UK. GOVERNMENT-NATIONAL COMMISSION ON PRODUCT SAFETY The National Commission on Product Safety --Itsub^ectiveB (White). 12:103-105; same. UK. GOVEBH1CENT--OCCUPATIONAL SAFETY. OFFICE OF Government's role in occupational safety and health (Qidd). 12:33-31 V.8. GOVEKHMENT--RECLAMATION, BUEEAU OF, DENVER, COLO. BoUover protective systems for heavy-duty otf-highwa^eartlmioving equipment (Lat- U.S. GOVERNMENT--SAFETY MANPOWER DEVELOPMENT, OFFICE OF National progress (Tenants). 24:62-66. UK. GOVKBNMENT--TBANSPOBTATION, DEPARTMENT OF .Address (traffic kickoff luncheon, NSC con gress) (Mackey). 24:5-9. Federal government progress in evaluating highway safety programs (Brenner). 24: Highway safety: today and tomorrow (Crit tenden). 6:103-107. BA GOVERNMENT--TRANSPORTATION. DEPT. or. OFFICE OF PIPELINE SAFETY Transportation of hazardous materials in the petroleum industry iCaldweU). 10:4-5. UK. GOVERNMENT--UK. MARITIME ADMINISTRATION Safety aboard Getferal Agency Agreement ships (Queen). 14:19-22 UK. MILITARY FORCES Fire protection aboard U.S. Navy ships (Darwin and McCann). 14:13-18. Practical examples of using lasers in the Held (Starkey). 6:43-44. - - YanOordm, Dean Highway Safetv Act of 1966, and state prog ress. 24:14-17. i . VENTILATION AND EXHAUST SYSTEMS Heat--cold Diets on how to beat it, a demon stration (Hazard). 11:13-15. Making the plant environment pay (Robin son). 1100-12 1968 National Safety Congress Yerdier, Harry 3. The Philadelphia DDC story. 12:5-7. Yersnik, Lewis V. Nut3 and bolts ot police traffic supervision in Wisconsin. 24:38-40. VIBRATION A summary of occupational health aspects In mining operations (Mastromatteo). 18:32. VIOLATORS Improving (traffic) violators in Iowa through DDC (Glenn). 12:13-13. VISIBILITY How to drive and survive {Buck). 8:46-47. VISION Hake observation pay oit(Waad). 11:5-9. Vision and its effects (on safe driving) (Wolfberg). 24:53-56. VoScamer, Curtis B. The municipalities look at safety for fire men. 8:67-71. w Wood, A. Timothy Hake observation pay off. 11:5-9. Wadsworth, P. it. Safety training of the unskilled miner. 18: 6-8. Wahlstrom, Jack A hydrogen sulfide explosion. 21:23-29. Waller. Julian A. Adult education about alcohol andimfety. 8: 37-33; same, 24:36-88; same, 2*81-33. WAB--NUCLEAR How one company has prepared for emer gencies (Whetand). 12:86-89. Ward, Deem W. Controlling accident* Involving company op ended vehicle*. 4. 14-11 WAREHOUSES Halting the plant enrlrtnmeat pay (Kubinion). 11:11. Safety inspection* of highway maintenance storage buildings, shops and garages (Kuester). 8:76-79. WASTE--MARINE WRECKS & DEBRIS Continental shelf safety program (Hallberg). 14:39-41. WATCHMEN, See PLANT SECURITY WATER POLLUTION--OH SPILLS A review of marine casualties 1968 (Barrow). 14:27--28. WATER SAFETY Application of the critical incident technique to accident research in skin and SCUBA divi"? (Smith). 27:10-14. Boating safety (Morrison). 27:15-IS. Lifesaving device demonstration (Greene). 27:7-14. Water survival for sportsmen (Hongeon). 27:5-6. WATER SUPPLIES How good is your water? (Bills). 21:2S-27. WATER UTILITIES Safety in water works vehicle operation (Emery). 20:24-25.. Waters, G. S. Free adult driver education In North Caro lina. 12:10-12. Waugh, T. L. C & NW train accident program. 22:18-20. WEATHEB, EFFECT OF Blasting accidents--causes and precautions (Saunders). 16:42-43. Employee safety during emergencies (high way maintenance) (Fulkerson). 8:94-97. Fire protection for an LNG plant with in- ground storage (Wesson and Sliepcevich). 20:20-21. , Hurricane- safety (DeMauro). 23:72-73. See also TEMPERATURES Webb, Bickprd E. Fleet safety and fleet contest 8:87-98. WELDING Titan H launtih facility accident briefing (Swain). 2:7-10. Transportation, storage, and use of oxygen and acetylene underground (in mines) (Lingo). 7:15-18. Wesson, 3. R. and Sliepcevich, G. M. Fire protection for an LNG plant with inground storage. 20:17-22 Wheland, B. L. How one company has prepared for emer gencies. 12:95-99. Whitaker, Byron Safety and the consumer. 12:106-109: same. 38'.37-40. WMts, WUIiM* 7.. The M*t i.,ni Hummiulnn on Product Safety It* ubJvttlvHL 11:103-106,' same, 28:34W IVAihuv. l>. M A[>(>rntli engineer'* training program. 22: 30-M, Wilohek. B J Selection, training A qualifications of super visory personnel 17:51. Wilkinson, Edward E, Total accident control on the lob. 12:113118. Williams, Harris K. Hazards of- hydrogen sulfide. 21 '-29-31. Wisotzkeu, Daniel G. Keep each link of your chain strong. 17:40. Wisciun, Gordon, See Cottrell, Joe, "Report of workshop discussion groups." 17:37-40. Wolfberg, Melvin 'D. Vision and its effects. 24:52-56. WOMEN DRIVERS Bus driver recruitment, selection, and train ing (Rossi. 17:49. 84 General Index of All Volumes WOMEN'S BOLE IN SAFETY Products, procedures and performance (MiWi). -83:27-30. | Bara] homemakers -- yesterday and today (Cowden). 8:8-9. WOOS PRODUCTS INDUSTRY Is anything the matter with our Injury rate? (Smith). 35:6-6. Responsibility, authority and accountability {Bowman). 25:10-12. WOOS PBODUCTS SECTION, NSC Officers and committees, 1968-69. 25:35-38. Sessions. 25:6-19. ' Wooten, It. H. Promotional activities. iT:68-59. . AWorcester', B. 3. Keeping abreast of the changing (summary of talk). 11:31. times WOBK Safe work procedures--a growing responsi bility of management (Shaffer). 15:16-19. WOES. VESTS. See LIFE JACKETS WORKMEN'S COMPENSATION , Physical and vocational rehabilitation in Ontario (Legge). 21:17-22. Retention of profits through safety (Dtttmer). 10:41-42. WORKMEN'S COMPENSATION-COAL DUST DISEASES Occupational hazards--making the invisible visible (Bader). 13:15. WORKMEN'S COMPENSATION-- ' ONTARIO, CANADA Safety is just common sense (Byron). 14: 23. Wyman, Charles W. The new USA standard 2X1.1 1967: men's safety toe footwear. 12:68-70. Y Yaguda, Asher (Mrs.) A recent development for urban homemakers. 8:10-12. Yaksich, Sam, Jr. Traffic safety programs are keeping pace with todays demands: pro. 23:4-7. Yost, Charles Peter New developments In safety in higher edu cation for physical education ana athletic directors. 23:67-72. YOUTH Be safe--communicate (speaking for youth at the annua! meeting of the National Safety Council) (Bowman), 1:27-28. . . Youth sessions. 5:40-46. z Zaun, Cedi G. Earthquake procedures. 23:73-74. ZeXlenga, Christopher The S R's of press reliability and safety. 8:14-18.. 85 NOTES ' , <$**' C\ Order, form 1968 Congress Transactions Quantity Ordered 1 Stock No. 022.38-1 022.38-2 022.38-3 022.384 02238-5 02238-6 02238-7 02238-8 02238-9 02238-10 022.38-11 02238-12 02238-13 02238-14 02238-15 022.38-16 02238-17 022.38-18 02238-19 022.38-20 022.38-21 022.38-22 02238-23 02238-24 022.38-25 02238-26 02238-27 022.38-28 022.18- VoL No. Title 1-9 10 or Copies more 1 ' General Sessions & Index to all Volumes $.85 $.65 2 Aerospace; Air Transport .85 .65 3 Automotive & Machine Shop; Power Press & Forging .85 .65 4 Cement, Quarry & Mineral Aggregates .50 .45 5 Chemical & Fertilizer .85 .65 6 Civic Leadership; Church, Women, Youth, Farm .85 .65 7 Coal Mining. .85 .65 8 Construction; Public Employee .85 .65 9 Electrical Equipment .50 .45 10 Food & Beverage, Meat Packing, Tanning & Leather Products; Trades & Services .35 .65 11 Glass & Ceramics; Rubber .85 .65 12 Industrial Subject Sessions; Associations L10 LOO 13' Labor .85 .65 14 Marine .85 .65 15 Metals .50 .45 16 Mining .85 .65 17 Motor Transport; Transit .85 .65 18 Occupational Health Nursing .50 .45 19 Petroleum .85 .65 20 Public Utilities .85 .65 21- Pulp & Paper; Printing & Publishing .85 .65 22 Railroad .50 .45 23 School & College L10 1.00 24 Traffic .85 .65 25 Wood Products; & Textile .85 .65 26 Early Morning Sessions .50 .45 27 Public Safety . .85 .65 28 Home Safety .85 .65 COMPLETE SET OF 28 VOLUMES $13.60 Automatic 20% discount to National Safety Council members; or 10% discount to government agencies. Please enclose check with orders less than $3.00. SHIP TO: Organization__________ ______________ __ ____________ _ Address _____ ________ City. ______ State Zip Code to Attention of _____ _:_____________________ ____ BILL TO: Organization Address _______ - ______ _______ City - ______ State Zip Code to Attention of _______ ' _______ . Customer's Purchase Order Number .............. .......................... ... MAIL TO: 22M56902 88 NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 PXIKTCD tft U.S.JU 022:3&--X NATIONAL SAFETY CONGRESS TRANSACTIONS AEROSPACE; AIR TRANSPORT INDUSTRIES NATIONAL .SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 56th NATIONAL SAFETY CONGRESS Papers Delivered in the AEROSPACE SESSIONS COHTENTS Five Years of Future Dates for the National Safety Congress..................... 4 Human Factors Applied to Acident Prevention....... . .Dr. Alan D. Swain 5 How I Maintain an Accident Free Shop........................... .Obed A. Goad 6 Titan II Launch Facility Accident Briefing......... Co/. Charles F, Strang, USAF 7 Safety in Manufacture and Flight Testing of Rotary Wing Aircraft............................................... William R. Murray 10 Safety in the Lunar Mission: The Launch............................. John R. Atkins 13 The Manned Space Flight Safety Program.............. :____ Philip H. Bolger 16 Papers Delivered in the AIR TRANSPORT SESSIONS 5 > Fire Prevention on the Ramp.................................. ......... J. J. Btenneman 20 Ground Safety: The Developmental Years......... ................ J, A O'Donnell 23 Now and Ahead......... ..................... ......................... Jerome Lederer 26 Officers of the Aerospace Section 1968-69:.................. '........................... 27 Officers of the Air Transport Section 1968-69.............................. ........... 29 Other Volumes in the 1968 National Safety Congress Transactions___Back Cover 3 PLAN NOW TO ATTEND THE 1969 NATIONAL SAFETY CONGRESS OCTOBER 27-30, 1969 / CONRAD HILTON HOTEL, CHICAGO 1970 The Congress is always a big week, a worthwhile week for the 13,000 safety people who attend. At the '69 Congress you can meet other safety people, with the same problemsandresponsibilitiesasyo'urself. 1971 You can exchange views and ideas on accident preven-. tion, health, hygiene, and fire .prevention... on safety in industry, traffic, school, at home and on thedarm. You can see the largest of all safety equipment enibits 1972 atthe Congress... an opportunity foryou to maKwveiiinformed buying decisions for your company. i This four-day educational program, planned and pre sented by the National Safety Council, can be your most thought-provoking, most worthwhile safety expe 1973 rience in 1969. Make plans earlyto attend the 1969 Congress and bring the other people in your organization who have safety responsibilities. FUTURE CONGRESS DATES 1969 Ociober 27-30 1970 October 26-29 1971 October 25-28 1972 October 23-26 1973 Oct. 29- Nov. 1 NATIONAL SAFETY COUNCIL 42S NORTH MICHIGAN AVENUE . CHICAGO, ILLINOIS 60611 AEROSPACE SECTION HUMAN FACTORS APPLIED TO ACCIDENT PREVENTION* By DR. ALAN D. SWAIN Staff Member, Systems Reliability Div., Sandia Corp., Albuquerque, N. M. Two questions can be asked in attempting limb, or property) is a more solid goal which to improve the safety record in an industrial can provide immediate and frequent rein plant One asks,' "What safety rules are forcement , of the safety attitudes that the necessary to keep accidents at a minimum motivation approach has only limited suc and how can we get our workers to obey cess in fostering. And, of course, if the them?" The other asks, "What work situa immediate cause of a potential accident is tions are there that foster accidents and how removed, so is the potential accident. can we eliminate these accident prone situa Thus, the keystone to a systematic, rational tions?" approach to safety is the identification of The first question characterizes the moti accident prone situations. Participation by vation approach to reducing accidents. Man workers and foremen and recognition of agement tries to impress on the worker his their necessary role by management are (the worker's) responsibility for avoiding musts in a safety program that is to succeed. accidents and that freedom from accidents Techniques are available which can be em wili result if he only obeys the safety rules. ployed in this endeavor. The Zero Defects approach is an example Recent Human Factor* Publication* of the motivation approach. by Sandia. XAboratoriea The second question characterizes the situation approach to improving safety. l. Guttman, H. "E. and Finley, B. H.; Accu racy of Visual Spatial Interpolation, SCDC-68-2241, Sandia Corp., Albuquerque, Management acknowledges primary responsibility for that it safety ahnnadd.s.th.th;.e N.M., July 196a 2. Rigby, h. V.-.The Sandin Human Error Bank (SHBBB), SC-R-37-11S0. Sandia accidents can be held at a minimum if accP^HPorp., Albuquerque, N.M., July 1968. dent prone situations are identified and IS "Rigby, &. V. and Edetaan. D. A.; A Predictive Beetle of Aircraft Emergencies, eliminated before they result in accidents. SC-DC-67-2854. Sandia Corp., Albuquerque, A systematic, rational approach to safety places primary emphasis on the situation N-.M.. Dec. 1967. 4. Rigby, Is. V. and Edelman. D. A.; An Analysis of Human Variability in Mechan approadrbecause it has the biggest payoff-- ical Inspections: Summary, SC-DC-6S-2173, it is by far the most cost effective. Sufficient, Sandia Corp., Albuquerque, N.M., May 1968. but definitely secondary, emphasis is placed 5. Rigby. L. V. and Edelman. X). An on the motivation approach because there are normally severe limitations on the Analysis of Human Variability in Mechan ical Inspection, SC-RR-68-282. Sandia Corp., Albuquerque, N.K.. May 1968. amount that safety can be improved by at tempting to change the worker rather than the work situation. A safety program must set reasonable goals to be attained. Reduction of major injuries or damage from accidents is an ephemeral goal because an accident of this type is, a relatively infrequent event, and it is often the result of many complex, inter acting, and often fortuitous factors some 6. Rigby, It. V. and Swain, A. D.; Effects of Assembly Error efs Product Acceptabil ity and Bettability, BC-DC-68-S211. Sandia Corp., Albuquerque, N.M., July 1968. 7. Rook, Is. W.; Reduction of Human Error in Industrial Production, SCTH-93-62CU>, Sandia Corp-; Albuquerque, N.M., June 1962. 8. Rook. h. W.; "Evaluation of System Per formance from Bank-Order Data," Human Factors, 1964. 6, 633-636. 9. Rook. Is. W.; Motivate- and Human Error, SC-TM-6S-135, Sandia. Corp., Albu querque, K. M., Sept. 1966 of which, in a given accident, can never be identified. On the other hand, the identifi cation and removal of accident prone situa 10. Swain. A. D.: System and Task Analysis, A Major Tool for Designing the Personnel Subsystem, SCR-457, Sandia Corp., Albu querque, N. SI, Jan. 1962. tions (primarily those having a high poten "This work waa supported by the United tial for causing major damage to life, sight. States Atomic Energy Commission. S 1968 National Safety Congress XL Swain, A. D.; "Reliable Systems Versus Automatic Testing," Proceeding of the Ninth National Symposium on Reliability and Quality Control. Institute of Radio Engineers. New York, Jan. 1363, 380-390. (Also SCR-582) 12. Swain, A. D.; A Method for Performing a Human Factors Reliability Analysis, SCR685, Sandia Corp., Albuquerque, N. M., August 1363. 13. Swain, A. D.: ``Human Factors in Design of Reliable Systems," Proceedings of the Tenth National Symposium on Reliability . and Quality Control, Institute of Electrical and Electronic Engineers. New York, Jan. 1964, 250-9. (Also &R-748) 14. Swain, A. D.; THERP, SC-R-64-1338, Sandia Corp., Albuquerque, N: M., Aug. 1964. 15. Swain, A. D.; "Some Problems In the Measurement of Human Performance in Man-Machine Systems," Human Factors, 1964, S, 687-700. (Also SC-R-66-906). 16. Swain. A. D.r "The Human Factors Ap proach to Reducing Production Errors." Employee Relations Bulletin, April 21, 1965, Report No. 349, 1-4 (Also SC-R-671044). 17. Swain, A. D.; Safety as a Design Feature in Systems, SC-R-65-991, Sandia Corp., Albuquerque, N. M., Sept. 1965. 18. Swain, A. D.; "Some Limitations in Using the Simple Multiplicative Model In Be havior Quantification," W. B. Askren (Ed.), Symposium on Reliability of Hu man Performance in Work, AMRL-TR-6788. Wright-Patterson AFB. Ohio; May 1957, 17-34 (Also SC-R-68-1697). 19. Swain, A. D.; "Field Calibrated Simula tion," Proceedings of the Symposium on Human Performance Quantification in Sys tems Effectiveness, Naval Material Com mand and the National Academy of Engineering. . Wash., D. C.. Jan. 1967, rV-A-1 - IV-A-2L (Also SC-R-67-1045). 2a Swain. A. D,, Altman, X W,, and Rook. L. W.; Human Error Quantification, A Symposium, ECR-610. Sandia Corp., Albu querque, N. M., April. 1963. 21. Swain, A. D,, Shelton. G. C., and Rigby. h. V.; Maximum. Torque for Small Knobs Operated With and Without Cloves, SCDC-68-2252, Sandia Corp., Albuquerque, N. M., June 196S HOW I MAINTAIN AN ACCIDENT FREE SHOP By OBED A. GOOD Machine Shop Foreman, Martin Marietta Corp., Aerospace Division, Orlando, Florida Martin Marietta Corp., has three aerospace divisions: in Baltimore, Maryland: Denver, Colorado; and in Orlando, Florida. I am happy to be employed at the Orlando Divi sion. We at the Orlando Division have been honored to win the National Safety Council's Award of Honor; which wc have held for two years in succession: I should also men tion that wc have placed second for the Safety Award among the Class "A" Aero space divisions; and have set new records of operation without lost time accident It was through the team effort of all our manage ment and employees which made it possible for us to win this award for 1967. For the past two years we have been using color slides in our safety presentation to all manufacturing management and supervision. Each month one member of a department is given the opportunity of making the pres entation. He will tour the manufacturing facility, taking photos of unsafe and safe conditions. (Some of the actual slides were shown in the presentation.) In these safety sessions, we discuss how we 'can correct the unafe conditions and how to prevent them from recurring in the future. We have found that a photo of unsafe con ditions make a greater impression on the minds of our supervisors and that they will return to their work assignments looking for these unsafe conditions within their. own' departments. Through the team work and cooperation of all levels of management. and by showing slides in an attitude of constructive criticism, we pass this information on to our em ployees. Through the cooperation of our employees who make us aware of any prob lems which they see, and the willingness of management to listen,'' wc can correct prob lems no matter how small they may seem. We at the Orlando division say that Safety does not begin with the Safety Engineer, but with all the employees from the bottom to the top. 6 Aerospace Section TITAN II LAUNCH FACILITY ACCIDENT BRIEFING By COL. CHARLES F. STRANG, USAF Directorate of Aerospace Safety, Norton AFB, Calif. The Air Force is vitally interested in con serving Air Force resources and preventing accidents or mishaps. In spite of our safety efforts, accidents have occurred requiring detailed accident investigations. These in vestigations are conducted to determine the cause factors and corrective actions necessary to preclude future accidents of a similar nature. One aspect of fire and accident prevention is to disseminate the lessons learned. The cause and methods of preventing the recur rence of accidents similar to the Titan II launch facility fire at Little Rock AFB, 1965, are of interest In this presentation I will show how, in fire prevention, it is important to properly identify the hazards involved in the use of materials Sud the need to recognize inher ently hazardous tasks. I say this because the hydraulic fluid involved in the Titan II acci dent is not rated as a flammable fluid by National Fire Protection Association defini tions. However, under certain conditions, it is flammable. Next, I will show how the degree of hazards for welding in an' enclosed space is increased by the presence of hazard ous materials. Finally, I will show why a hazard analysis, application of adequate safety standards, and work scheduling-pro cedures are necessary. The Titan II launch facility fire at Little Rock AFB occurred while the missile com plex was undergoing a modification entitled Yard Fence. It took the lives of 53 workmen. At the operational Titan II underground complex the center portion of the silo, known as the launch duct, contains me missile. The equipment area is outside J* launch duct There are .nine levels withm the silo, con taining many varied pieces of equipment The entrance into the cableway is located at level 2. The silo elevator, with a six person capacity, is located next to this entrance. The cableway at level 2 provides passage to the access portal area, and.-on to the launch control center. Normal access to and from the surface is up the stairs in the access portal area. One of the purposes of the Yard Fence modification program was to increase silo hardening; that is, ability of the entire underground installation to withstand the ef fects of a nearby nuclear detonation .through a "find'and fix" program. This program varied from site to site and included the addition of structural steel reinforcements at various points of the hardness structure, to be ac complished by welding. Other modifications in the Yard Fence program included im provement and repair of the hydraulic and electrical systems, and modification of acous tical liners on the inside of the.launch duct. Yard Fence was initiated in November 1964, and the contract was let in January 1965. At the McConnell complexes, work was started in March and completed in June 1965. Work was initiated at Little Rock in June. As of the date of the accident, work on two complexes was completed and two were undergoing modification. Work on the site of the accident had commenced on 16 July. The R/V was-removed; however, the missile and its fuel and oxidizer remained in the silo. I would like to briefly set the stage for the accident: The lunch hour was from 1200 to 1230 hours. At 1230, the workmen returned from above ground, and, presumably, by 1245 were all back at work. Information derived from work schedules and body positions indicated distribution of the men, by level as follows: Level 1 -- 1 2--32 3 -- 24 4--8 5--1 6-4 7--4 8--0 9-0 1 in elevator -- 5 -- 6 The four man Air Force crew and five maintenance personnel were in the launch control center. 7 1968 National Safety Congress Mr. A., a laborer and one of the survivors, any detail except to point out that the in testified that shortly after 1300 hours he left vestigation revealed most of the people on the access portal area and went through the the four upper levels were probably dead cableway to ievel 2 of the silo, in search of within S minutes. Those on lower levels may a mop and- bucket He went around the have lived a few minutes more. The missile launch duct and approached a group of men itself sustained no risible damage. standing around the top of the emergency I will shew how we can conclude that the escape ladder that extended vertically down accident was caused by a welder striking to level 7. This ladder was used when die a temporarily installed high-pressure, steel- elevator was, not operating. While he was standing here and facing outward at the one o'clock position, he stated that he heard a puff of wind. He turned around to his right and looking in the direction of the water chillers he stated he saw yellow-colored flames reaching to the ceiling. They quickly subsided to a height of about four feet braided hose containing flammable hydraulic oil; causing toe hose to rupture and resulting in a severe flash fire of relatively short duration. These facts lead to this conclusion: A rupture in a flexible hose was discovered near the floor of level 2. This hose was used in the contractor's temporarily installed flushing rig to flush and clean the HS-2 The men who were congregated around hydraulic system. (This system operates the the emergency ladder made a rush for the silo blast valves and the movable work plat ladder. A. realized he would not be able to1 forms in the hunch duct) The ruptured escape in this direction and decided to reach hose was a teflon inner tube covered by a the cableway by going around the launch duct steel braid. The rupture occurred approxi through the area of fire. He could not have mately four inches from the attachment gone around the launch duct in the other Independent examination of the hose by two direction, as the collimator room walls block metallurgical experts of the Aerospace Safe passage. As he started, the lights went out. ty Staff and the Materials Laboratory at He made his way in the darkness, through Wright-Patterson AFB, confirmed this rup fire and smoke, to the cableway and then on ture to be caused by application of tempera into the launch control center. He suffered tures in excess of 2500F., such as that numerous, but not-severe, hums of the hands created by an electric arc welding rod. Fur and face. thermore, the experts state it could not have The other of the two survivors of the SS people in the silo was working on level 1. He stated he heard or saw nothing. After been caused by an oxy-acetylene torch be cause there was no charring or burning of the teflon ijbers. the lights went out, he smelled smoke. He The break in the steel braids was ap made his way down the ladder to level 2 proximately lji-inches long. The -hose was and out the cableway. He wasn't overly carrying hydraulic oil under 500 psi. excited--as testimony to this, he arrived at the LCC 'with both paint brush and bucket in his hand. He suffered from smoke in halation, hut no other injuries. The manufacturer of the hose, Tite Flex Corp., has stated that the teflon inner tube is- sold by them as a low-pressure hose and rated at five1 psL With the steel braid, they At approximately 1308 hours, the missile rate . the hose at' over 1000 psi. With a combat crew commander (MCCC) saw the break in the steel braid, as shown, they "fire in Diesel engine area" indicator on his believe 500 psi would rupture the teflon console illuminate. The Diesel engine is on lining instantaneously. level 3. The MCCC .sounded the klaxon horn and made three announcements on the voice signaling system, ordering evacuation of the sild Shortly afterward, several attempts were made by crew members to penetrate toe silo. Initial attempts were turned, back by the heavy smoke in the cableway and Examination of the floors of levels 2 and 3 showed large quantities of hydraulic oil spread around, particularly in quadrant 3 and 4 on both levels. Samples of this oil were laboratory tested and shown to be the same as that in use in toe rig. Further more, measurements of oil remaining in silo, and. heat in quadrant III of level 2. the rig showed that approximately 90 gal It was stated that even with a flashlight, lons were missing. The temporarily in risibility was no more than a couple of feet stalled flushing rig, for flushing and clean I will^gpt describe rescue operations in ing the hydraulic system, had a motor and 8 Aerospace Section pump located at the top. A 1^4-inch iron pipe extended to just above the floor of level 2. The flexible hose was connected at the floor level where the rupture occurred. Our investigation then considered the possibility of welding being accomplished in the vicinity of the rupture. There was concrete evidence that welding was being done in this vicinity--in fact, within. 14 inches of the rupture A welding machine was at ground level. An electrical line extended through a hole down to level 3 and looped back up to level 2. A stinger with welding rod was found, to which this line was connected The ruptured hose was in the background Triangular plates were being welded near the pressure line to strengthen the support of a can protecting a spring. One weld had been com pleted Another weld was one-third com pleted An expert welder examined the incompleted weld and stated that in his opinion, it was a very recent weld which had, of course, been subjected to ambient temperatures of around 1000-1200 F. Our postulation is that the welder first tried to make this weld from below. An expert welder tried this and stated that, al though he could work from that position, it was very difficult We postulate that the welder gave up and proceeded to levd 2 to try it through the opening in the floor near the silo walL An investigator knelt in the place , where the welder would have been on level 2, his left shoulder next, to the silo wall. The investigator placed his hands in posi tion to weld the plate in question. The rod would have come extremely dose to the rupture in the hose. Examination of the fire pattern showed the fire centered around quadrant- III of levels 2 and 3. The motor control center, MCC-1, in quadrant III at levd 3, was severely burned. The MCC-1 receives, trans forms, rectifies, and distributes all power in the silo. It is located directly, under' the rupture. The' fact that power was disrupted throughout the silo within a minute or less of the initial flash indicates it was badly burned very quickly. Detailed examination of the MCC-1 showed that all identifiable short circuits were a result, and. not the cause, of the fire. The fire pattern was in complete agreement with our theory. A welder was scheduled to work on this hardness fix from levd 3. His body was discovered on levd 2 between the ruptured hose and the cableway. He could not have reached this position after the accident if he had been on levd 3. This particular welder was the most badly burned of the victims. An autopsy showed that he had suffered flame inhalation. A wdding mask and helmet, identified as his, found between his body and the rupture; were saturated with hydraulic oil, as were Ms body and dothes. So you can see that the fire resulted from a rupture in a high-pressure, flexible, stedbraided hose containing flammable hydraulic oil, which was accidentally struck by a wdd ing rod. The solution to prevention is simple : do not permit wdding operations in the vidnity of pressurized' lines carrying flam mable materials. Hydraulic Hose Test at Edward^ AFB. Arrangements were made by the Air Force for hydraulic hose rupture and fire tests to be conducted at Edwards AFB. The purpose of this test was to validate cause factors of the aeddent. The overall objective of the test was to demonstrate failure of the hy draulic flushing hose and subsequent hydrau lic fluid ignition under conditions and en vironment known to exist at the time of the aeddent Specifically, our test objectives were to determine: a. Time and touch of wdding arc contact in achieving a similar rupture to the failed hose. b. Times between wdding arc contact and hose rupture; and between hose rupture and ignition. c. Oil spray pattern achieved from a hose rupture.- d. Ignition and temperature characteristics of hydraulic oil (MH>H-d083). The hydraulic flushing unit actually in use at the launch complex during the aeddent was airlifted to Edwards. Two static tests and 24 dynamic tests were performed. Results. 1. For the two static tests, the rupture pressures of the hydraulic hose; were 375381 psig and 275-285 psig, respectivdy. The flushing unit's operating pressure was 500 psig. 9 1968 National Safety Congress 2. There were 16 hose ruptures achieved from the 24 dynamic tests attempted. 3. Subsequently, nine fires resulted from these ruptured hoses. 4. The sources' of ignition were deter mined to be the electrode arc or hot metal droplets produced by the arc 5. Hydraulic fluid spray burned intensely after ignition and maximum temperature of 2100 F. was obtained. Test 22 Welder setting Strands severed Time-beginning of arc to rupture Time-rupture to ignition Total test time Total current time Total hydraulic oil used in 21 seconds 127 amperes 140 0.69 seconds 0.02 seconds 21.8 seconds 1.08 seconds 23.6 gallons The Yard Fence program now exhibits a high state of safety awareness and outstand ing enthusiasm. During- recent years, the system safety engineering approach to the implementation of safety has been strongly supported by the Directorate of Aerospace Safety.-As a result of developing this system safety concept, as well as from experience gained during accident investigation, safety is now bang emphasized throughout the life of the system, from conception until the system is phased out The Air Force now requires not only a safety analysis for each new system, but a suitable safety analy sis for each existing missile system while undergoing modification. Each analysis, which is a part of the management plan must contain, but is not limited to: 1. A breakout of the entire job by tasks and the evaluation of. each task to determine the hazards involved. 2. Corrective actions necessary to mini mize or eliminate any identified hazards. . 3. A schedule to preclude hazards which could result from task overlap. 4. Manloading, based on egress, the exist ing hazard, and the minimum number of personnel required to accomplish the task. 5. Special precautions required, such as the identification of special protective equip ment, the development of management's or ganization and Jfctrols, and special safety training requiretTtor a particular job. The Yard Fence modification program is now complete; however, the lessons learned as a result of the Little Rock accident must be carried over to other modification pro grams. Each major modification or test ef fort must be analyzed early in its conception to insure that hazards are eliminated prior to causing a catastrophic accident SAFETY IN MANUFACTURE.AND FLIGHT TESTING OF ROTARY WING AIRCRAFT By WILLIAM R. MURRAY Vice Pres., Test Operations & Customer Services, Kaman Aircraft Corp., Bloomfield, Conn. The manufacturer of equipment used for public conveyance, as opposed to other types of products, has two objectives with respect to safety: the safety of the individual worker; and the safety of those who will use the finished product. In this effort the manufacturer of helicopters has a unique set of circumstances to cope with. To accomplish the first of these objectives, the safety of the individual worker, we in the helicopter industry follow the fairly conventional techniques that have been de veloped over the years to reduce- industrial accidents and their accompanying toll in dollars, time lost, and heartache. These techniques begin, of course, with the de velopment of safety consciousness through continuing programs of education, training, personnel evaluation, and motivation, to name a few. To further illustrate to our employ ees that Kaman means business with regard to safety, our company underwrites all, or a considerable portion of, the employee costs of safety shoes,' safety glasses, and skin 10 Aerospace Section protective clothes and ointments 'where there are irritants in the environment There are also first aid stations, a fully equipped dis pensary, a medical staff, and a fleet of rescue and fire-fighting vehicles under the direc tion of a Safety Supervisor. This type of program, to protect die individual employee, is similar I am sure, to the safety programs in many manufacturing companies. It is not my purpose to dwell only upon areas of safety as related, to employee pro tection although' these programs anC'jtte safety conscious attitude contribute immense ly to our next goal, product integrity, which is safety. Our subject is helicopters, and my mission is to give an over-view of the techniques used in producing a safety-ori ented product while maintaining safe prac tices technically, as it progresses from de sign through manufacturing and testing of the prototype, experimental or production product With the long-range goal of passenger and crew safety in mind, where in the life cycle of a new helicopter does the manufac turer begin to concentrate on safety? Does this concentration begin with the establish ment and enforcement of rigorous quality standards, or with insistence on cleanliness (for example) in the manufacturing proc ess, or does it depend on the pilot's gong over the pre-flight check list just before first flight?' The answer is that safety must be built into the helicopter and employees, including the flight crew, at each of these steps along the way, but the first step toward safety is taken at die very conceptual stage --product design. Safety of pilot and pass enger will be inherent with design, and will 'be integrated with the development of all other system designs as the helicopter takes shape, first in the form of drawings, then wind tunnel models, and so forth. Let us call it design integrity. The very nature of the end article demands that safety be an integral part of the whole design concept Many steps are taken to assure that this is accomplished as we move from preliminary, to final design; far too many than can be covered here. Basically, however, there are three main thrusts toward designing a safe end-item in die helicopter industry: first, is to build in reliability by designing and selecting the best, most thoroughly tested systems and hard ware to be used in the helicopter; the sec ond is to design the best system for doing the mission for which the helicopter is designed; third, is to design the helicopter, as much as possible, around the crew who are going to man it and its passengers. These concepts introduce the two relatively new fields, reliability engineering and human fac tors engineering. Actually, .these are not so much new fields, as they are new names applied to old fields. Let me touch first upon the main thrust of designing _ safety into the helicopter through materials and process engineering, whose duty it is to attain mechanical and physical properties required in various areas of applications in helicopters. The environment in which helicopters op erate demands that high criteria be estab lished in the selection of the raw materials to be used in the product. The demands of flight have caused the aerospace industry, in general, to be one of the leaders in the development of new exotic metals and ma terials. Requirements at times are so unique in the manufacturing,of helicopters that. it. is impossible to purchase materials direct from a mill or warehouse or a manufacturer of components, thus requiring special speci fications by our materials engineers within Kaman Aircraft As~an--Sample, in the helicopter segment of the aerospace industry special attention must be given to the rotor blade which is, in terms of conventional aircraft, both propeller and wing. The speed of tips of the blade approaches the speed of sound in normal flight regimes; thus, ma terials must be used in blade fabrication that will have the tensile strength and flexi bility to withstand the aerodynamic stresses and centrifugal force of these high speeds, yet be relatively resistant to the corrosive aspects of sun, rain, hail, sand, salt spray, and other weather conditions. Research and testing lead to development of a blade com bining the strength of metal with the resil iency and weather immunity of materials such as fiberglass. Testing is conducted, material specifications are established, and a newer, safer generation of rotor blades comes into being. Two designs and operational concepts are used in the aerospace industry in general and the helicopter industry in particular to assure safety through reliability of the end product These concepts are time between overhaul--TBO, and component life. All 11 1968 National Safely Congress. major dynamic components, such as the blades mentioned above, the engines, and transmissions, based first upon theoretical studies, arc assigned a certain number of flight hours that they may be used before they must be removed for overhaul. This at first theoretical time period is further, proved by thousands of hours of running time on test rigs before the component is installed on a helicopter, and there it is further proved by flight testing. In addition to this, each dynamic component is assigned a life, using the same technique as described above; a life of so many flight or running boors with a major built-in safety margin beyond which the component may never tinder any circumstances be used again, re gardless of how well it may appear di mensionally or any other way, after removal. At this point, for safety and reliability rea sons, it is no more than scrap. So you see, from a theoretical and design point of view' proven by extensive ground and flight tests, the prolability of in flight failure of any major dynamic component is extremely low. This leads us to human error, and we move into die field of human factors engi neering; the purpose of which, if I may over amplify, is to create an operating environment around the pilot and crew that is the most compatible possible with respect to their human assets and limitations, thereby reducing .the chance of error. In helicopter design, the human factors engineer is, of course, highly concerned with the design of the pilot compartment and crewman sta tions. Are the controls located in a com fortable, untiring position relative to the length and shape of the typical pilot's arms, hands, legs, and feet? Are the instruments clustered, and shaped in such a way that they can be read easily and unmistakably? The instrument sun shield, for example, was introduced into the cockpit not. only to take into account the effect of glare from the outride but to reduce the reflection of in- struments in the plexiglass windows. The helicopter is used in an environment quite often dose to the ground, thus exposing it to hazards such as trees, buildings, eta It is therefore mandatory that visibility be of primary concern. But human factors engineering is not lim ited to cockpit design. The location of steps and hand holds and of access panels for maintenance, as well as the location of lubri cation points, is influenced by human factors engineering as to their ease of access by the mechanics and technidans whose func tion it is to service the helicopter. This ap plication of human factors engineering to the physical placement of equipment on the helicopter reduces the chance that a neces sary maintenance job will be inadvertently omitted or accomplished only half well be cause the medianic found it too difficult. In most programs, a complete aircraft mockup is required to further assure the attain ment of these goals. Reliability engineering and human factor engineering; two important ways that safety is built into the helicopter during design. In manufacturing, there are many critical areas where safety can be jeopardized and must be controlled. The correct tools and, in some cases, absolute cleanliness are es sential to the safety of the final product For example, an innocuous looking scribe line in the wrong area may cause fatigue of a component far before the normal life span is reached. A grease area in a bonded section can cause a void or corrosion to occur. The utmost lengths are taken to avoid such problems. Education, training, good working conditions, and modem, equip ment are of prime importance in these areas. As was stated earlier, safety consciousness has taught the employee to be alert to his own safety and to the safety of the final product Such programs as 2.D. (Zero De fects) are instituted to do just that---reduce mistakes to zero. These programs not only keep safety in the limelight but do pay off in dollars .to the manufacturers and the worker. Incentive programs such as sug gestion systems are continuously being stud ied to further use all of the ideas of all of the employees in efforts to find better, less complicated, and safer methods of accom plishing the task. In addition to design integrity and man ufacturing excellence, in what other way. do we assure that safety is built into the helicopter? Again, the human dement must be taken into consideration, and it is the function of the quality control department to see that engineering's design criteria and manufacturing's processes are all brought together into the end product Each detail of the manufacture, processing, assembly, and installation of each one of the many thousands of parts that go into one of our 12 Aerospace Section helicopters is closely inspected by the quality control department to previous written speci fications, as is the environment in; which the work is done. Organizationally, the manager of the quality control department must be a part of top management to assure that matters of quality control receive the top attention and authority it must have to perform its most valuable function. This group has a very' direct effect upon the integrity of the final product and most cer tainly cm the safety of the flight crew in all test operations. As the helicopter moves down its devel opment cycle from design through manu facturing and continuous quality control, we come to the end item, ready for flight testing.' However, prior to lift-off, its com ponents and the helicopter have undergone many rigorous procedures and hundreds of hours of static and dynamic test have been conducted, hopefully far exceeding any limit to which the helicopter will be subjected during the initial flight tests. Electronic telemetry will monitor the helicopter on its test flight, along with constant air-to-ground and ground-to-air communication. Of course,up until the helicopter makes its first flights the only data- available for use on the test fatigue rigs is analytical. Therefore, as soon as possible the actual true flight data is plowed into the many ground test rigs to enable them to operate with a real picture of what is happening. Thus, as has been stilted before, one flight test is worth 10,000 pages of 'analytical data. The pilot, of course, is aware that mon itoring systems are installed in the aircraft which will constantly inform him of the condition of his aircraft regarding such things as engine temperature, rotor speeds, and many gages and caution lights will warn him of any unusual condition. The pilot him self puts into effect the final phase of the safety program as he conscientiously and meticulously checks off each item of his pre- flight insasJBon check list, and long before the first Sght .he has made himself aware of the emergency procedures and familiarized himself with thewhole aircraft The crew must keep in constant training throughout There is always the danger of error or misshap in test flying, both human and otherwise. This is especially true as man ventures beyond the known into the unknown. Man will always do this and wc shall strive to make it as safe as posable. As you can see, safety is no accident, when it comes to producing a helicopter. Safety is part and parcel of design integrity. Standards of quality in aircraft are, in fact, standards of safety, and cannot be com promised in the aircraft industry. Trade offs are sometimes made with respect to speed vs.- range, or altitude vs. range, but at no time is a compromise considered with respect to the safety of pilot, crew, and passengers. By way of summary, let me relate the story of'the young lad who saw a sculptor begin work on a solid granite block. As he passed by on his -way to school each day,. he paid little attention as he heard the sculp tor chipping away at the block. Then one day his attention was caught by the emerg ing shape of a fully formed lioni and he exclaimed, "How did you know it was in there?" I have been able to give you only a quick over-view of the techniques used to build' safety into the helicopter. But just as surely as that lion emerged from the block of marble, under the skilled hands of the sculp tor, the production helicopter emerges from today's production lines as safe a vehicle as the current state of the art permits, by full utilization of the techniques described above.. SAFETY IN THE LUNAR MISSION: THE LAUNCH By JOHN R. ATKINS Safety Director, John F. Kennedy Space Center, NASA, Fla. (The follomng is a summary of the com mentary given during a showing of a series of slides depicting the facilities at Kennedy Space Center.) The John F. Kennedy Space Center, lo cated at Merritt Island, Florida, is the launch organization for the National Aeronautics and Space Administration. Approximately 13 1968 National Safety Congress 23,000 civil service and contractor personnel The four story Launch Control Center is are employed there. The installation covers the electronic brain of LC-39. All assembly about 88,000 acres oi land. and checkout operations are controlled from This large, complex government installa firing rooms in this building, which is about tion is engaged in many aspects of opera 3.5 miles from the launch pads. On the third tional, industrial, and research activities. Out floor are four firing rooms, one for each side of the Union of Soviet Socialist Re of the high bays in the VAB. Each firing publics, KSC is the only, organization, en room has some 450 consoles with controls gaged in launching manned space vehicles. and displays required for checkout processes. Therefore, many of the operational functions A high speed computer-link is provided be of KSC are unique and require application tween the LCC and the Mobile Launcher of safety techniques not in common use. for checkout of the space vehicle at either Although the industrial and research func the VAB or launch pad tions more closely resemble those in common The Transporter, the largest known practice, even there the use of new and often tracked vehicle in the wodd, moves the mo exotic materials poses special requirements. bile launchers into the VAB for the rocket Planning and conducting an effective safe ty program at KSC requires due reliance on the known, proven methods that have been effective in reducing accidents throughout American industry. But where unique or assembly and then moves the mobile launcher with the rocket out to the launch pad It also transfers the mobile service structure to and from the pad It is 131 feet long and 114 feet wide. There are four double-tracked ' unusual hazards exist, special precautions crawlers, each 10 feet high and 40 feet long.. are required. Each shoe, on the crawler track is 73 fedt For example, contractors working with cryogenic, hypergolic, or other uncommon materials possessing high hazard character istics must plan their safety program at KSC with due regard for their mutual in length and weighs about a ton. Its maxi mum speed is about one mile an hour loaded' and about two miles an hour unloaded The top deck is fiat, about the size of a baseball diamond. ' responsibilities. All activities under the juris- * The transportable launch platforms and ' diction of KSC are governed from a safety, umbilical towers (we have three of them) standpoint by KSC Safety Program docu weigh 10.6 million pounds each and stand ments developed or apprd^ by the KSC about 445 feet tall The launch platform Safety Office. is a two-story structure, 25 feet high, 160 The rockets developed by NASA for its Manned Space Flight Program have evolved in size and complexity since Alan Shepard took his historic flight on May S, 1961. The Apollo/Satum V vehicle stands 365 feet high, while Alan Shepard's Mercury Red stone rocket was 83 feet high. NASA has built Launch Complex 39 atMerritt Island as the launch site for its man-to-the-moon program. The vehicle as sembly building where the 365-foot tall Apollo/Satum V space vehicles are assembled and tested, covers eight acres of ground and contains 129,482,000 cubic feet of space. It is 716 feet long and 518 feet wide and is divided into a high bay area, 525 feet high, and a low bay area 210 feet high. The first stage of the Saturn V rocket is checked out in the high bay and the upper stages feet long, and 135 feet wide. The umbilical tower carries nine swing arms and related plumbing, equipment, and cabling. The swing arms provide support for the vehicle um-fP bilical systems and access for personnel to the stages during checkout operations. Two launch pads have been built at LC-39. Both are roughly octagonal in shape and cover about % square mile. The center of the launch pad is a hardstand constructed of 68,000 cubic yards of heavily reinforced concrete. The roadway upon which the Transporter travels is 131 feet wide, divided by a median. It is designed to support about 18 million pounds and has an average depth of seven feet It runs from the VAB to both pads and is about the width of an right-lane turn pike. ^ are checked out in low bays, then transferred The mobile service structure provides 360 to the high bay for Stacking. There are right degree access to both the Saturn V vehicle checkout cells in the low bay and four and the Apollo spacecraft at the launch pad. separate high bays. It is 402 feet high and weighs 9.8 million 14 Aerospace Section pounds. There are five platforms for per sonnel. The top three service the lunar mod ule, serwice module, command module, and launch escape system. The two lower plat forms serve the rocket The Transporter moves the mobile service structure to the launch pad from its park position, which is about 7,000 feet away. At about T-6 hours, the Transporter then moves the mobile service structure back to the park position, where it remains during launch. Even though, the movement of the MSS begins at about T-6 hours in the count, the preparation for this move must begin much earlier, as many disconnections must be completed. These would consist of electrical lines, water pipes, high-pressure gas lines, structural connections, and many others, to talling about 365 disconnections. The size and complexity of the launch vehicle that will send American astronauts to the moon, and the associated facilities-- all monstrous in size and new in technology ---account for the many new and unusual problems we in the KSC Safety Office must face.. The vehicle at launch stands 365 feet tall and weighs over 6 million pounds. Her payload is 250,000 pounds for an earth orbit, and 95,000 pounds for a lunar mission. To handle the Job of safety at America's Spaceport, a safety office was established. As mentioned earlier, the size and com plexity of the operations at KSC can cause a few out-of-the-ordinary problems. One: specific example is the problems associated with hypergolic propellants. There are three types used at the Space Center: N,04, UDMH, and MNH. These liquids are toxic, having a MAC of 5ppm for the oxidizer and J4ppm for the fuel. They are corrosive and hard to contain. The fuel reacts readily with oxidation and is susceptible to ignition from static charge. The fuel has a burning range from about two percent to 98 per cent in air. In short, they present serious hazards from fire and explosion. Protection of personnel who an^involved in operations with these hazard^l liquids, is of great concern to us. We educate our people on these hazards by requiring that they complete training courses designed to familiarize them with the facilities and equipment used, the characteristics and haz ards of the propellants, emergency egress routes, fire suppression systems . installed at the launch complex, the use of hand-type safety items provided in special safety lock ers at all locations where hypergolic propel lants are handled. They are also trained in the use of air packs, gas masks, and SCAPE suits (Self Contained Atmospheric Protecfire extinguishers, and other special type tive Ensemble). We have many other safety problems at KSC We use large quantities of liquid hydrogen `and liquid oxygen. Our liquid oxygen storage at Complex 39 holds 900,000 gallons and . the liquid hydrogen tank holds 850,000 gallons. Although both these items present fire and explosive hazards, the pri mary hazard, I feel, comes from the large quantities handled. There are 542 ordnance items in the ApolRS/Satum V space vehicle. They, range in size from small pressure squibs to large ullage and retro rockets. Some of these items are installed in the VAB and some on the launch pad. All initiating items are installed at the pad. We have high pressure gas systems that operate as high as 6,000 psu Several miles of gas transmission lines are involved. The average monthly gas usage at KSC is 147-5 million cubic feet of nitrogen and 45 million cubic feet of helium. Here, again, the size of the systems and the quantity used con stitute our reason for concern. ' Escape from tall structures has always been and still is of serious concern to us. We haven't been able to devise an accept able method of getting large numbers of people off our service towers' quickly in case of emergency. During the Gemini Pro gram,. we developed what we called a slide wire device. The KSC Safety Office did the development and testing of this device. Until the present time, ionizing radiation has not presented us with severe problems. We have a number of 1Q0 Curie'sources at KSC, used primarily for' radiography operations. There are indications that in the near future our safety problems with this type hazard will increase. The first lunar mission will carry the Apollo Lunar Surface Experiment Package (ALSEP). The ALSEP presents some seemingly insur mountable problems to us on the ground. This experiment carries a fuel capsule con taining 45,000 Curies of plutonium. The ionizing radiation from this substance is primarily, that of neutrons and gamma ray. The emission rates are: 335 mrem/hr at one .15  1968 National Safety Congress and one-half feet, and 1204 mrem/hr at nine inches. The installation crew will, receive their quarterly allowable exposure during the installation. Our most severe hazard comes from ther mal radiation. The skin of the fuel capsule remains at a constant 1350F.'The graphite cask attached to the LEM, in which the fuel capsule will be transported to the moon, will have' a skin temperature of between 600800F. As . you remember, MMH will burn ^fc382F., so if we have a fuel leak, we HmM# fire. We are trying to overcome this problem by directing cooling air from the instrument unit, just below, thereby lower ing the temperature of the fuel cask. Tests indicate that we can control the temperature of the fuel cask between 280-300F, which is acceptable. This compartment will be inerted with nitrogen gas prior to launch. . I urge each of you to impress upon your design and manufacturing management that safety which is designed in is by far more desirable than safety which is. implemented by procedural control. Be very careful that in your efforts to design in operational flex ibility, you do not design out safety of operation. The safest equipment- presently operating at the Kennedy Space Center is that which had safety designed in. KSC Accident Rate for last year was 2.33 for the contractors and .18 for Gvil Service em ployees.. The Center worked about 65,000,000 man hours during the year. THE MANNED SPACE FLIGHT SAFETY *IOGHAM By PHILIP H. BOLGER . Deputy Director, Manned Space Flight Safety, NASA, Washington, D. C. The subject of safety for astronaut flight crews has been a prime requirement since the inception of the Manned Space Flight Program. It is a complex problem, and the methods which are currently employed are part of a broad spectrum of safety activities, associated with the NASA space program as a whole. I will, however, attempt to con centrate on those considerations of safety activity dealing specifically with space flight and, in so doing, discuss the background of the safety organization, its personnel, proce dures, and methodologies. The NASA Office of Manned Space Flight has been developing an integrated safety program for its Manned Space Flight Pro gram for the past eight years. This program had its inception in the Mercury Program, continued through the Gemini Program, and reached its present status as part of the Apollo lunar program. Originally, this safety activity was an integral part of the flight program since there was only one manned space effort, the Mercury Program, in existence. As the agency matured and grew in size from the original Space Task Group at Langley Field to several hundred thou sand people, it became apparent that a safety organization had to be formed as a distinct entity. This was necessary to provide the continuity of safety, activity as one program was completed and new ones started. The need for standards, guidelines, and require ments to insure continuous and organized attention to safety within such specific pro grams were further justification. When sev eral space flight programs were being con ducted simultaneously, a uniformity could be supplied by such a safety organization. In addition; the need for an independent evaluation of the safety posture of flight programs which was required for manage ment visibility could be provided. Accord ingly, the Manned Space Flight Safety Or ganization was' organized in early 1967 to meet the agency's requirements as previously stated." The management philosophy of the safety program centers on the theme that the functional safety organization has the re sponsibility for establishing the safety stand ards and criteria. These then form the safety requirements which line management is re sponsible to implement. Finally, the effec tiveness of this implementation is evaluated through a system of surveys providing a needed feed-back to the safety organization. A brief examination of the manned space flight safety organization illustrates the man ner in which it- is structured to provide for 16 Aerospace Section the management of a safely program for the-entire manned space Bight organization including the headquarters, program offices, field centers, and their associated contractors. A safety director has been appointed at both the headquarters and field centers, re porting directly to the top management level. In each case, these safety directors have developed a working organization that en compasses all phases of safety activity and provides technical safety support to the en tire spectrum of flight and research pro grams underway in die manned space flight organization. The system safety activities, which I will discuss later, are being managed by engineering personnel within their respec tive program organization who also have an added functional responsibility to die safety directors. In this manner, direct communica tion is maintained with top management, providing the desired visibility into the con duct of the safety aspects which are inherent jarts of NASA's space flight programs. It also ensures a continuity of safety knowl edge' and uniformity of standards through out these many activities. Another important aspect of the Manned Space Flight Safety Program has been the selection of its management kvd personnel. A concerted effort was made to introduce people who have held positions of a com parable management lewd in program or other functional organizations. In this way, a broad base of knowledge of on-going flight and -research program management was introduced into the safety program. The purpose of the selectiofr.of such personnel was to insure that the* safety organization would be, speaking knowledgeably, recog nizing the real requirements of safety ac tivity and would put such requirements in their proper perspective with relation to the many others that NASA's programs must meet In other words, the safety organiza tion would recognize and operate within the same budgetary and schedule restraints im posed upon other on-going programs. It is also planned that ah exchange of personnel could be effected between the safety and other functional and program organizations in order to provide a career development concept This is fdt to be of growing im portance with individuals as they progress into higher management levels, supplying them with more options for advancement Again, it had the additional benefit of sup plying a base of knowledge of the safety discipline throughout NASA's manned space flight organization as these individuals move on to other areas of effort A prominent feature of the Manned Space Flight Safety Program has been the inte gration of the many diverse elements of safety activity into a single strong func tional organization. NASA has adopted a breakout of its safety activity into four general categories: System, Industrial, Flight and Public Safety. These categories are, of course, supported by safety efforts in ad ministration, research, and motivation. With in the safety polity established for the agency as a whole, this safety - program, has been developed to support the specific needs of manned space flight Its elements are, there fore, designed to identify hazards inherent to such operations and to develop methods for controlling them. For this reason, a strong system safety effort has been devel oped. System safety, as employed in manned space flight programs, is an engineering discipline utilized by program management to provide, a sound risk' control procedure throughout ^ffje fife cycle of the flight sys tem. This discipline uses various types of hazards analyses, both qualitative and quanti tative, to . identify potential hazards. It is especially important in such space flight programs to be able to realistically predict hazards and compensate for them prior to employment of the flight system. This is true because of the cost of these systems (i. e., Apollo, Gemini), the very stringent schedules, and the newness of the technol ogies involved. These programs are con stantly pushing the state of the art These factors prevent a primary reliance on col lection and study of accident/failure data as a means of compensating for system defi ciencies. The flight system must operate properly the first time. Therefore, we have been forced to develop tRneans of prediction of hazards in order to meet such require ments. " In regard to the question that is constantly raised concerning the relationship of system safety and industrial and flight safety activ ity, I think a great deal of confusion exists. System safety,. in this context implies the application of drf&tneering analysis techniques in the development of a specific system to identify and control risks. This discipline may .apply to flight hardware or industrial procedures. It results in design or procedural 17 1968 National Safety Congress characteristics tailored to compensate for the ment of launch and flight mission rules. conceivable, potential hazards. Resultant These are mandatory flight and launch pa products or corrections of this nature, there rameter limits that can not be exceeded fore, take the form of many actions, ranging without endangering the crew. A previously from engineering design to improvement of worked out procedure is associated with standard personnel protection techniques. For each of these red-lines so that an immediate these reasons, I believe system safety and response is provided in the event a limit is industrial and flight safety can not he readied. The flight crew emergency and equated to each other or discussed in the abort procedures, as well as the employment same context; one concerns engineering of the multiple redundancy of the spacecraft techniques and methodologies, and the others systems are compiled in the mission' rules. concern the protection of personnel involved The rules are reviewed and agreed to fay in fabrication, test, and flight operations. In all the groups included in controlling the other words, it would be like mixing apples mission: the astronauts, mission director, and oranges. System safety is another tool and flight and launch control teams. that can be used in the industrial and flight Once the various steps discussed above for environments. ensuring safety in space flight missions have The identification of potential hazards is been completed, a flight readiness review Js the strongest tool we have available in en held. This is the final management review suring safety in space flight The conceivable of the readiness portion of every organiza hazards are the source of many design con tion involved in a specific space flight mis siderations and changes throughout the sion. It is at this point that the dedsion is earlier phases of the development of manned made to proceed with the flight and what space vehicles. As the system develops, how steps are mandatory for completion prior to ever, more and more reliance must be placed launch. This culminates the planning neces on ground and flight crew procedures to sary to prepare a mission and to ensure its ensure . that identifiable hazards are con safe direction. The many safety considera trolled. For this reason, a set of criteria tions, commencing with the initial hazard have been developed to clearly define the analysis, are. brought to a completed status stringent- safety reviews that must be made or are judged as controllable or justifiable of all test, checkout, and flight procedures risks after all constraints have been judged. that are of a hazardous nature. The term The identification of hazards at the very hazardous is applied to afl^situations where conception of a space flight program also an energy potential exists that could injure permits the timely development of an emer the ground and-flight crews and hardware The hazards identified from the various analyses that are conducted in the manned space flight programs are combined with those which have developed or been identi fied from past space flight experience These form the basis for a detailed scries of possi ble procedures that could be employed by the flight crew in the event the hazardous situations occur. After these procedures have been developed, the flight crew conducts a long series of simulation exercises or drills' in a space flight simulator. These simulators are both dynamic and static and are deigned for normal astronaut training but possess a capacity for emergency procedure exercises. Once proven as practicable, the emergency procedures are formalized and become part of the checklist that the astronaut flight crew utilizes. gency system for incorporation into the spacecraft. As previously discussed, the first solution for a hazard is to improve the basic space system design to compensate for it If this proves too difficult, a procedure must be developed to allow control of the risk. Finally, after, these steps have been taken, a residual number of hazards or conceivable emergencies may well remain. It then be comes necessary to design and develop emer gency systems specifically to control the residual emergency. An example would' be the launch escape system on the Apollo spacecraft. Here it has been recognized that, despite every design consideration and launch and flight procedure, there still remains the possibility of an engine failure during launch. It was, therefore, necessary to pro vide a method for the astronauts to escape from the launch vehicle in order to make a safe abort and earth landing. This philoso A final control of the risks associated with phy is extended to each phase of the flight, each specific flight mission is the develop and every effort is made to assure the 18 Aerospace Section capability for successful compensation for an emergency by the flight crew. An additional safety feature of manned space flight programs requires that a new launch vehicle and spacecraft are exercised in unmanned configurations prior.to manned flights. An extensive telemetry instrumenta tion system is utilized to record and relay performance and anomalies so that final adjustments can be made or hardware design can be verified. This process of unmanned testing is an inherent part of certifying that a system is "manned rated" and ready for flight.' This discussion has reviewed in general details the Manned Space Flight Safety Program, the organization developed to carry out this program, some aspects of safety management and personnel considera tions, the development of the system safety discipline, the requirements for a creditable procedure for identification of hazards, and, finally, the use of data concerning potential hazards in the development and control of a space flight mission.- It was not intended to `cover in detail all aspects of this inte grated safety program, but to dwell pri marily on those which are most directly concerned with ensuring safety to astronaut flight crews during space mission. 19 AIR TRANSPORT SECTION , FIRE PREVENTION ON THE RAMP By. J. J. BRENNEMAN Fire Prevention Engineer, United Air Lines, Inc* Chicago, HI. Shortly after placing orders for jet air sonable value. Additional recommendations craft in the mid-SO's, people concerned with as to piping and sectional control valves aviation safety began to give serious con were also included, along with recommenda sideration to the hazards which might be tions concerning the vehicle containing the encountered in the handling of this new type filter separators which act as the intermedi bird. While considerable emphasis, and justi ary betiiwen the fuel hydrant in the grotnwi fiably so, was placed on personnel hazards, and the aircraft receptacle: Similar require which include ingestion, noise, etc, greater ments were applicable for tank type vehicles, emphasis was placed on increased fire prob which initially were the primary means of. lems. These problems were occasioned by the fueling the jets. These recommendations fact that the aircraft was much larger and were adopted by the- NFPA as Standard had greatly increased fuel loads at higher 407, and they are still in use today with only fueling rates. The under wing, hydrant type minor modifications. fueling systems were just then being de signed. Even with elaborate safety precautions during fueling, and methods of quickly The industry was concerned Prior to this shutting off the fuel available, the possibility time, fueling rates were relatively low. The over wing method, using a fuel truck, was common, and the hazards were really not too different than what might be encoun tered at the" corner gasoline station. The of a large size spill still exists. During the days of piston aircraft fueled with aviation gasoline, the average fire protection in the way of first aid equipment on the ramp usually consisted-of a 30 lb. dry chemical value of the aircraft was also less than half extinguisher or a SO lb. carbon dioxide ex of the orginal purchase price of the new tinguisher. These units, while certainly effec jets. tive, were felt to be too small to do the job. A Sectional Committee of the NFPA was The committee recommended (and it was set up to determine the safety features which subsequently adopted)- that a scale of pro must be incorporated into the high rate hy tection based on fueling rates be provided. drant fuel system and also into the fuel In most cases of jet aircraft, this required trucks which were to be used for the under that a minimum of at least one 150 lb. dry wing method of fueling. In the event that a chemical fire extinguisher, having a mini spill did occur, The Sectional Committee mum UL rating of 80-B, be available for was also charged with the responsibility of each jet fueling position. In a great many developing rccdfnmendations for the first aid cases, because of even higher fueling rates, type fire equipment which should be pro two such units were required. The ex vided in event of a spill. Other committees tinguishers available at that time contained took on the task of looking into possible sodium bicarbonate base dry chemical as . hazards which might be encountered, due to their fire extinguishing agent While it was higher vapor release because of increased only a recommendation of the NFPA most fueling rates. Drainage of the ramp also major carriers incorporated this scale as plays an important part since it can, if prop their corporate standard of protection and erly designed, limit the spread of a fuel spill again, with only minor modifications, this and thus limit the number of people ex scale is still in use. posed, as well as dollar values involved. There was considerable controversy dur The Committee recommended that dead- ing this time as to the extent of the com man type attended controls be provided along bustible vapor envelope which might or with emergency shutoffs, so the size and might not exist around the aircraft during amount of a spill could be limited to a rea the fueling operation. If a vapor envelope 20 Air Transport Section did exist, then serious consideration would have to- be given to develop ground equip ment which would not pose a source of igni tion. One faction insisted that the vapor envelope could be expected to encompass .an area within 200 feet of the aircraft .vent points; while on the other end of the scale, some people did not believe that it existed at alL While only limited studies , had been done up to this point, mainly within the United Kingdom, these studies seem to in dicate that the large vapor cloud faction was correct Unfortunately, however, studies that had been made projected the extent of the vapor cloud in a purely theoretical manner based on formulae used for the determina tion of smoke dispersion from factory chim neys. In order to bring the thinking to a more practical. level, an extensive, program was initiated to actually measure the vapor concentration under as many climatic condi tions as possible to get a very large statistical base. During the course of this study, over 2,000 individual readings were made at vari ous locations throughout the country,' in volving three types of fuel then in common use: gasoline; JP-4; and aviation kerosene: The results of this study were published by the NFPA and are basically incorporated in present Standard 411-M. Briefly tee results were that the vapor cloud does not exist but for only a very limited distance beyond the vent point of the aircraft Concerning ramp drainage, a concept was developed to limit the areas on the ramp served by only a single drainage inlet whether it be of the trench type or single point type, to that area which would con tain one large jet. Again, safety features were incorporated in the drainage system piping which would prevent the drainage system frora^ propagating a fuel fire from one aiFcra|t to another which might be parked along the terminal. Liquid filled traps, oil water separators, etc., were speci fied to limit such flame propagtion and also to minimize pollution in adjacent water ways and sewer systems. The recommendations were published as NFPA Standard 415 and have proved highly successful and are still in use today. As far as I know, there has never been a jet aircraft lost, or even seriously damaged, where there has been a fire following a fuel spill and where the recommendations per taining to fueling equipment, ramp drainage. and ramp fire protection equipment have been rigidly followed. For example, some years ago ah aircraft was to be fueled from a tank type fueler at a station in the East While the fuel vehicle complied with NFPA standards, an adapter had been placed on one of the fuel hoses to permit over wing fuel ing, using the under wing valve. While this in itself -is permissible, it appears that the automatic deadman features in the over wing adapter had been rendered inoperative by using, the static bonding wire to tie the adapter into the open position. When the pump on the truck was engaged to com mence the fuel operation, fuel spilled on the still hot aircraft engine and ignition imme diately occurred. The large extinguishers were available and were immediately pro cured by the employees fueling the aircraft; who in this case were station agents. Fire fighting operations commenced and were quite successful; however, some of the burn ing fuel had run under the aircraft, and the fire was inaccessible to the personnel in volved in the initial operation. Employees of a well equipped adjacent airline noticed die problem and attacked the' fire from one side of the aircraft while die fire fighting operation on the other side continued. The fire was extinguished with only minor smoke damage to the under side of the wing, and die aircraft was dispatched almost oa time. In another instance, the NFPA recom mendations concerning safe .guards to be incorporated in hydrant fueling systems were not rigidly followed. In this case, the deadman valve was located on the hydrant vehicle rather than in the pit in the ground. Thus, tiie length of hose connecting the fuel hydrant to the servicing vehicle could not be readily shut off. This hose failed in service, causing a rather large spill which ignited from an unknown source, and severe dam age to the aircraft resulted from the en suing fire. From this record we can only conclude that these pioneers had thoroughly recog nized the problems and had adequately dealt with them. As time went on, new extinguish ing agents became available which increased the effectiveness of the first aid fire equip ment provided on the ramps. Most notable of these was. the advent of Purple-K dry chemical which, pound for pound, just about doubled the effectiveness of the same size piece of equipment This was verified by 21 1968 National Safety Congress UL testing and listing, as ratings now of nominal 150 lb. capacty. dry chemical units are very commonly 160-B, as opposed to the 80-B rating before. Being advocates of giving a man the biggest dub available to do the job, we adopted Purple-K dry chem ical as our company standard and have modified all of our older equipment to effectivdy utilize the full capabilities and fire lolling power of the new agent. While technically this modification voids the UL listing of the extinguishers, the modification program was done by the manufacturer's personnel. Personally, I am more interested in having adequate protection than 'I am in maintaining the legality of a label. We are once again on the threshold of a new era. Orders have been placed for air craft capable of carrying 500 passengers and aircaraft capable of supersonic speeds. The problems with these airplanes are not going to be too much different from what we are living with today. True, they will be on a larger scale, and there is a major poten tial loss of jife or property in the event of a disaster, hot due to the excellent ground work laid by the pioneers back in the mid1950's, we have firm foundations to build on. We re-evaluated the extinguisher protec tion required where the Jumbo Jet or SST was to be serviced and fueled. In line with our philosophy of giving our people the big gest club available, we are planning to pro vide a minimum of two 350 lb. nominal capacity Purple-K dry chemical extinguishers available to each fueling position. These exinguishers have a UL rating of 320-B. While larger units can be purchased, if you go beyond the point of a 350 lb. model you are pretty well limited to motorized units. In order to be effective, such units would have to be placed immediately adjar cent and readily available to each fueling position. We do not feel that it is sourid economics- to provide such a motorized unit for each aircraft position at the terminal, nor do we consider it a good safety practice to provide only one large capacity motorized unit for each terminal ramp area. This is putting top many eggs in one basket, and could lead to disaster. Specifications for hydrant systems and ramp drainage are based on what has been successfully proven in the past I am sure that we will see some changes in the appear-' ance of the equipment used to service this new aircraft, mainly due to sheer size of the airplane. However, in essence the function remains the same, and I feel that we should stick with a winner. Protection is also changing with regard to aircraft hangars. Back in the early days of aviation,' fire protection for hangars was always predicated on protection of the hang ar structure, and only incidentally the air craft contained therein. This was, mainly, due to the fact that the hangar was worth more than the airplane, and the insurance carriers only insured the building. As hangar protection evolved from the ordinary wet pipe sprinkler system with scaled heads to the open head deluge type system, the con cept of hangar protection did not change. When the first jet aircraft hangars were constructed, this concept carried through. While higher water densities were required from the deluge systems, this was only to protect exposed steel structure from a fire of increased magnitude and, to my way of thinking, did little, if anything, to protect the airplane. We are now at a cross road. We can no longer ignore the fact that we must design protection systems into our air craft hangars which will protect the aircraft and, incidentally, protect the hangar. After all, the airplane is our revenue producing instrument and, while it might be inconven ient, we can do without hangars. If we con tinue to follow the old concepts, we might be faced with the day when the aircraft is burned up and we have a beautiful hangar which is rather difficult to get off the ground. Either foam making capabilities must be incorporated into the deluge system design (which is the approach which we have adopted and very .successfully tested) or supplemental foam systems, either low ex pansion or high expansion type, must be incorporated to augment the water sprinkler system. Water alone is not effective on a flammable liquid fire, particularly of the magnitude which we might expect, and the foam approach, therefore, becomes manda tory. Essential in developing the design for fire protection in an aircraft hangar, the systems approach must be taken. The drain age system design, must be related to the deluge system to remove excess water and flammable liquids, so the two systems com plement one another, maximizing the effec tiveness of each while minimizing cost 22 Air Transport Section ROUND SAFETY: THE DEVELOPMENTAL YEARS By J. A. O'DONNELL Manager, Ground Safety, American Airlines, La Gnardia Field, N. Y. If life begins at 40, the Air Transport Section can now claim to- be alive. We are one year older than Jack Benny. Satchel Paige warns that you should never look back, because someone might be gaining on you. Let's take a brief look at what our section has done in those 40 years. The National Safety Council formed a Committee on Aviation Hazards in May 1919, but it was not until the 1928 Congress that the first Aeronautical Safety Conference was held and the Aeronautical Section was organized. Capt Emory S. Land of the Navy was Conference Chairman. The speak ers discussed safety of passengers; the para chute in passenger flying; accident analysis; and Aircraft Accidents--Method of Analysis. The list of chairmen of the section over the next dozen or so years is a real Who's Who in aviation: Edward P. Warner, editor of Aviation magazine; Col. Harry'H. Blee of the Aeronautics Branch, Dept, of Com merce; Lester D. Seymour, president of American Airways; P. A. Wright, United Air Lines ; Eddie Rickenbacker, Eastern Air Lines; C R. Smith of American; and Ma jor R. W. Schroeder of United. ' Some of the ground safety topics discussed at those early Congress sessions were: fire hazards at airports; safety in aeronautical factories; safety at airports; airports and safety; safe airports; safety in airline op erations and maintenance; airport supervi sion; and training mechanics for safe air transport service. Shorty Schroeder was General Chairman in 1941 and presided at the Aeronautical Sec tion's Congress session that year. On the program was Jack Curtis, of United, who was the first airline ground safety engineer. His subject was "Safety Begins on the Ground." Jack was a real salty character who always had a pet project going. He was sincere, earnest, and a tireiess promoter of ground safety. Jerry Lederer presided at the 1942 session, though his name first appeared on the Con gress program in 1937 when he was Secre tary and Program Committee Chairman. Jerry was an old hand at the aviation safety game when most of us were still breaking in. He knows everybody and really gets around. One time I was in Rome at St Peter's Square at noon on a Sunday. The crowd cheered as the Pope came out to bless them. There was a short man standing next to the Pope, so I asked the man next to me, "Who is that?" He told me, "I don't know the guy in the butcher coat but the fellow with him is Jerry Lederer." In 1943- the Council authorized the or ganization of an Aircraft Manufacturing Section. The members of the Aeronautical Section then voted to change its name to the Air Transport Section. I got into this business in early 1944 when Jerry was still General Chairman. My boss was Walt John son, who was the first full time ground safety man for American Airlines. Jack Curtis became General Chairman in 1944, followed by Bob Bloomer, of TWA, Walt Johnson, and then Gil Tyler, of Pan American's La Guardia base. I remember climbing around those big Boeing 314 Clipper flying boats, with three decks and a hatch that you could open to work on an engine in flight Gil and a dry chemical fire extinguisher salesman tried to rework a sand blast outfit into a big dry chemical unit They used CO,, as a propellant and the plumbing got frosted up. It never did work. We tried a lot of things in those early days. Sam Miller of Capitol and Russ Holdren of TWA's Intercontinental Division in Washington attempted to set a magnesium wheel on fire, so that they could try extin guishing it They never did get the wheel to bum. I got involved in taking voltage measure ments of the static charge built up in a wheat blast unit used to clean engine parts. I had an instrument engineer with me, but I think that we got the decimal point off about two places. We held the 1947 winter meeting of the Air Transport Section at Eastern Airlines' base at Miami. Sam Barker arranged trans portation in a DC-3 owned by the Hollingshead Corp. We had a real good two-day meeting, hut when we got out to the airport 23- 1968 National Safety Congress on the third day for our trip home we were graph on "Aircraft Fueling," a data sheet told that it was snowing up north. The cap on airport vehicular traffic control, and tain thought it was tetter to wait it out in numerous posters suited to the needs of Miami, and we agreed. We were snowed in our members. at Miami We published a IS chapter Aviation Ground The Air Transport section always had a. Safety Handbook a couple of years ago and very active Engineering Committee, even in recently added a 16th chapter to it The those early days. They produced material section is working on a program of standard on ladders and workstands, qualifications for izing safety requirements for ground equip ramp vehicle operators, grounding of air ment and on the operation of hi-lift trucks craft, and many other subjects. Some of around aircraft these became Bala Sheets. Our members have been very active on Our newsletter ran to sis mimeographed pages. We couldn't use pictures, but we did run some good articles. Walt Johnson was getting out the newsletter the first year I was on the job. One month he was on vaca industry committees outside; of the National Safety Council, such as those of the National Fire Protection Association, Air Transport Association, and the USA Standards Insti tute. tion and I had to do it One item that I Airline ground safety engineers have al used warned that spraying carbon tetra- . ways tried to keep abreast of developments. chloride on spilled gasoline was only tempo When the DC-6 was being built my boss rarily effective in reducing its flammability. 'sent me to Santa Monica to. find out what Gil Tyler liked it and ran it in his company problems we would have with it in ground safety bulletin. Walt saw it in Gil's sheet handling. One thing I remember learning is and used it again the next month in the how to set up a berth. When we got our newsletter. Well, you can't win them ail 1 first airplane a couple of months later, I had A year or two later, I became Newsletter to show our Accommodations Group engi editor and, in 1948, General Chairman. As neers how to do it--safely, of course. General Chairman, I started a feature in the Newsletter called "Line Check" It was a monthly message from the General Chair man. `Line Check" lasted for years. Later, when I was again Newsletter editor, I used to threaten the General Chairman that if .he didn't supply me with a "Line Check" each month I would write one myself and sign his name. This worked pretty good. I even got Des Carmichael of TCA to come through. During the next few years our General Chairmen were: Des Carmichael, Trans Can ada; Ed Lee, Eastern; Bob Potter, AA's Tulsa base; Hank Waterman, TWA; Joe Chase, Flight Safety Foundation; Hank Schilling, TWA; Luke Corbeil, Trans Canada; Skip Morris, Eastern; Gene Bert ram, Northwest; and Dale Estell, TWA In the. last 10 years we have had Hugh Butler, Eastern; Norm Christoffel, United; Gil Teal Public Service Research; Howard Warzyn, TWA; Harry Kuschmann, United;. Bill Beime, Alexander and Alexander; and Ralph Dee, United. More recently, the Air Transport section has had meetings in Seattle, to preview the 747; Los Angeles, with a side trip to see the DC-10; and in London, with a visit to the plant where the Concorde is bang built You can be certain that it helps a lot to visualize a problem if you have seen the actual monster in the tin. The introduction of jets into our transport fleet was done smoothly and with little or no apparent fuss, because it was carefully planned. The first jet transport I ever saw in my life was a Pan Am 707 that landed at Kennedy one Sunday morning in- August, 1958 after a proving flight from San Joan. Nearly two years before that the airlines had a meeting in Miami to plan for the safe ground handling of jets. At that meeting there were about 100 people. Not one of us knew whether we would be able to start the engines at the gate or if we would have to tow the big bird out to the end of the run way and start engines just before take off. But we all learned a lot out of that meeting. The section produced "Ramp Safety," the We learned to recognize the problems, and first Safety-graph slanted to the needs of a we tackled them on an industry basis. The particular industry. It was very successful next September, when we met in Sain Fran and sold.well. Later, we produced a Safety- cisco, we were much better informed. For 24 Air Transport Section example, American had run test fires to determine just what kind of fire extinguish ers we should provide to protect our fueling operation. We spilled different' amounts of kerosene on concrete that registered 100, lit it, and tried, to put it out with different size and kinds of extinguishers. We were concerned with our people han dling energized 220 volt ground power cords, so we devised a means of keeping the power off until' the cord was plugged in and a button on the generator was pushed. Jet engines are noisy and we knew.we would have to provide ear protection. We studied the problem and the Air Transport section produced a data sheet giving just the information needed to set up a hearing conservation program. Sometimes you have practical operating problems when you try to be ultra conserv ative. For example, because of the stories we heard about mechanics being sucked into jet engines on military aircraft, the airlines early established a rule that no one should approach within 25 feet of an operat ing jet engine. This was safe enough, but op erating people, who wanted to preposition equipment for arrivals and to be able to lead bags of last minute passengers, asked if this was a hard and fast distance. We decided to find out On a cold, windy night in March we went out on the hangar apron at Kennedy and took velocity readings. At first, we used a life line and held the velometer at arm's length. We found that even with engines operating at powers well above what they would ever be on the ramp we could approach safely within five feet of the intake, so we established 10 feet with the engines at idle, confirmed with the cock pit, as the minimum distance when following a published procedure, while holding the 2S foot rule for general use. There are many other instances where, needless restrictions and safeguards have been set up, but mem bers of our section, have found that they could be mitigated without compromising safety. Not the least of the advantages of mem bership in the Air Transport section has been the friendships that you make over the years, the opportunities to informally ex change information and to find out how the other fellow, has handled a problem. The fact that our section has always been rather small has been an advantage. We get active participation by everyone. Just being part of the airline industry during the past quarter of a century has been a very rewarding experience. In 1928, the domestic airlines flew about 10 million passenger miles. In 1944, it was over two billion. For 1967, the figure topped 75 billion.' We are in a growing business. Does anyone want to guess what it will be .like in an other 40 years? Sometimes when the going gets rough I take out my copy of the Air Transport Newsletter for January 1955 and read the "Line Check" that Hank Schilling wrote, his first as General Chairman of the Section: "The other day, after a series of minor frustrations, I was glumly watching one of our painters renewing the strip of non-skid safety paint we use on some of our aircraft wings to prevent falls. A mechanic, preoc cupied with his job, squeezed past the painter, slipped on the wet paint and started skidding toward, the trailing edge. Fifteen feet below him, steel boxes, ladders, and other `unsoft,' angular pieces of equipment "No, he didn't fall, but later that night-- just as I had about derided to get a job on a slow, slow boat--my younger son pipes up (without warning) and says, `Top, I'm gon na be a safety engineer when I get big." "Somewhat apprehensively, I reached over to feel his head for soft spots, and then I noticed that my wife was actually beaming at me acros^the room! She seemed as pleased as tho the lad had announced his ambition to be a pilot or coffee salesman, or even to own his own butcher shop! "Somehow, the wisecrack I had on the tip of my tongue didn't seem appropriate for the moment and I sat back to think some more. . . . Quite hy accident* I had had a glimpse of my job through a new pair of eyes and saw the disappointments and the failures and the frustrations in their proper perspective. I finally grinned back at my spouse and told the boy, "You might do worse.'" 25 Air Transport Section NOW AND AHEAD By JEROME LEDERER Director, Manned Space Flight Safety, NASA, Washington, D. C. In 1928, aviation was neither safe nor effi cient enough for widespread public accept ance. However, the past 40 years has wit nessed such improvement in safe and efficient operation that aviation has become essential to our economic viability, and it can get better. The obstacles to greater safety with present equipment are not so much technical as political, social, and, economic If the current fleet of aircraft were retained in definitely, it is technically conceivable that the worldwide airline fatal accident rate could .be reduced by some 50 per cent in perhaps ten years. Aviation is a dynamic phenomenon; new types of aircraft will continue to be devel oped, with their accompanying safety prob lems. The SST, the hypersonic the space shuttle, the Jumbo Jet, and YTOL are on the near and far horizons. The learning curve on new aircraft of the past has pro duced accident rates which cannot be erated in the future. The best hope to bat this is to apply as much systematii attention to the small but numerous and important details of design, operation, and human factors as to the solution of the major problems of structures, aerodynamics, power plant reliability, and performance. This technique is known as systems safety. The use of computer techniques throughout the' entire technical area cannot but help this new discipline . General aviation is in need of the develop ment of design and devices that will remove the need for the high standards of pilot proficiency now required for safety, espe cially in instrument weather. The private pilot with professional training is a safe pilot, but at considerable expense in time and funds. Thus, if the systematic management of risks is applied to operation and supple mented by greater industry participation in g the social and political and economic lass, &ose of us concerned with avia- jjy_ could ask for no more. . 26 OFFICERS OF THE AEROSPACE SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman--J. M. Durham, Safety Director, Martin Marietta Corp., New York, N. Y. Acting Vice Chairman--*Fbeo R. Temple, Chief Safety Engineer, General Dynamics Corp., Fort Worth, Texas Secretary-Treasurer--*Fred R. Temple, Chief Safety Engineer, General Dynamics Cor poration, Fort Worth, Texas Newsletter Editor--E. L. Mendenhall, Health and Safety Engineer, The Boeing Com pany, Boefc Atlantic Test Center, Cocoa Beach, Fla. Engineering Chairman--E. G. Troutman, Accident Prevention Administrator, Westinghouse Electric Corporation, Astronuclear Laboratory, Pittsburgh, Pa, Program Chairman--W. W. Allison, Safety Constant, Sandia Corporation, Sandia, Albuquerque, N. M. Education & Training Chairman C A. McGee, Chief, Industrial Hygiene & Safety, North American Rockwell Corp, ('nhmiiniv, Ohio Industrial Hygiene Chairman- Howard H Sheehan, Head, Industrial Hygiene & Safety, Corporate Industrial Krlatiom, Hughes Aircraft Company, Los Angeles, Calif. Membership Chairman--Ernest Lkvens, Director of Safety, Douglas Aircraft Company, McDonnell Douglas Corp, Santa Monica, Calif. Statistics & Contest Chairman--j. j. Moi.ujy, Special Assistant, Industrial Hygiene & ' Safety, Aerospace & Systems Group, North American Rockwell Corp, El Scgundo, Calif. Off-Thc-Jab Safety Chairman--H. J. Stone, Chief, Safety & Industrial Hygiene, Lockheed Missiles & Space Co, Sunnyvale, Galif. Military and Government Agency Representatives--Earl S. Howarth, Chief, Ground Safety Branch, Hq. AFSC, Andrews AFB, Washington, D. C.; A. R. Evans, Jr, General Safety Officer, Naval Air Systems Command, Navy Department, Washington, D. C; E. A. Burke, National Aeronautics and Space Admin, Mississippi Test Facility, Bay St Louis, Miss. Long Range Planning Chairman--Dana A. Frasier, Health & Safety Engineer, Aerospace and Systems Group, North American Rockwell Corp, El Segundo, Calif. Staff Representative--Joseph' Zuitho'ff, Industrial Dept, National Safety Council, 42S N. Michigan Ave, Chicago, HI. 60611 . *Past General Chairman 27 OFFICERS OF THE '' AIR TRANSPORT SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman--Leonard J. Kowalski, Safety 'Engr., Trans World Airlines, Inc, J. F.- International Airport, Jamaica, N. Y. First Vice Chairman--G. T. Murray, Supervisor, Ground Safety Dept, American Airlines, Inc, LaGuardia Airport, Flushing, N. Y. .\ 1 Second Vice ~ Chairman--Gwsge MacDonald, Vice Pres. & Gen. Mgr., Self Insurer's Services, Inc, Chicago, Itt. Secretary--Wm. M. Geeaghty, Staff Mgr., Base Safety, United Air Lines, Inc, Mainte nance Base, San Francisco International Airport,. San Francisco, Calif. Newsletter Editor--B. M. Kipikas, Staff Engr., Hartford Accident & Indemnity Co., Chicago, 111. Research & Engineering Division--James H. Skitt (Chairman), Mgr., Safety, Western Airlines, inc., Los Angeles, Calif.; R. E. Breilinc, Mgr., Engineering Dept & Chief' Pilot, Assocbled Aviation Underwriters, New York, N. Y.; J. P. Dunne, First Deputy Corfrm. of Aviation, Dept, of Aviation, O'Hare International Airport, Chicago, III; Robert J. Ferris, Mgr.,' Industrial Safety, Maint & Eng. Dept., Eastern Airlines, Inc; Miami International Airport, Miami, Fla. Industry Relations Division--Ralph J. Dee, Ground Safety Engr., United Air Lines, Inc,. Chicago, III. Education & Training Division--G'. W. Seward (Chairman), Safety Engr., Trans World Airlines Inc, Kansas City, Mo.; G. MacLeod, Station Services Instructor, Air Canada, Montreal, Quebec,-Canada; H. K. Heasley, Dir., Mgmnt, Dev. & Safety, Braniff In ternational Airlines, Dallas, Tex.; 0. R. Willingham, System Dir. of Industrial Safety, National Air Lines, Inc, Miami International Airport, Miami, Fla. Air Force Representative--Lamar Renfro, Chief, Ground & Explosive Safety Branch, Hq., MAC (MAIIGSC), Scott AFB, 111. Navy Representative--tA. R. Evans, Jr., Special Asst, for Ground Aviation Safety, Dept, of Navy, Naval Air Systems Command, Washington, D. C. Membership Committee--B. M. Kipikas (Chairman),. Staff Engr., Hartford Accident & Indemnity Co., Chicago, III; Richard E. Glaze, Mgr. Ground Safety, United Air Lines, Inc, O'Hare International Airport, Chicago, 111. Nominating Committee--*H. W. Schilling, Mgr., Safety Engineering, Trans World Air lines, Inc, Kansas City, Mo. . Program Committee--Peter Anderson, Ground Safety Officer, British Overseas Airways Corp., London Airport, Hounslow, England 29 Statistics Committee--*Dale Estell (Chairman), Safety Engr, Trans World Airlines, Inc., Los Angeles International Airport, Los Angeles, Calif.; W. L. Dallen, Super visor, Prop. & Insurance, Air Canada, Montreal, Quebec, Canada Maintenance & Servicing Committee--}. D. Miller (Chairman), Gen. Foreman, Trans World Airlines, Inc., J. F. K. International Airport, Jamaica, N. Y.; V. F. Rossie, Mgr., Major Base Maintenance, Technical. Services, Trans World Airlines, Inc., Los Angeles, Calif. Lang Range Planning Committee--W. L. Daixen (Chairman), Supv., Prop. & Ins., Air Canada, Montreal, Quebec, Canada; R. B. Maeshall, Aviation Tech. Rep, Insurance Co. of North America, Woodstock, I1L; John Angeloco, Ground Safety Dir.; Uni versal Airlines, Inc, Willow Run Airport, Ypsilanti, Mich.; Robert F. Farrell, U. S. Aviation Underwriters, Inc, New York, N. Y. Overhaul Base Committee--'^Howard H. Waezvn (Chairman), Sr. Safety Engr, Trans World Airlines, Inc, Mid-Continent International Airport, Kansas City, Mo.;. *R. L. Potter, Mgr, Ind. Safety Maintenance & Engineering Center, American Airlines, Inc., Tulsa International Airport, Tulsa, Qkla.; M. R. Taylor, Supvr, Fire; Safety & Security, Air Canada Base, Dorval, Quebec, Canada; *Hugh H. Butler, Safety Administrator, Eastern Air Lines,' Inc, Miami International Airport, Miami, Fla.; Wm. M. Geraghty, Staff Mgr, Base Safety, United Airlines, Inc., Maint Base, San Fran cisco International Airport, San Francisco, Calif. Members at Large--*}. A. O'Donnell, Mgr. Ground Safety, American Airlines, Inc, LaGuardia Airport, Flushing, N. Y.; H. A. Kushmann, Staff Mgr.-Base Safety, United Air Lines, Inc, Maintenance Base, San Francisco International Airport, San Francisco, Calif.; *Wm. A. Beirne, Jr, Loss Control Coordinator, Alexander & Alex ander, Inc, New York, N. Y.; *N. L. Christoffel, Staff Mgr, Ground Safety Analysis, United Air Lines, Inc, Maintenance Base, San Francisco International Airport, San Francisco, Calif.; Staff Representative--Joszm H, Vansickle, Industrial Dept. National Safety Council, 425 N. Michigan Ave,`Chicago, 111. 60611 *Past General Chairman 30 Order Form 1968 Congress Transactions Quantity Ordered Stock No. Vol. No. Title 1-9 10 or Copies more 022.38-1. . 1 General Sessions & Index to all Volumes $.85 $.65 02138-2 2 Aerospace; AirTransport .85 .65 02138-3 3 Automotive & Machine Shop; Power' Press & Forging ' .85 .65 021384 02138-5 4 ' Cement, Quarry & Mineral Aggregates 5 Chemical & Fertilizer .50 .45 .85 .65 02138-6 6 Civic Leadership; Church, Women, Youth, Farm .85 .65 02138-7 7 Coal Mining .85. .65 02138-8 8 Construction; Public Employee .85 .65 02138-9 9 Electrical Equipment .50 .45 02138-10 10 i Food & Beverage, Meat Packing, Tanning . & Leather Products; Trades & Services .85 .65 02138-11 11 '`Glass & Ceramics; Rubber . -85 165 02138-12 12 Industrial Subject Sessions; Associations L10 LOO 02138-13 13 Labor .85 .65 02138-14 14 Marine . .85 .65 02138-15 15 Metals .50 .45 02138-16 16 Mining ..85 .65 ` 02138-17 17 Motor Transport; Transit 02138-18 18 Occupational Health Nursing .85 .65 .50 .45 02138-19 19 Petroleum 02138-20 20 Public Utilities .85 .65 .85 .65 02138-21 02138-22 02138-23 21 Pulp & Paper; Printing & Publishing 22 Railroad 23 . School & College .85 .65 .50 .45 1.10 1.00 02138-24 24 Traffic 02138-25 25 Wood Products; & Textile .85 .65 .85' .65 02138-26 26 Early Morning Sessions .50 .45 02138-27 27 Public Safety .85 .65 022.38-28 28 Home Safety .85 .65 02118 COMPLETE SET OF 28 VOLUMES $13.60 Automatic 20% discount to National Safety Council members; or 10% discount to government agencies. Please enclose check with orders less than $3.00. SHIP TO: * Organization Address____ Citv to Attention of_____ State Zip Code . ________________ BILL TO: . Organization Address _______ ____________________ !______________ ___________________ ___ City___________________________________ State _________ Zip Code to Attention of Customer's Purchase Order Number MAIL TO: 22C26902 32 NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 rmuru i* u.i.a. 022.3S--2 Volume 3 NATIONAL SAFETY CONGRESS TRANSACTIONS AUTMMmVE md MACHINE SHOP; POWER PRESS uad FORCING NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois - 60611 56th NATIONAL SAFETY CONGRESS Papers Delivered in the . AUTOMOTIVE & MACHINE SHOP SESSIONS CONTENTS The Most important Word in Safety..................................G. E. Montgomery 5 Papers Delivered in the ' POWER' PRESS Sc FORGING SESSIONS % More Permanent Controls....... ........ ......................... Frank Hausman, Jr, 9 Development of a Better Machine Operator. ............ Owen R. Stanley 11 The 3 R's of Press Reliability and Safety. ..........Christopher Zdlenga 14 Safe Bench Pressed Riveting Operations............................ Henry Gagliardi 19 Officers of the Automotive & Machine Shop Section 1968-69......................... 22 Officers of the Power Press and Forging Section 1968-69 ................................ 24 Other Volumes in the 1968 National Safety Congress Transactions.... .Jack Cover 3 PLAN NOW TO ATTEND THE . 1969 NATIONAL SAFETY CONGRESS OCTOBER 27-30, 1969 / CONRAD HILTON HOTEL, CHICAGO 1970 The Congress is always a big week, a worthwhile week for the 13,000 safety people who attend. At the '69 Congress you can meet other safety people, withthesameproblemsandresponsibiiitiesas yourself. 1971 You can exchange views and ideas on accident preven tion, health, hygiene, and fire prevention... on safety in industry, traffic, school, at home and on the farm. You can see the largest of all safety equipment exhibits 1972 atthe Congress... an opportunityforyou to make wellinformed buying decisions for your company. This four-day educational program, planned and pre sented by the National Safety Council, can be your most thought-provoking, most worthwhile safety expe 1973 rience in 1969. Make plans earlyto attend the 1969 Congress and bring the other people in your organization who have safety responsibilities. FUTURE CONGRESS DATES 1969 October 27-30 1970 October 26-29 1971 October 25-28 1972- October 23-26 1973 Oct. 29- Nov. 1 NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVENUE CHICAGO, ILLINOIS 606(11.. AUTOMOTIVE AND MACHINE SHOP SECTION THE MOST IMPORTANT WORD IN SAFETY By G. E. MONTGOMERY Executive Dir., Greater Detroit Safety Council, Detroit, Mich. We've come a long way in safety since the National Safety Council was formed in 1912. Last year, 112,000' lives were lost in . accidents in the Unitai States, while almost 11 million were being injured. But, would anyone care to project what these figures would have been, based upon 1912 frequency and severity rates? In 1912, among workers in industry, there were 21 accidental' deaths per 100,000 work ers. For the past few years, as you know, it has been around seven! Or to put it in other words, "In 1912 an estimated 21,000 worker's lives were lost while producing 100 billion dollars worth of gross national product i~y?lule last year, with a work force more than double in size and producing six times as much, there were 14,200 on die job deaths." Yes, we've come a long way, but when we stop to think that in the few minutes it takes to read -tins paper, there will be one death and a number of serious (lost time) injuries, you will have to agree with me that althougtapre have done a good job, it is not good enough-and will never be good enough until we have eliminated all accidental deaths and injuries. Yes,'we have come a long way--we have done an outstanding job! But all too often we are like a lady in the Detroit- area who was stuck in the snow on a side road last winter. When the road' patrol came along she was out in the road placing leaves 'and weeds and small branches under her front wheels. When the officer suggested it would be better trader her rear wheels, she an swered, "Oh, the rear wheels are spinning nicely, it is the front wheels that are not turning." Too often our wheels are spinning in cur safety efforts. And all too often we make mistakes like the lady who .was explaining her black eye to her friends at the bridge club. "My hus band gave it to me," she said. "But I thought your husband was out of town," replied one of her friends. "So did II" was the answer. And all too often, we only come dose. You've heard the story of the little boy who came home from kindergarten all ex cited because he had won first prize. When his mother asked for details he told her there was a contest to see how many chil dren could tell how many legs a hippopot amus had. "My answer was "three' mother, and I won," said the bey. `Yes, but a hip popotamus has four legs," replied his mother. `Yeah, I know, but I came the dosest!" Some are in safety because it pays better than other jobs. Or because the working hours are so-short, with never any overtime or weekends to worry about Or because of the wonderful cooperation and recognition they receive from management and em ployees. There may be a few men in safety because they couldn't make a success of ary other job--someone said there should be a safety department and because they couldn't do anything else right--they were put on the job. But there is only one main reason most of us are working in safety (whether you know it or not) and that is because we are interested in humanity! What does the dictionary say about "hu manity"? "Quality or condition of being -human. The peculiar nature of man, by which he is distinguished from other animals. Quality of being humane; the kind feelings, dispositions, and sympathies, of man; espe cially a disposition to relieve distress and to treat all creatures with kindness." There are many good reasons for a safety program in any plant Safe workers are better workers--happier workers and more productive workers--producing less scrapped parts. All of 'this, of course, means more money for the plant and for the management and (hopefully) for all the workers. But how many safety programs do you know of that are built on economics alone? Through S it1*; 1968 National Safety Congress my work, I come in contact with more safety, programs than most men, and I don't know of even one based on selfish reasons alone! .. Charles M. Powell, president of American Agricultural Chemical Co., (whose company spends $350,000 a year' on safety) said, "Safety encourages teamwork; develops ini tiative and alertness, minimizes human suf fering, and results in lower costs in insur ance and in reducing hidden costs resulting from lost time because of injuries." Russell De Young, president of Goodyear' Tire and Rubber Co. (which invests over one million dollars, a year in safety), states, "Safety saves lives and money." Champion Paper and Fibre Co., Hamilton, Ohio, spends $70 per year per employee on safety. Many millions of dollars are spent on safety programs each year, and although the programs are often sold on economic rea sons, you can't convince me that deep down in the heart of the most hardened executive the humanities are not helping to tip the scale. I have a great love and admiration for safety directors and for all who are in terested in the safety of their fellowmen. This is "The Humanities of Safety" in ac tion. I love the dedication of safety people. I love the enthusiasm of safety people. They remind me of the ice fisherman who had no place to keep his worms from freezing, so he kept them in his mouth! Those of you who are familiar with N.S.C. publications have no doubt read this description of a safety director, but it is worth reading often. It is one of the finest tributes to safety directors that I have ever read. Salient, salubrious, scintillating Sam Fife, former fearless, fighting editor of the Safety News Letter of the National Constructors Association, recently pub lished the following definition of a safety director. Somewhere between the apple-cheeked innocence of the new office boy and the . urbane worldliness of the board chair man, we find a delightful creature known * as a safety director. Safety directors come in assorted shapes and conditions--mostly "out of." You find them everywhere--but mostly .behind the eight ball. Goggle salesmen love them, litterbugs hate them, wives tolerate them, supervisors frustrate them, engineers ignore them, and the claims adjuster protects them. A safety director is sentiment with statistics on its tongue . . . experience with scars on its hands . . . imagination with a clipping service . . . and faith with its fingers crossed. A safety director has the appetite of an IBM machine, the energy of a chimpanzee, the curiosity of an old maid, the lungs of an umpire, the enthusiasm of a kid in an ice cream plant, and the shyness of a bull elephant in mating season. He likes slogans, posters, figures, questionnaires, tape measures, warning signs, newsletters, safety meetings, and limericks. He isn't much for clutter, clatter, waste, carelessness, other peo ple's speeches or sharing his bulletin board. No one else is so early to lunch or so often at the coffee machine. When you want him, he's "somewhere out in the plant" When you don't want him, he's hovering over your desk with 117 ideas for jimdandy new promotions. No one else can cram into one desk drawer 17 red pencils, two slide rules, a firstaid kit, a swatch of bumper stickers, 11 safety posters, 14 decals, five- rolls of reflector tape, and a pocket calculator. A safety director is a fabulous crea ture. You can keep him out of sorts, but you can't keep him out of your files. You can frustrate his desires, but you can't frustrate his drive. You can top his jokes, but you can't top his statistics. He's your conscience, your shadow, your alter ego, your father-image, your psy chiatrist, and your despair. But when the accident figures drop, he's your pride and joy, your fair-haired boy, your prize executive (provided he doesn't expect a raise). And when you leave the job and break your leg in the parking lot, he can bring tears to your eyes with those.tender sympathetic .and understanding words, "You rat, you've ruined our safety rec ord." (Construction Section) Why are you in safety work? Let me say as kindly as I know how--but as force 6 Automotive and Machine Shop Section fully as I know how--"Unless you are in You've no doubt heard this story,' but it it because you have a soft spot in your illustrates so perfectly "primary duty," that heart for your fellowman--unless you have I would like to repeat it One morning when an interest in preventing injury and suffer Father O'Brien went out to his front porch ing and death to your fellowman--unless you for the papers, he found a dead jackass on really feel that ydu are truly your .brother's his steps. He immediately called Kelly, who keeper--get out of it was head of the Sanitation Department and The words of the apostle Paul in Romans 15 :l-3 are most appropriate here: "We then that are strong ought to bear the infirmities of the weak, and not to please ourselves. Let everyone of us please his neighbor for his good to edification. For even Christ pleased not himself, but, as it is written. The reproaches of than that reproached thee fell on me." The number one killer of us all, under, the age of 37, is still with us, and last year he destroyed more physicians, more engi neers, more attorneys, more artists, more toolmakers, more railroad men, more mothers, more fathers--an'd more children-- than any other force. (This killer takes more children between the ages of one and asked him to bury the animal. Kelly, think ing to have some fun, answered, "Why, Father, you will have to take care of it Don't you know the first duty of the church is to bury the dead?" "That's where you are wrong, Kelly," answered Father O'Brien. "The primary duty of the church in the event of death is to notify the next of kin. And that is why I called you!" The primary duty of safety people is to change the course of events! There are two fundamental principles that guide us: 1. The plac#where a man works and the place wherdra man lives have a great in fluence on his life. * 2. A man can have a great influence on the place where he lives and works. 14 than the five leading diseases combined, There isn't an industry represented in this and from 15-24 more than all causes com Section that doesn't have a better safety bined!) No one can estimate how great this record than was thought possible just a few destructive force would be, nor how great years ago. Because of the effort you and the destruction might have been last year, your associates have made, these industries if it were not for the work of the dedicated have become increasingly safer from year safety people and their associates! to year. Let no one be discouraged by the Alfred North Whitehead, one of our great philosophers, gave one of the finest defini tions of' duty, which I would like to apply to safety, that I have ever heard: "When ever it is possible for a man or a group of men to alter the course of events for another person or a group of people, therein does appalling fact of what is still happening among us. But let every man take heart by this simple truth--that there is in each in dividual the capacity for leadership whereby you are able to transform that place where you work into a safer place. This calls for two forces if that leader that man have an inescapable duly." Through ship is to become effective. One is the knowl the past fifty years and throughout all edge of science and the other the enthusiasm American industry, we have noted the man of religion. All successful safety men have ner in which the course of events have been both of these forces incorporated into their altered for persons and groups of people, very existence in a most rare and magnificant because of what you and those like you have way. done. When a man is conscious of his first. 1. The centrifugal force of science that and primary duty, then his course of action increasingly is thrusting itself further and is dearly defined for him. And surely one further into space, abandoning truths once of the marks of greatness among us is that, held to be valid and finding, new truths by whenever we find a safety person, he knows which the penetration can be made, always what his primary duty is, regardless of the recognizing that we shall now know less and particular product, regardless of the manu less about the more and more that is around facturing process, regardless of the prob us. (It took thousands of years for the lems of competitiveness, regardless of the total knowledge of mankind to double--it is sanctity of traditions. He knows his primary now doubling every eight to ten years!) duty, and he acts accordingly. This is the openness of mind of the safety 7 1968 National Safety Congress man who never feels that any mechanical employee, and provides a work climate for device, any sdenitfic approach is the ulti all employees where production can be car mate answer,, but there is always the better ried on without interruption from accidents. way. Safety is the foreman who cares enough 2. The. second of these forces is that cen tripetal force of religion which constantly brings the energy of life down to a hard ample core of the value of man and his worth and increasingly causes us to realize one thing we do know amid all of our un certainties, and this is--the way of reverence for life is the only way of survival. about his workers to insist that they be given the very best instructions through both oral and written instructions. (He also in sists on strict compliance with all company rules, including safety-) Safety is the com pany design engineer, who understands the importance of designing safety into every building, and every piece of equipment Safety is the purchasing agent who insists In other words, we are speaking of the , on the best equipment (safety-wise) that can humanities of safety! In the blending of be found. Safety is the individual who is science and religion, our leadership must sold on die importance of looking after him recognize that our first responsibility is to self and his fellow employees so that in understand the attitudes of people and how, juries are avoided by aU. He dunks safety as safety men and women, we can actually and works safely under all circumstances. change the attitudes of persons. For make Safety is the salesman who concerns himself no mistake, there can be no lasting im with his customer's protection and ensures provement in the accident picture by science that the customer gets the technical assist alone, nor by religion alone, but only by ance to properly handle the commodity he tire blending of these two great forces in our buys. Safety is a part--and a major part-- understanding and in our leadership. It was of every job properly done. Safety is every Francis Bacon who wrote, "That which man ` person on and off the job, working, playing, altereth not for the better, time altersth for eating, sleeping, and living safely every day. the worse." Safety is a way of life--safety is a life In conclusion, permit me to give you my definition of safety. Safety is the company president and/or the chairman of the board, supporting every safety practice and every spent in malting safety suggestions, receiving safety suggestions, from the cradle to the grave, and living in accordance with the best possible information available regarding safety program. Safety is the plant super safety! intendent or manager who cares enough to Oh yes, one more thing. The most impor- give complete job orientation to each new . tant word in safety--humanity! 8 POWER PRESS AND FORGING SECTION MORE PERMANENT CONTROLS By FRANK HAUSMAN, JR. Punch Press Specialist, Employers insurance of Wausau, River Forest, ID. There are three basic ingredients necessary dent and injury as a result of the press for instituting more permanent controls for being put on contidjfe^; stroke when hand safer power press operations. They are controls were in use A more permanent mechanical supplements, preventive mainte control than a locking provision would be to nance. and personnel accountability. incorporate circuitry so the hand control Mechanical Supplements power is off when the stroke selector is. ou Electric Starting Button Controls. The design of an electric starting button control should be such that there is no re-start in the event of an electrical power interruption, otherwise an unexpected stroke could occur. A spring-loaded solenoid valve should be incorporated in the circuitry so that all air pressures would be released from the con trols, clutch, and brake when an electrical power interruption occurs, so the press would come to a complete stop. This should also include hydraulic fluid pressure. continuous stroke. Rotary Cam Limit Switches. The locking of the sprocket of the rotary cam limit. , switch of some presses, especially older ones, requires frequent inspection to ascertain that the set screw over the Woodruff key has not loosened up from vibration. Some years ago, a serious, injury occurred on a large press when the Woodruff key disengaged, despite the fact that' the set screw was in spected every two weeks. A more permanent control in this area can be instituted by putting a set screw in the face of the Electric Button Actuating Controls are sprocket and the shaft The thread depth usually checked out for wear and shorts should be about 1/32 of an inch longer through a process 'iff elimination. What than the set screw, so the thread can be should the frequency of such inspections be, peencd over the top of the set screw to as breakdown has been known to occur keep it from loosening up.. A still more shortly after such an inspection? A more permanent control'- is dual rotary cam permanent control in this area can be insti switches, in parallel but separated mechani tuted by incorporating time delay relays in cally, as drive chains have been known to the circuitry of the hand controls. The relays break, come apart, and shaft breakage has can be set from $4 second to about 7 sec also occurred. onds. If a hand control is shorted over the pre-set time, the controls are inoperative. Last, but not least, such a control requires less supervision of an operator, as a hand control could not be blocked over the pre-set time: Solenoid Air Valves. Dual solenoid air valves are preferred to a single solenoid air valve, as the safety factor is much higher. One failure of a single solenoid air valve could result in an unexpected repeat stroke. On the other hand, with dual solenoids, both Jog or Inch Buttons. Injuries occur on would have to fail simultaneously in order set-up work when the equipment is equipped to prodqpe an unsafe condition. A more per with only one jog button for inching the manent' control than just dual solenoid air press. Dual jog buttons are a more perma valves would be those that are monitored, nent control, as both hands are occupied. as failure of one is difficult to detect' and it All actuating hand controls should be re is not impossible for the other to fail at a cessed to lessen the possibility of accidental later date actuation by the operator's body, except emergency stop buttons. I have known of cases where the press was actuated for hours after an accident to Stroke Selectors. The absence of locking try to make the air valve malfunction again, provisions on stroke selectors of pneumatic and all was in order, as the foreign particle friction clutch presses has resulted in acci that lodged cm the valve seat had been ex- 9 1968 National Safety Congress pelled out of the exhaust port right after the unexpected repeat stroke. I have also known of cases where the press stopped at the top of the stroke but about- four seconds later cycled of its own accord, as the result of slow leakage of the air valve because of a foreign particle. It took that much time for pressure to build up to a point in the little air cylinders to engage the clutch. Presses with Separate Solenoid Air Valves for the Clutch and Brahe. Such presses should be equipped with electric pressure switches between the air supply, between the solenoid and the clutch, and'between the brake solenoid and the brake. Consequently, if the connection between the solenoid and the clutch ruptured, there would be little or no ram droppage Rolling Key Clutches. Clutd$ failure on older presses with rolling key clutches has occurred, as a result of cotter pin breakage despite periodic inspections. A more perma nent control in this area can be instituted by providing the dutch latch with a holding bracket The bracket is bolted to the press in front of the face of the dutch latch. The clearance between the bracket and the face of the dutch latch should be at a minimum. Consequently, if cotter pin breakage did occur, the dutch latch could not pull out far enop;h to cycle the press. Pin Clutches., The dutch latches on some presses do not incorporate a positive stop. Unless the brake is properly adjusted to the weight of the punch, an unexpected re-cyde could occur. The use of a brake adjustment indicator would be very hdpful as one could tell at a glance where the crankshaft was stopping. Clutch Latch Return Springs. Some presses are equipped with a tension dutch latch return spring. When such, a spring breaks it is completely ineffective. A compression spring with a bolt through It is far safer, as it may still be effective in the event of one breaking and usually does not fail until it breaks in several more places. A press may be equipped with a dutch latch spring enclosed in a housing. Spring breakage on such installations is difficult to detect Pro viding such presses with an additional spring hooked to dutch latch linkage or foot treadle would reduce the possibility of dutch fail ure, as the additional spring can be inspected more readily. Preventive Maintenance The use of inspection forms insures a complete inspection and revals the condition of the equipment Copies of completed in spection reports should go to a responsible person such as the shop superintendent It is advisable to keep repair records. Repeated failures of the same part may indicate that an engineering change in material or design is needed. Inspection records should indicate the interval of time between separate break downs of a part; replacements can then be obtained in anticipation of need. Jams and overloads should be reported immediately, because damage may. have re sulted. The working portions of die tools should be kept in good condition so that work load is at a minimum. Non-destructive periodic testing will pin point defects far in advance of breakdown. A magnetic particle test or dye penetrant check will detect cracks and surface defects that are otherwise undetectable. Even new parts should be checked before they are installed. Testing equipment, such as a dye penetrant kit, is relatively inexpensive, and testing" could be scheduled to take advantage of- slack or vacation periods. Accountability Responsibility How does one make personnel more ac countable and responsible? One. way is to make use of a signed safety set-up check list Another is by color-coding dies to indi cate the guarding requirements. Consequently, all concerned could be on the alert for in fractions. 10 Power Press and Forging Section DEVELOPMENT OF A BETTER MACHINE OPERATOR By OWEN R. STANLEY Div. of Personnel, Industrial Relations Dept, Fesco Div, Columbian Carbon Co,, Pittsburgh, Pa. In a discussion of the development of a At the same time, the modem employee is better machine operator, some definitions are caught in a web of industrial forces he in order. Development means gradual neither controls nor fully understands. Be changes, whereby, progress is shown into a cause of the confusion, he often demands higher state. Better machine operator means more protection and fringe benefits. Em an employee who, theoretically, meets the ployers often imagine, in their confusion, objectives of his organization by consistently economic benefits will bring about more har performing his assigned' duties in an effective monious relationships they seek. .They don't, manner. Hence, what you have in theory is and so suspicion and misunderstanding con a good sound employee on the production tinue to abound. One outstanding business team. To maintain a machine operator or any leader expressed this as follows; "I believe employee in this satisfactory state depends the root of nearly all human relations prob upon complex human relationships. In other lems is misunderstanding;- either self-mis words, there must exist a harmonious work understanding or misunderstanding of the' ing atmosphere where an employee is capable motives of other people." Thus, tiie need is of meeting some of his needs, as well as clear to improve our human relations in busi those of his company. ness. This is demonstrated in a recent survey The onus for success in the workplace is placed squarely upon the shoulders of the manager-supervisor. People are our problems and it's up to the supervisor to handle it of business leaders asked to state what single ability was most needed to succeed in . business. The answer invariably came back, "The ability to get along with people." Yes, I am saying this and more. No doubt, The management man of today is a man there are top management people conditioned, manager just as surely as a work manager. to handling people problems as well as the The action management-of today must meet personnel department. However, we lack the objectives of' producing and selling goods depth. I have found, in most cases, the front and services at a profit, but underlying this line supervisor is promoted from within be objective is recognition that the goal of work cause he knows machinery or production, but is satisfaction of human needs. The challenge he knows little about people. Practical reality to top management as well as to any success demands there be additional training, self ful manager is to think clearly about de education. I have found it to be an unending veloping business practices that enable people struggle of getting grass root supervisors to our most valuable asset -- to achieve the recognize, accept and endeavor'to adjust out optimum use of their, capabilities and gain moded thinking on people problems. The the fullest enjoyment of the fruits of their supervisor must be equipped with real skill labors. and a better understanding of human factors In this tricky arena of human relationships, in order to maintain productive morale of we are dealing with all kinds of people which the group. Tins is just good business. make up any. one business place. We can Employees are no longer looked upon as note differences, but there are also common servants who must be grateful for every factors that apply. For instance, we are thing they receive from a master. The seeking a way to get through life with the framework has moved from a master-servant least amount of conflict. Most individuals relationship to that of an employer-employee are ^Bacg toward adjustment We want an relationship. Each employee is recognized as atmrapEtt where things are relatively satis having certain inalienable rights as a free fying. We seek to avoid pain and move man. The employee can now express himself toward comfort and recognition. Thus, the freely without fear of losing his job. , resylt is a person conditioned by his environ 11 1968 National Safety Congress ment, similar in motivation and responsive In the long run, the democratic method to praise and recognition, yet different in not only means greater job satisfaction for aptitudes and accomplishments, sometimes employees, but should result in higher pro impulsive and unreasonable enough to be duction. Under such employment conditions, unique and different the quarterback supervisor will have an easier Every workplace- must be approached and tune motivating such human drives as loyalty', viewed with its problems as it exists- today. initiative, and enthusiasm. We accept employees here and now, with and The importance of people can further be without their problems. Regardless of exist illustrated by reference to average hiring ing conditions, the emphasis must be in costs, fringe benefit costs, and separation gradually developing to a better stage in costs per employee. On an average basis, human relations in business. total cost has been estimated between- $1,500 Human relations is recognized to be a and $2,100, broken down as follows: hiring broad subject, but my intention here is to costs -- $250; fringe costs -- $1,500; separa: highlight three important areas toward suc tion costs -- $350. Hiring and mamtaming cessful development: an employee is an expensive investment It 1. Give your employees the proper tools pays to attract and hold good employees. to work with. Z Do Not Make Snap Judgments of 2. Do not make snap judgments of people- People 3. Maintain a constant program of recon ciling people to work. 1. Give Your Employees the Proper Tools to Work With One of the practical problems of working together is that we like to simplify thing! If not simplifying things, we arc in too much of a hurry to get the job done, speed be comes habit We allow ourselves to charac A supervisor must help the employee de terize or catalog other people by one charac velop by building close personal relationships. teristic: "Tom is after nothing but money." This means proper orientation and training, "Dick is a sour-belly, a griper." "Harry is a good first impression. A supervisor should over-sensitive, lacks discipline." avoid personality dashes. Respect the em Frequent generalizations of people may ployee's work, his special skill or talent, his draw us into the web of bias or prejudice long service, his loyalty. Each person wants In other words,- jwe just skim the surface. to be evaluated in terms of what he is; his Judging people merely on the basis of ap contributions. He wants to be respected ac pearance or one value is, again, costly and cording to his own self-concept of success. Building close personal relationships (mutual misleading. A good man could thus be frus trated and sqeezed out of the organization. trust) takes time and patience, but is well There is a great need for better relations in worth the effort Move toward democratic ` leadership where the "we" is important all of our dealings with others. There are no short-cuts. All people are different Any Democratic leadership is founded on the , working atmosphere is composed of a cross- principle that participation and individual section of different people, and looking at involvement makes work more meaningful such factors as intelligence, interests, habits, for people. temperament, mental health, and aptitudes Under democratic leadership, you develop gives ns a keener appreciation for the unique the group, and there is more group centered ness of each person. action in the solution of problems. Group participation makes the employee feel he is part of the company. This type leadership creates more.mutual respect among workers. Members of the group have a greater sense of responsibility toward the job and each other. Free exchange of feelings and opin ions tends to relieve fears, dispel criticism, and change unfriendly attitudes. There is 3. Maintain a Constant Program of Re conciling People to Work The biggest problem faced in America's industrial society is reconciling the ever-in creasing and exacting demands for produc tion efficiency with the hopes and drives, desires and aims, interests and wills of peo ple. sincere two-way exchange, give and take, at The demands upon management are greater the grass roots of the organization. than ever before, due to the remarkable ad- 12 Power Press and Forging Section vances of physical and chemical sciences; Remember people like to be respected! Be increases in the volume of business activity; ' careful to accord every person the full title the external influences of inflation; the cold and the full respect due his position. No war; added government regulation and in body lightly forgives one who underrates tervention ; the broader social responsibilities them. which enhance the necessity of better under standing of social trends and human needs; and the increasing cost of operating a busi ness with adverse influences on profits. Industry must strive to bring about a realistic and practical adjustment of the Remember people like a choice! When you try to sell an idea, present an alternate' even though it. may be directed to the same objective. When a person is allowed to make a choice, he has a stake in the proposition. needs, interests, and expectations of em Remember people act abnormally under ployees to the economic realities we face. censure! Embarrassment is a great hate Responsible managements must then deter producer. Make allowances for a fellow in a mine objectives and organize and motivate tight place; help him to save face, and cover people to accomplish the over-all objective. for him if you can properly do so. This must be done through a high order of administrative skill. Results are analyzed and management's plans adjusted accordingly. A primary objective is to remember people in planning, coordination, and adjustments. Can you recall, the times your attitude has gotten you into trouble ? The times you for got to remember what you know about others? Certainly, I can remember times when I rubbed people the wrong-way. The times when I was stubborn, short tempered, crude, impatient, arrogant, rude, indifferent, Remember people like to be remembered! A sure way to a person's good regard is to quote exactly something he said or did and comment on' it favorably. The converse is likewise true; to forget a name or an occa sion you should remember is inconsiderate. Remember people like praise but they do not like flattery! Be sincere. Praise the deed or the motive. Certainly, human relations is the key to advancing our most potential asset -- people. and inadequate; when I knew good logic and common sense about people should have pre vailed. There is opportunity for each of us to improve our business sense in the area of human relations. Gradually, as you succeed with one person, you'll try another, and it will become easier to develop your industrial atmosphere into .better human relations. This again assumes two and two are four and that you are genuinely interested in building bet ter relationships with your fellow man; ; This revolves around three focal points of development First give your employees the proper tools to work with. This means proper orientation, training, and associating them into the work group by developing dose personal relationships between employee and supervisor. The move toward democratic leadership brings about more harmonious relations by group participation and involve ment Consequently, you will have a healthier employee, a healthier organization. To help insure my own development in Second, do not make snap judgments of human relations, I have borrowed a check-list people. Don't allow yourself to gauge a to remind me of logical principles: person by appearance or generalize them into Remember people like to talk about their a one-value mold. Get to know them well achievements and their disappointments! Evi enough by such unique factors as intelligence, dence a genuine interest in the things a per interests, habits, temperament and skill Con son hopes and expects to do. stantly strive to associate factual knowledge Remember people like to be encouraged! in place of bias or prejudice Practice the development of a positive atti Third, maintain a constant program of tude toward life's problems. Don't be known reconciling people to work. Strive to remem as a person who sees lots of trouble. ber people in all things as the most effective Remember people like to be consulted! : way to build better human relationships. Ask for their opinion and for their help. Only in this way will your most important Assume every man knows more about his asset -- the machine operator, the supervisor, ' specialty than you do, and be sure he knows the leader -- achieve optimum efficiency and you believe this to be true. satisfaction in their work. 1968 National Safety Congress THE 3 r$ OF PRESS RELIABILITY AND SAFETY By CHRISTOPHER ZEILENGA Mgr. of Product Reliability, Verson Allsteel Press Co., Chicago, HL , Out of necessity, we have made tremen dous progress in the past two decades with inventions in many fields. In electronics, we have solid state devices, lasers,, and inte grated circuits, to name but a few. In the field of automation, we can find completely automated factories and processing plants. In any field we care to explore, we find that out of necessity we have invented solutions to problems. Has our progress been as dra matic in- the field of safety, where a great necessity exists? The cliche says that Necessity is the mother of invention. In case you haven't met the other members of the family, let , me introduce you to brother Production and sister Safety. As is the case in all families, there is friction and occasional fighting. Sad to say, the outcome of these family quarrels and fights is not settled justly because father Industry very often gives preferred treat ment to brother Production. Sister Safety, who has their welfare at heart, is sometimes disregarded. Brother Production thinks she makes mountains out of mole hills. Father Industry too often thinks she has expensive tastes and hinders the development and progress of brother Production. I am afraid that her only fault is that she is too softspoken and hps never developed a good communication link with the father. It is unfortunate. No, it is a calamity, because if brother Production and Sister Safety could only he reconciled, the whole family would profit Let us hope that through conferences and safety meetings in the plant we' can make safety more vocal. Possibly we can make sister Safety heard over the noise of Pro duction. Although group effort is often re quired and final approval of a program may have to be given by another person, it is you who can define the problem. It is you who can push relentlessly for changes in methods and procedures. Your company rec^ ognizes . to some degree that something requires doing in the field of safety for your plant You are Mr. Safety. To the extent that you fail to do your job, the National Safety Council has failed and your company has failed. I .hope there is recognition of the need to reduce minor, disabling, or fatal industrial accidents. If the necessity is not better understood, and if it does not prompt you to seek a solution, and to take action, then for you industrial accidents will not diminish. We must be able to see what has been developed from the experiences of others, too many of which were sad experiences. It is sad to say, but too often true, that we do not learn too well from the experi ence of others. But we must.. We cannot wait for accidents to awaken us to the real ity that a hazard'exists. Before an accident occurs, we have to recognize the hazard and determine what suitable devices and what modifications in procedures will pre vent its occurrence. We have to realize that what has happened in someone else's shop can happen in our shop, and that in time it will happen in our shops unless we take every reasonable step to prevent it An equally sad situation exists when an accident report states that the accident was unpreventable. The report may ` not have said that it was unpreventable. It may have stated the facts as they appeared to be, identified the part that broke, Indicated the error on the part of the operator, and explained reasonably well how or why the accident happened. But if the operation was continued in the same manner after the accident, with no procedural changes, no hand tools provided, no guarding added, then the. accident was not analyzed in depth. Only superficial reasons were given. No one put a finger on the real problem. The.opera tion was left as a hazardous operation. Will there be another accident? Oh, yes, there will! Soon, another part will break, or someone else will make a mistake. Since the odds are in their favor, it is likely that the next time something wears out or breaks no one will get hurt, at least not seriously. It may be a near-miss. Isn't that a lot of consolation! That is Russian Roulette. Let us be convinced that accidents are primarily the result of the way equip ment is used. When will we learn that acci dents, for the most part (nine out of ten or better), are preventable? M Power Press and Forging Section What is a preventable accident? We could as abuse, so that malfunctions may occur, borrow a definition from the National Safety then our objective must be to "provide- a Council's driver ' improvement course, "A system that eliminates the functional hazard preventable accident is one in which you so that malfunctions of man or machine are fail .to do everything you reasonably could not hazardous." To the extent that you are have done to prevent it" successful in meeting this objective, your Could we have used the word possibly, program will be a success. instead of reasonably? There is always something you possibly could have done to prevent an accident. Yes, possibly you could have stayed home, or not turned on themachine. We are not suggesting that you If we, however, recognize that we cannot always reach the objective (even though we may have tried, and may believe we have been successful), we must also make every attempt at eliminating or reducing stay at home or that you do not run the malfunctions of man and machine as a nec machine, but there are things you reasonably essary back-up system. With these thoughts can do to eliminate or reduce hazard. in mind, I would like to propose a safety Two things are necessary before we can program based on the 3 R's. make progress in reducing accidents: 1. Restrict 1. We must believe that most accidents are preventable. 2, We must recognize the hazards that exist. I am .going to assume that we can agree on the premise that accidents are preventable and discuss hazards. There arc two types of hazards: 2. Restore 3. Retrofit They are as basic to safety as reading Yiting, and Yithmetic are to ordinary life. They are listed in order of importance. Restrict is defined as "to limit; to con fine; to restrain within bounds." This is exactly what we mean when we speak of 1. Functional hazards, defined as hazards press operations. We must limit the use of which arise from the normal function the press to safe prescribed procedures. We ing of the machine. must confine the work area so that access 2. Malfunctional hazards, defined as haz ards which arise from abnormal func tioning of the machine. Malfunctions for the most part would cease to be hazardous if we eliminated func tional hazards, or provided adequate protec tion against functional hazards. to the point of. operation is positively re stricted. We must restrain, the operator from performing unsafe acts by every means possible. All of our efforts should be inter preted by the operator to mean "Restricted-- Keep Out." Obviously, we are back again to the same Functional hazards are those that exist because the operation exists. For example, a knife or a shear must be sharp to per form its function,- but the very' sharpness of the knife and the closeness of the twoblade shear create a functional hazard. A hammer, because of its very nature and use, is a dangerous, instrument; therefore, old problem of functional hazards in a press room which is the point of operation created by the use of the tools and dies in the press. When we analyze each of the measures that are taken to reduce press accidents, we find that they all attempt to "keep hands out of dies." This, then, be comes the obvious rule.- its use represents a functional hazard. We We must go directly to'the source of the know these better as "Point of Operation problem. We must restrict the access to the Hazards." hazard point. We cannot rely on, unfailing Functional hazards are basic hazards and, therefore, every attempt must be made to eliminate the hazard without adversely ef fecting the operation. If we are to be realis tic in light of the facts that operators do reliability of the man or the machine. Die guards and safe processing of the product must be the rule rather than the exception. It is the only effective way of solving the basic problem. become careless, that machines are not al The builder of a general purpose press ways maintained as they should be, and cannot predict what dies will be used, what that machines and components have limited parts are going to be produced, and what life due to normal wear and tear as well handling problems will be associated with 15 1968 National Safety Congress production. Everyone who knows will agree that die guards and part handling have to be tailored to suit each operation. The die shape, the geometry of the part, its size and weight, and the operation to be performed on the part are all factors that must be considered before any suitable guards and handling means can be devised. We must conclude, then, that die space safety becomes the responsibility of the individuals who plan the tooling process. The job is only partially completed* when the dies are de signed or made to perform a function and a press is selected into which the dies are to be used. Too often, the aspect of safety, if considered at all, is given consideration after all other work has been completed and production is about to begin. Undoubtedly, many tooling processes would be planned differently if safety was designed into the process. As much planning should go into the safety of making the part as goes into the flow of the material through the shop. The user has the ultimate responsibility of safety in his shop. He must decide that it is to be safe He must decide what must be provided. He must decide who is to do it. It is important that we put this respon sibility of die space safety in its proper perspective, since it is the only sure way of eliminating die space accidents. We must recognize that only when insufficient atten tion has been given to the safe processing of material through the press at the point of operation does malfunction of man or machine become a hazard. The user must, therefore, restrict the operation by limiting the use, confining the hazard area, and re straining the operator. The second of the 3 R's is Restore, defined as "to repair; to rebuild; to revive." It also finds expression in the term maintenance. We normally think of maintenance in two distinct categories: breakdown maintenance and preventive maintenance. These differ only in degree and final objective. Breakdown Maintenance we recognize as unscheduled repairs required to put a ma chine back into operation. Many repairs of this type are a minimum effort to bring the equipment back into production at the-least immediate cost in loss of production and . out-of-pocket expenses. This type of mainte nance often leaves much to be desired to make the machine reliable. Too often, it is a kiss and a promise, with the promise unfulfilled. Unfortunately,, with too many shops this is the only maintenance that really exists. A good preventive maintenance program is sorely needed in many shops; The third of the three R's is Retrofit. You have seen the term in various trade journals. It'appears for the first time in the latest edition of Webster's Unabridged Dictionary, defined as "a modification of equipment to include the changes made in later models." The word comes from retro which means "to go back," and fit, which means "to equip." For our purpose, we could define the word "to go back to older models and re-equip them with controls and accessories used on current models." If we speak of retrofitting generally, we can find' more than one justifiable reason to retrofit production equipment It . is most generally considered from the standpoint of increased productivity with the resultant de crease in manufacturing cost and/or product improvement Some retrofit programs make it necessary to strip a piece of equipment down to its basic components and then re equip it with the latest electrical and pneu matic controls and measuring and read-out systems. I recommend that you back up your safety programs of restricted use and good preventive maintenance with a retrofit program, primarily as a safety back-up sys tem. You will also gain everything that improved reliability can offer. Retrofit maintenance is a program geared not to maintaining the status-quo, as in preventive maintenance, but to industry changes to postpone or prevent obsolescence. Obsolescence occurs when a machine cannot adapt to modern methods, and its produc tivity cannot match its modem counterparts or is not capable of producing to the same level of accuracy and precision or does not have the same capability as new equipment Obsolescence also occurs when the reliabil ity of equipment is below present day ac ceptance. This can be true even if the equipment is maintained in like new condi tion, because yesterday's like new reliability may not be acceptable today. Small and relatively inexpensive machine tools are often not good candidates for retrofitting programs when the cost to retro fit is compared to the cost of a new ma chine, but if we should consider a press, for retrofitting we find that a different situation exists compared to other types of machine 16 Power Press and Forging Section tools. Press controls are a small fraction 1930's. Some presses arc still constructed of the total cost of the press (possibly 5 with some form of positive clutch. per cent, and not more than 10 per cent). It can be readily seen that it would be pos sible to update several machines for the price of one new machine. This would in many respects have the same effect as having "new-like" equipment The old machines that were equipped with mechanical clutches were normally tripped by a foot pedaL Once the press was tripped it made one cycle, providing that the foot pedal was released before the cycle neared completion. If the foot pedal re There are old presses in use today, basi mained depressed, repetitive strokes resulted. cally sound and quite productive, that could The press would stop only after completion be equally as reliable as a new press in spite of the stroke in which the pedal was re of the fact that a number of physical im leased. Some machines were later equipped provements in press construction have been with a mechanical anti-repeat latching sys made over a period of years. These old but tem which permitted single stroking only, sound presses, with new pneumatic and hairing any malfunction of parts. Starting electrical controls with all of the associated in the 1930's, electrical dutch controls were hardware, could make the machine better developed for contrqKng the operation of than new, as it relates to control reliability. pneumatic dutches an||brakes. The brakes Why am I placing emphasis on new ma chine controls? Because a machine mal function by its. very nature indicates that normal control of the machine was lost It is important that we use every means to reduce the probability of injuries, bearing in mind that a machine malfunction may allow a hazardous act or operation to cause an injury. I am speaking of actual machine malfunctions, not presumed. Often, when a were spring set and pneumatically released. The dutches were spring released and pneu matically engaged. These first machines em ployed only ample basic dectrical control circuits. These dectrical circuits to a great extent duplicated the functioning of the mechanical dutch system. Many of these used a single relay, a angle push button or foot switch, a angle solenoid direct acting valve, and a stop-on-top cam operated switch. .personal injury occurs, for lack of good When someone saw the possibility of us explanation or because of hesitancy to blame ing wfe hand controls in place of the foot someone, the machine is blamed, so that not openBfcn or single hand operation as a all complaints of machine malfunction are means of reducing hand injuries, this feature valid. However, considering that many of became quite common. This began to find the complaints may be valid, a review of the use in the late 1930's. When the advantage controls on your machine requires serious of limiting the stroke to a single cyde, even consideration for improving machine reli though the push buttons were hdd depressed, ability. , _,was seen, the anti-repeat feature was added In order to better see what can be done in the early 1940's. Also, at that time the on older equipment, we will list the changes use of rotary cam limit switches began to that have token place over a period'of years find acceptance. They are used almost ex and place them into a time frame. We will clusively today. be able to see from this time frame which machines fall into which category, and we will have a better understanding of where they may fall short of today's standard practices. When it became apparent that dutch valve relay maintenance was lacking, a sec ond dutch relay was introduced so that at each stroke each relay would back-up and check the other relay to guard against re To know specifically what changes should be made to his equipment the user will have to determine if the equipment is unaltered and then request the builder to make recom mendations to update the equipment, based on his original records. Years ago, a large percentage of the presses built were equipped with positive clutches and drag brakes. This peat stroking. This was introduced into dutch control circuits In the mid-1940's. In the late 1940's, pilot operated air valves became available. The lower in-rush current permitted their utilization on control voltage. These pilot valves proved ta/be considerably more reliable and responsive' than the direct acting type. Because of their improved per formance, they are used exdusrvely today. was very common construction until the late With the advent of the pilot operated valve, 17 1968 National Safety Congress with its lower operating power, it became possible to relocate it in the circuit so that it also became dependent oh the rotary cam limit switch. Many circuits incorporate this feature for the additional reliability that it offers. After the mid-1950's many clutch controls discontinued the short function that re quired only momentary depressing of the hand buttons. Under some circumstances, the short function gave an operator sufficient time to beat the stroke of the press if he disregarded his own safety. The short func tion has been disconnected ,.on many ma chines that were originally equipped with that feature. In the mid-1950's dual valves were intro duced. They did not receive wide acceptance at first; some of the earlier models were considered troublesome and too sensitive. Dual valve development, however, continued. Many models are now available, and then- use has been standardized with many builders and users of press equipment It has been found that under certain circumstances they offer considerable protection against repeat Stroking or other erratic action that other wise might occur with the use of a single solenoid valve. From the foregoing, it becomes obvious that Mgij^sving degree all machines in the field-ca^flWetrofitted. Some machines may only require a double valve. The older the machine, the greater the need. Another fac tor should also be considered: the older the machine, the more cycles it has run and the poorer the controls have become, due to normal wear and tear. New controls not only give full life expectancy once again, but also give a longer life expectancy than once we could expect. Depending upon the age of the present controls, one flight expect up to several times greater lift If we were to analyze the changes made in clutch control circuits, one fact stands out clearly. Clutch controls have been made more and more reliable, but they are de pended upon too often to do the job intended for die guards. If we consider the fact that the objective of complete die guarding is not always satisfactorily met, then, logically, efforts to prevent machine malfunction be comes a necessary back-up requirement. We will have to recognize that in many respects a good preventive maintenance is lacking, in addition to ineffective guarding. I believe this two-fold management deficiency is suffi cient reason to consider seriously the desir ability of a retrofitting program. My only fear is that the shop that does not guard effectively may also be the shop that does not exercise preventive maintenance effec tively and may be the most difficult to con vince that retrofitting is necessary. Safety is a state of mind. How serious is the need? The Ninth American Machinist Inventory of Metal working Equipment, published June 10,1963, indicated there were 290.000 mechanical power presses in use, of which 271,383 were single action and double action presses. Of these, 118,485 were then 10 to 20 years old and 150,975 were 20 years or older. Brought up to date, this means' that out of 271,383 presses in 1963, 169,460 or 62 per cent, are now 15 years or older. We must conclude that all machines 15 years or older require new clutch controls, including the electrical clutch control panel, the clutch valve, and the hardware used in conjunction with it. Since the machines equipped with mechani cal clutches would also require extensive drive changes, it may be found economically unfeasible to make the conversion. The only real solution is complete die space guarding. On those machines that require only,new controls,. the cost is nominal and offers a reliable back-up system to a good safety program of guards, hand tools, good mainte nance, and meaningful operator training. 18 Power Press and Forging Section SAFE iNCH PRESS AND RIVETING OPERATIONS By HENRY GAGLIARDI Snpt, Feeder Operations, Standard Control Division, Westinghonse Electric Corp., Beaver, Pa. Inasmuch as our division uses hundreds of 2. Policy--your company's position. "bench presses and a like number of various 3. Pilot planning--future safety program types of riveting machines, we consider our ming. division somewhat of specialists in this field. In addition, we are as far advanced in the Past Experience and Present Trends field or safeguarding bench presses and Over the past 15 years, our division con riveters as any manufacturing plant in the centrated its greatest accident prevention country. For this reason, our division was effort in the direction of heavy power extended the invitation. presses. We guarded very heavily for opera To start this session. I would like to tor protection. Our safety planning effort have you study and analyze this series of Has reflected a successful, progressive, favor slides showing some of our small bench able trend in our records. equipment As you view these slides, "evalu If you were to .evaluate your past records ate how you would plan operator protection on' plant experience, what would you find? for each piece of equipment. Where have you concentrated your effort Slides 1 through 8: #1 Tubular Riveter #2 Solid Riveter . #3 Air Ram Staker #4 Air Squeezer ] #5 Air Impact Press , . #6 Air Riveter #7 Dual Riveter #8 Rotary Staking Press Now that you have viewed these 8 slides, how many were able to plan operator pro tection. Did I go too fast? and what were your results ? Do you realize the high potential probability factor in acci dents happening if you continue operating bench power- equipment without safeguard ing each piece of equipment with some type of operator safety protection? Several years ago our safety policy com mittee took time out for a short safety brainstorming session. The subject was, "Where should we concentrate our safety planning effort for the next two years?" The concensus of the policy committee was unanimously directed toward bench power Not enough time is being spent on equip equipment and riveting machines. At this ment prior to its being placed into produc time, five years later, I want to confess it's tion. In fact, many plants actually wait the best decision the safety policy committtee until an accident happens before any protec ever made, because it has contributed heavily tion action is started. We disagree with in our operator protection safety program this approach, and to protect our division, and has helped retain our low frequency our policy procedure was established to and severity record. prevent any single, piece, of equipment from being installed and released for production Policy before it is adequately safety-planned and Our division's safety program and control protected to prevent injury to its operator. has been successful for the past 20 years We want tc tell you how you can estab lish and control policy to give your em ployees the same protection as we have built into our safety program. Three control steps are vital for airy successful safety program to be fruitful and lasting: because of one major reason--management's full support of our safety policy program. Management has solicited union support ot our safety policy, they have published many control regulations, they back the safety policy committee 100 per cent in plantwide administrative control. No safety program- can be successful.unless it is supported 100 l. Past and present experience--yester per cent by management There is no in year history and today's trends and facts. between position; if you want results from 19 1968 National Safety Congress your safety control effort, you must have full management support Twenty years ago, a safety policy com mittee was appointed by the general division manager to make and administer plantwide policy as well as its control The works manager is chairman. The safety supervisor is secretary. Committee members are the manufacturing manager, industrial relations manager, planning and systems manager, superintendent, equipment supervisor, all gen eral foremen, works engineer, shipping supervisor, and the captain.of plant police. We meet monthly, for one-half to one hour. Our agenda is specific and to the point: 1. Roll call--absence must be by request 2. Reading and corrections of previous minutes. 3. Review all cases of: A. Medical treatments--cause and cor rective action. B. Lost time accidents--cause and cor rective action. ' 4. Review corporate reports. 5. Review "open safety dockets" and ac tion progress. 6. New "safety dockets" considered and action planned. 7. Future planning--open discussion. 8. Other recommendations. 9. Closing. The safety policy committee is highly respected as the authority for plantwide con trol. The hourly, salary, and tool makers unions give the committee full support on safety control administration. Since 1950, the safety policy committee has sponsored the training--through safety observer training school classes--of 542 peo ple. Of these, 494 are still on the active plant payroll Our safety policy committee soticits their constant aid in supporting the cjtroi of plantwide safety policy. We weldSne all comments written or oral from the past graduates of our safety observer train ing classes. Their remarks are acted upon by the committee at each monthly meeting and, through loop communications, the safety supervisor advises them of action taken on their recommendations. How does the safety policy committee tie in with bench press and riveting equipment? Earlier, I mentioned a brainstorming session decision made by the policy committee. This decision resulted in the following policy procedure being written. This procedure has forced safety device protection for every bench press or riveter put into the manu facturing area prior to its start-up. The policy is brief and clear: "All tooling or equipment which is pur chased, self manufactured, or developed to perform a task, which has in its. general construction a hazard, is to be tagged by the maintenance department and will not be placed into production until properly and safely guarded.. "Furthermore, any reuse of present equip ment or tooling which necessitates a rede sign, change or rearrangement, must be tagged by maintenance immediately upon its installation. (Examples -- controls changed from air to electrical, hand control to foot control, relocation of hand controls, slide fixtures to stationary, etc.) "Before all such equipment or tooling is released for production, it must be reviewed by the safety supervisor, equipment super visor, and manufacturing section supervisor. After such inspection, the safety supervisor will remove the tag and release the equipment for production." We follow this tagging policy religiously, to insure against the slightest breakdown in policy control If any segment of policy con trol is not supported and administered 100 per cent, the entire safety program will gradually collapse. If you adopt a tag system and hold firm oh an adopted tag control policy, you can eliminate the source which breeds industry's most serious disabling in juries and high-cost medical cases due to accidents. Our safety policy guidance roles are very specific when it comes to guarding all of our equipment I would like to mention the few which directly control bench equipment and riveters. These control guides could apply to heavy power presses as well. I, On presses where barrier type protec tion is used; the barrier guards should he transparent if at all possible, the barrier should enclose the point of operation, it should be mounted in such a manner that it cannot be removed without a tool, and all barriers must be interlocked and in place or the machine will not operate. 20 Power Press and Forging Section 2. Where air gap space exists between work point material and tool or press ram; tooling must be designed to eliminate haz ardous air gap space between the tool and operation point that would allow fingers or hands bang trapped- during the operation. 3. On machines using button control pro tection devices, the pushbutton must be wired to include a fail safe electrical circuit, pro vide for single stroke only, and must have a release-to-reset added safety factor. lab develops the operation, proper safety restrictions are specified. The line supervisor must convey the operation safety procedures to all persons who will use the equipment, and he must follow up to make sure the training instructions are clearly understood and being followed. All guarding is in vain if training is not properly directed. This pilot lab' procedure could be the in surance factor that your safety program needs to motivate positive results. When installing pushbuttons for hand op As I close, I remind each of you of these eration on positive dutch presses, guideline safety program control facts: rules for safety require locating the buttons high enough or far enough that, after the operator has tripped the controls, he can't move his hands to the pinch point until after the ram descends to the bottom of the stroke. On friction clutch presses, the pushbutton control circuit should be designed so that the operator is required to maintain pressure on both buttons; until the stroke has bot 1. If your safety program is to survive, it is mandatory to administer policy control at all times -- without exception. Any in fraction of a safety rule is cause for dis ciplinary action or dismissal. 2. Operator protection on small power equipment,is just as mandatory as protection on heavy power equipment tomed. 3. Your strongest check point to serve as (There followed a series of slides illustrat ing safety problems confronted in the pro duction and assembly of various items, and the solution of those problems.--Ed.) a safety promotion guide is your past and present experience. 4. If your policy structure is weak, you had better start now to strengthen it. To establish and retain respect, solicit help from I hope that by now each of you have re everyone in the plant for their 100 per cent ceived the message -- that we must start now support From top management, union offi to constantly plan and provide protection cers, and all the way down to the janitor -- devices for all small press and riveting safety is everybody's business, and control equipment To, help in your planning for demands the full support of all. safety protection devices, I suggest a fool proof plan. 15. Give serious consideration to providing protection as part of a new' piece -of equip I'm sure most of you do some development ment prior to its release for production. Even in your plant but do you do it prior to plac "consider a pilot laboratory development ap ing a product into manufacturing? proach such as we have adopted,' and let the We have a manufacturing pilot laboratory safety supervisor, line supervisors, and equip which is staffed by our industrial and manu ment supervisor plan the operator's safety facturing engineering personnel. In this pilot protection. lab, all small presses and riveters are de 7. AH of our protection efforts will go in bugged prior to being released into the vain if an operator is not properly trained- manufacturing sections. The safety super visor, the tool and equipment supervisor, along with the line foreman who will use the new piece of equipment plan for operator safety protection as the machine is developed for production. If these seven reminders, are adopted and made part of your safety program, along with the protection devices for your small power presses and riveters -- you will blast off a motivating force which will result in your safety program reaching a new horizon Another important facet in operator safety in operator safety through protective per is proper training. At the time our piloting formance. 21 OFFICERS OF THE AUTOMOTIVE & MACHINE SHOP SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman--Robert H. Cross, Supervisor of Safety, Fisher Div., General Motors Corp., Flint, Mich. Vice Chairman--Kenneth L. Lewis, Director of Safety, Dclco-Remy Division, General Motors Corporation, Anderson, Ind. Secretary--Clifford E. Blankenship, Safety & Training Supervisor, A. 0. Smith, Granite City, 111. Program Committee--Thomas L. Kopke (Chairman), Div. Safety Engineer, General Parts Div., Ford Motor Co., Ypsilanti, Mich. Newsletter Committee--Ralph E. Huston (Chairman), P-2 Safety- & Plant Protection Engineer, The Maytag Company, Newton, Iowa f1 Engineering Methods and Procedures Committee--John A. Paugh (Chairman), Div. Safety Engineer, Metal Stamping Div., Ford Motor Stamping Division, Ford Motor Company, Dearborn, Mich.; J. S. Sciuto (Vice Chairman), Dir. Safety, Nooter Corp., St Louis, Mo.; B. J. Cieslik, Safety Dir., General Motors Corp., Detroit, Mich.; F. J. "Bud" Dery, Safety Director, Industrial Safety Section, Ford Motor Co., Dear born, Mich.; F. William Feldon, Jr., Mgr., Safety & Security, Clark Equip. Co., Buchanan, Mich.; R. E. Halstead, Supv. of Safety, Allison Div., General Motors Corp., Indianapolis', Ind.; Guy Hoppe, Superintendent, Employment & Safety, Chrysler Outboard Corp., Hartford, Wis.; Claude A. Loesch, Adm. Asst, Employee Benefits, Indiana Mfgrs. Assn., Indianapolis, Ind.; N. E. McDermott, Safety Director, Cin cinnati Milling Machine Co., Cincinnati, Ohio; D. L. Smith, Safety Supervisor, Inter national Harvester Company, Memphis Works, Memphis, Term. Education and Training Committee--E. W. Showe (Chairman), Plant Engineer, Nichol son File Co., Anderson, Ind.; A. S. Thannum, (Vice Chairman), Mgr., Accident Prevention & Plant Protection Services, Westinghouse Air Brake Co, Construction Equipment Div, Peoria, III.; Ralph Batten, Safety Administrator, Trenton Division, Chrysler Corporation, - Trenton, Mich.; Howard A. Frost, Safety Administrator, Ko komo Casting Plant, Chrysler Corp, Kokomo, Ind.; ^Howard Huntington, General Sirpt of Safety, International Harvester Co, Chicago, 111.; R. A. Jones,'Safety Super visor, International Harvester Co, Farm Equipment Div, East Moline, 111.; R. W. Lemxe, Safety Supervisor, International Harvester Co, Construction Equipment Div, Melrose Park, 111.; Milton A. Rathert, Personnel & Safety Director, C Hager and Sots Hinge Manufacturing Co, St. Louis, Mol Fire Prevention Committee--James S. Doyle (Chairman), Director Plant .Protection and Security Officer, Delco-Remy Division, General Motors Corporation,. Anderson, Ind.; V. J. Hassell (Vice Chairman), Technical. Advisor, Alexander & Co, Chicago, I1L; R. A. Heaston, Dir, Safety & Security, Superior Coach Corp, Lima, Ohio; John E. Hyer, Safety Engineer, Cummins Engine Co, Inc, Columbus, lad; *E. 0. Pkange, Director, Health, Safety and Sccnrity, Bendix Products Automotive Division, South Bend, Ind.; Fred J. Schsoeter, Jr., Safety Engineer, Ethyl Corp., Research & Development Dept, Ferndale, Mich.; L. W. Thilking, Dir., Fire, Safety & Security, Emerson Electric Company, St Louis, Mo. Membership Committee--Eugene C. Pugh (Chairman), Manager, Underwriting Field Service Dept, Iowa National Mutual Insurance Co., Cedar Rapids, Iowa; Robert G. Reeve, Manager Safety Services Section, Allis-Chalmers Manufacturing Co., Milwaukee, Wis.; Donald Welter, Safety Director, Guide Lamp Div., General Motors Corp., Anderson, Ind. Product Safety Committee--Paul Kramos (Chairman), Manager, Safety Services, AllisChalmers Manufacturing Co., Independence, Mo.; A. E. Frazho (Vice Chairman), Industrial Safety Unit Mgr., Safety Dept, Michigan Mutual Liability Ins. Co., Detroit Mich.; James V. Barry, Manager,. Casualty Engineering Dept, Detroit Insurance Agency, Detroit Mich.; Fred Cook, Chief Engineer, Bituminous Casualty Corp., Rock Island, 111.; M. J. Gallagher, Supt, The Continental Insurance Cos., San Francisco, Calif.; Lewis R. Morrison, Corp. Mgr.-Safety, ACF Industries, Inc, New York, N. Y.; William R. Retzer, Industrial Hygienist, Medical Div., Caterpillar Tractor Co., Peoria, 111. Long Range Flaming Committee--*Leo. A. Johnson (Chairman), Safety Director, John Deere Harvester Works of Deere & Co., East Moline, HI.; *Robert F. Beeson (Vice Chairman), Safety Coordinator, Perfect Circle Div., Dana Corp., Hagerstown, Ind.; George E. Humphrey, Safety Dir., Cadillac Motor CajgDsv., General Motors Corp., .Detroit Mich.; *Oixje J. Pickel, Safety Engineer, E.W. English & Co., St Louis, Mo.; *E. 0. Prange, Director, Health, Safety and Security, Bendix Products Auto motive Div., South Bend, Ind. Staff Representative--Joseph Zuithoff, Industrial Dept, National Safety Council, 425 N. Michigan Ave., Chicago, 111. 60611 Past General Chairman 23 OFFICERS OF THE POWER PRESS AND FORGING SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman--Dklx E. Winger, Asst Supt Production, Chevrolet Motor Div, GMC, Cleveland, Ohio 44130 Vice Chairman--Pisank H. Holland, Marketing Mgr, Press Control Products, A. 0. Smith Corp,. Clark Contrary, Cleveland, Ohio Secretary--P. D. Ailing, Sapvr. of Safety, Mfg. Development, GMC, G. M. Technical Center, Warren, Mich. ffl.Membership Committee Chairman--*!. A. Keaelow, Dir. of Safety, Deere & Co, Moline, t. Education and Training Committee Chairman--Harold D. Davey, Safety Supvr, Fisher . Div, GMC, Grand Rapids, Mich. Engineering and Technical Publications Committee Chairmen Metal Stamping Section--Wlloam J. KutscH, Sapvr. of Safety & Training, Westinghouse Electric Carp., Beaver, Pa. Forging Section--Gideon I. Meaceam, Safety Director, Brewer-Titchener Cotp, Cortland, N. Y. . Associations Committee Chairman--Jay E. McKinley, Safety Dir, Tappan Co, Mansfield, Ohio Off-the-Jab and Public Relations Chairman--Thomas H. Bullard, Senior Safety Engr, U. S. Dept of Labor, Bureau of Labor Standards, Philadelphia, Pa. Program Chairmen Forging--Gideon I. Meacham, Safety Dir, Brewer-Titchener Corp, Cortland, N. Y. Metal Stamping--"Willard A. Dudley, Senior Safety Engr, Eastman Kodak Co, Kodak Park Works, Rochester, N. Y. Metal Stamping (Vice Chairman)--Christopher Zeilenga, Mgr, Prod. Reliability, Verson Allsteel Press Co, Chicago, 111. Newsletter Editor--Robert D. Mahon, Safety Dir, Collins Radio Co, Cedar Rapids, Iowa Newsletter (Assoc. Editor)--Jay E. McKinley, Safety Dir, Tappan Co, Mansfield, Ohio 24 Members--Kasl R. Dew, Vice President, Sales, L & J Press Corp., Elkhart, Ind.; Joseph W. Hart, Technical Consultant, liberty Mutual Insurance Co, Milwaukee, Wis.; Frank Hausman, Jr, Punch Press Specialist, Employers Insurance of Wausau, River Forest, UL; Dow Jahnke, Mgr, Safety and Security, Carter Carburetor Div, A.CF. Industries, Inc, St Louis, Mo.; Robert D. Jordan, Chief Electrical Engr, The Minster Machine Co, Minster, Ohio; Werner H. Kohles, Plant Engr, Western Electric Co, Columbus, Ohio; Ted Ktjmler, Mgr,' Safety Health & Workmen's Compensation, TRW Inc., Cleveland, Ohio; Neil McCallum, Supvr, Safety, Chrysler Corp, Safety & Industrial Security Dept, Detroit, Mich.; Emmett W. McCarthy, V.P. of Mfg, Dreis & Krmnp Mfg. Co, Chicago, UL; Robert L. Moore, A'sst Vi5, Lumbermens Mutual Casualty Co, Chicago, ILL; Warren A. Peterson, President, Peterson Products Corp, Schiller Park, UL; Ned B. Plecas, Mgr. Mechanical Engr, Erie Foundry Co, Erie, Pa.; Robert M. Allen, Safety Admin., A. O. Smith Corp, Milwaukee, Wis.; William Atkinson, Jr, Safety Dir, National Machine Tool Builders Assoc., Wash ington, D. C; Alfred B. Auerhaan, Safety Dir, The Stanley Works, New Britain, Coon.; T. W. Bannon, VJP, Staff Technical Dir, USI-Qearing, Div. of U. S. In dustries, Inc, Chicago, I1L; Kenneth G. Bartholomew, Safety Supvr, J. L. Clark Mfg. Co, Rockford, 1L; E. A. Bell, Electrical Engr, Niagara Machine & Tool Works, Buffalo, N. Y.; ^Charles D. Brainerd, Safety Supvr, Oldsmobile Div, General Motors Corp, Lansing, Mich.; Hugh N. Campbell, Safety Supvr, New Departure Hyatt Div, General Motors Corp, Bristol, Conn.; Ord L. Campbell, Mgr. of Training, Continental Can- Co, Chicago, 111.; Carl N. Chapman, Safety Supvr, Chevrolet Flint Metal Fabricating, Flint, Mich.; *J. A. Churchin, Supvr. of Safety, Allis Chalmers, Milwaukee, Wis.; Clyde W. Curry/Admin., Safety & Indurtrial Hy giene, American Can Co, New York, N. Y.; Vincent Pollena. Corporate Dir. of Safety, A. O. Smith Corp, Milwaukee; Wis.; Gerard A. RmuNG, Senior Safety Engr, Ford Motor Co, Buffalo, N. Y.; Nick M. Ross, Safety Supvr, Fisher Body Div, General Motors Corp, Hamilton, Ohio; *Elgin D. Sallee, Mgr. of Safety & Indurtrial Hygiene, American Can Co, New York, N. Y.; William Slager, Works Safety Supvr, International Harvester Co, Chicago, UL Advisory Committee--V^nxiKbs. H. Berry, Safety Consultant, Palos Park; I1L; C. 0. Enochs, Flint, Mich.; M. J. McCarthy, Safety Consultant, Detroit, Mich.; *George R. Orth, Mgr, Safety, I. T. & T. Corp, New York, N. Y.; *Don Stitt, Regional Coordinator, Safety & Health, Continental Can Co, San Francisco, Calif. Staff Representative--Charles H. Price, National Safety Council, 425 N. Michigan Ave, Chicago, I1L 60611 Former General Chairmen Order Form 1968 Congress Transactions Quantity Ordered Stock No. 02238-1. 02238-2 02238-3 VoI> No. 1 2 3 022384 02238-5 02238-6 02238-7 02238-8 02238-9 02238-10 4 5 6 7 8 9 10 02238-11 - 11 02238-12 12 02238-13 13 02238-14 14 02238-15 15 02238-16 16. 02238-17 17 022138-18 18 02238-19 19 02238-20 20 02238-21 21 02238-22 22 02238-23 23 02238-24 24 02238-25 25 02238-26 26 02238-2? 27 02238-28 28 02218 1-9 10 or Title Copies more General Sessions & Index to all Volumes 5.85 $.65 Aerospace; Air Transport .85 .65 Automotive & Machine Shop; Power Press & Forging .85 .65 Cement Quarry & Mineral Aggregates .50 .45 Chemical & Fertilizer .85 .65 Civic Leadership; Church, Women, Youth, Farm .85 .65 Coal Mining .85 .65 Construction; Public Employee .85 .65 Electrical Equipment .50 .45 Food & Beverage, Meat Packing, Tanning & Leather Products; Trades & Services .85 .65 Glass & Ceramics; Rubber .85 .65 Industrial Subject Sessions; Associations UO LOO Labor .85 .65 Marine .85 .65 Metals .50 .45 Mining .85 .65 Motor Transport; Transit .85 .65 Occupational Health Nursing .50 .45 Petroleum .85 .65 Public Utilities ..35 .65 Pulp & Paper; Printing & Publishing .85 .65 Railroad .50 .45 School & College LIO 1.00 Traffic .85 .65 Wood Products; & Textile .85` .65 Eariy Morning Sessions .50 .45 Public Safety .85 .65 Home Safety .85 .65 COMPLETE SET OF 28 VOLUMES 513.60 Automatic 20% discount to National Safety Council members; or 10% discount to govtmimnt agencies. Please enclose check with orders less than $3.00. SHIP TO: Organization .......................... ................. ...............; Address;_____________ _____ ________ ________ ______ __ _____ :; City_______ _______ State Zip Code to Attention of _______ . ... BILL TO: Organization Address _______ . ______________ City State _ Zip Code to Attention of Customer's Purchase Order Number.______ ______________________ W _______ ________ MAIL TO: NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 563.8902 28 . ?*i*Tn> i* ..*. t 022.38-3 Volume 4 NATIONAL SAFETY CONGRESS TRANSACTIONS CEMENT, QUARRY & MINERAL AGGREGATES NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 50611 PLAN NOW TO ATTEND THE 1969 NATIONAL SAFETY CONGRESS OCTOBER 27-30, 1969 / CONRAD HILTON HOTEL, CHICAGO 1970 The Congress is always a big week, a worthwhile week for the 13,000 safety people who attend. At the '69 Congress you can meet other safety people, withthesame problemsand responsibilities asyourself. 1971 You can exchange views and ideas on accident preven tion, health, hygiene, ancjfire prevention ... on safety in industry, traffic, school, at home and on the form. You can see the largest of all safety equipment exhibits 1972 atthe Congress... an opportunityforyou to make wellinformed buying decisions for your company. This four-day educational program, planned and pre sented by the National Safety Council, can be your most thought-provoking, most worthwhile safety expe 1973 rience in 1969. Make plans earlyto attend the 1969 Congress and bring the other people in your organization who have safety responsibilities. FUTURE CONGRESS OATES 1969 October 27 30 1970 October 26-29 1971 October 25-28 1972 October 23-26 1973 Oct. 29- Nov. t NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVENUE CHICKO, ILLINOIS 60611 56th NATIONAL SAFETY CONGRESS Papers Delivered in tiie CEMENT, QUARRY & MINERAL AGGREGATES SESSIONS CONTENTS Five years of Future Date* for the National Safety Congress......................... 3 The? Mechanics of Back Pain........... .................. .Marvin W. Nelson, MJ). 4 Employee Safety indoctrination:............. ................................,. -f- J. Rogers 6 Dust Control in Gushing and Screening Operations.............R. M. Hagerman 8 Preventing Quarry Rock Fails........................................R. M. Bdlireau, P. 11 Controlling Accidents Involving < Company-Operated Vehicles.................. ...............Dean W. Ward 14 Officers of the Cement, Quarry & Mineral Aggregates Section, 1968-69...... 20 Other Volumes in 1968 National Safety Congress Transactions............ Back Cover 3- THE MECHANICS OF BACK PAIN By MARVIN W. NELSON, MJD. Orthopedic Surgeon, Racine, Wis. The spinal column is an engineering mas terpiece. It is subject to immense stresses, yet stable, resilient, mobile, adaptable, sup portive, and protective. The back is the site of one of the most frequently encountered disorders in clinical medicine. It is estimated that as high as 65 per cent of the population will experience low back disorders sometime during their life span. About 400,000 workers suffer disabling bade injuries each year in die United States, and nearly $400,000,000 is expended annually for related indemnity and medical cost The baric spinal unit consists of two intact vertebrae joined by an intervertebral disc, two posterior articulations, and a number of ligaments. Forces exerted on the spinal col umn are of different magnitude and direc tion, such as compression, flexion, extension, rotation, or combinations of these. It has been shown experimentally that, in general, compression forces produce fractures and rotational forces produce. dislocations. This explains why a person falling from a height landing upright usually sustains a fractured vertebra, while a worker rotating to his right or left and flexing to pick up an object may develop nerve root pressure that tfiay result in back pain and sciatica even though the object he is picking up is minimal in size and weight. In the child and young adult, the nucleus pulposus (disc) consists of a gelatinous viscous liquid substance. As long as it is normally hydrated it will maintain its turgor. If it becomes dehydrated, as in most of theadult population as a result of previous mechanical insults, then disc prolapse occurs. We refer to this as low back syndrome, disc syndrome, or mechanical, back ache. This explains why a relatively minor injury can cause a severe and incapacitating disc syndrome. Unfortunately, the subsequent in jury is considered the cause, not the preced ing mechanical insults and injuries which, in reality, are the real causes. There are many causes of low back pain. In general, the mechanical causes constitute over 90 per cent of the cases that we see; of these the vast majority are due to disc disease. Structural defects or anomalies are com mon and constitute a structural weakness in the low back which make the individual more susceptible to disc pathology. Transi tional vertebra, spinal bifida, spondylolysis, and spondylolisthesis are the most common. Obesity causes excessive back stress and strain which can result in disc pathology. Poor posture, resulting in back stress and strains, such as in pregnancy, temporarily adds its burden to the back. Arthritis may be a contributing cause. Extrinsic factors such as improper beds, chairs, or shoes are factors in producing back pain. Excessive movements, particularly in strained positions, jolts, pushing, pulling, lifting, falls, and pre vious athletic or physical combat injuries contribute to the susceptibility of disc path ology and resultant back pain. It is, therefore, most important when em ploying an employee to establish an accurate record of the worker's medical history. It is also important to establish an accurate rec ord and medical description of any existingdeformities or abnormalities which may be considered important in the event of an acci dent on duty. It is also important to protect workers with physical defects from underfaking work which might be detrimental to themselves or in which they may endanger other employees, property, or the public. An employer can then and only then best place a worker in an occupation for which he or she is fitted. Attention to the above will markedly decrease low back pain resulting from on the job personal injury. Bade ache or functional stress appears most frequently in the lumbosacral and the sacroiliac regions where the mobile spinal column is anchored to its fixed pdvic base. This back ache is commonly referred to as lumbosacral strain or sacroiliac strain. This form of back ache can be differentiated from others by the negative neurologic examina tion and the normal x-rays. The most com mon finding in sacroiliac strain is unilateral discomfort when localized strain is placed on the involved sacroiliac joint These two con ditions are functional and sdf limiting. Back- pain, sciatica, and stiffness are the common symptoms of disc pathology. 4 Cement, Quarry and Mineral Aggregates A pain may range from a mild ache to an excruciating sharp pain. It may begin gradu ally or suddenly. It may be continuous, in termittent, or recurrent It usually is aggra vated by bending, stooping, standing for long periods, sitting for long periods, sitting in low soft seats, or lying on a soft sagging bed. Heavy lifting, repeated lifting, pushing, and pulling will also aggravate the pain. Sciatica is the result of nerve root irrita tion (radiculitis). This pain radiates into the buttocks, the posterior portion of the thigh and the leg, the dorsum of the foot and toes and, occasionally, into the groin and scrotum. Stiffness is secondary to muscle spasm. Listing or tilting to one side or the other, limitation of motion, deep tenderness and pain on percussion in the lumbosacral area, pain on motion of the lumbosacral spine, pain on placing the sciatic nerve on tension, such as performing . straight leg raising, sensory deficit in the foot and toes, and decreased or absent tendon reflexes are the common signs found in disc pathology. X-rays of the lumbosacral region will de tect anomalies, arthritis, and a narrowing of the disc space, and will also help to rule out other conditions such as fracture, disloca tion, infection, and neoplasm. Spinal punc ture with chemical evaluation of the spinal fluid is very helpful in ruling out spinal cord tumors. Myelography may demonstrate a de fect in the flow of the column of iodized oil which helps confirm and locate disc path ology, but this procedure is not altogether reliable. There are as many different treatments, as there are back complaints, any of which may be helpful. The important aspects of treatment should be related to the particular patient and his or her presenting problem, and should not be haphazard or stereotype. Rest is probably the most important single treatment we: have to offer. Bending, lifting, pushing, and pulling should be eliminated completely. When bed rest is required, it should be complete and continuous until the pain has subsided. Placing the bed in a so called "Williams position" helps to flatten the lumbosacral angle and relax the spini erecti muscle. Rest is commonly two or three weeks in duration. Traction is of questionable value. It may help to fatigue the spini erecti muscles, thus being of some value. The use of traction does help to keep the patient in bed. Supports are of value to the patient with weak muscles or to the obese patient When the abdominal, spini erecti, glutei, and quad riceps muscles are weak, lumbosacral support should be used for short periods or until proper exercises have begun to restore the normal tonicity of the muscles. In the obese patient support should be used to hold the pendulous abdomen along with weight reduc tion and proper exercises. Analgesics, muscoskeletal relaxants, and tranquilizing medications are helpful in the treatment ofNfisc pathology. Aspirin or co deine for relief of pain is usually adequate. Muscle relaxants for relief of muscle spasm and tranquilizers for control of:anxiety are helpfuL Hu.in the form of wet heat, hot 'compressasIWntennittiently, and short wave diathermy followed, by massage will help to relieve discomfort but should not be con tinued over long periods because of hy peremia and eventual fibrosis of the muscle. Manipulations are indicated in the mechani cal low back problem without sciatica when there is evidence of malalignment of the lateral articulations. Manipulation should not be used in disc pathology with sciatica be cause of the possibility of increasing the pressure on the nerve root After the acute phase of disc pathology has been successfully treated, proper exer cises are the most important treatment for mechanical back problems. Flexion exercises are to be done, gradually and for short periods, increasing them daily until a proper level is reached, and then continued indefi nitely. Exercises will return normal muscle tonicity to the abdominal, glutei, and quad riceps, jybile stretching the contracted spini erecti and the hamstring muscles. Faulty posture is corrected by proper exercise regime. Education regarding the proper way to lift, sit, lie in bed, get out of bed, etc. is of great value in preventing recurrence: Surgery is indicated only after failure of adequate conservative therapy in patients who demonstrate irrctractable sciatica and abnormal neurologic findings. Now that you have a basic understanding of the most common low back problem, mainly mechanical low back ache, let us go on to a discussion of how industry can help to decrease the occurrence of this problem S 1968 National Safety Congress and how industry can help treat the problem Evaluation of Industrial Accidents:. 1960. , when it occurs. Disability is the total of ability, motivation, The most important role industry can play in this whole problem is to see that workers are placed in occupations where they are fitted. The only intelligent and successful way to do this is to subject a prospective employee to a rigid pre-employment exami nation.'It is a proven fact that the intelligent execution of a good pre-employment exami nation and proper classification markedly, de creases on the job personal injury resulting in mechanical back problems. It is industry's responsibility to maintain safe working con ditions and to establish and teach safe work ing techniques. ' and impairment Ability refers to the in herent capacity of the individual, including his physical status prior to the injury, his skills, training, education, and experience. Motivation relates to the patient's drive, often determined by socioeconomic factors, and should not be confused with true emo tional or mental changes arising from an injury. Impairment is loss of function of the body and relates only to medical con sideration. Disability is the total of all fac tors, medical and non-medical, that diminish the individual's capacity for every day ac tivities-and for gainful employment. Once the employee has sustained an injury resulting in disc pathology, it is extremely important to get him or her back to work as soon as physically possible. This will mean in the great majority of cases return ing to. work with some limitations or restric tions. It seems to.be extremely difficult for industry in general to accept a worker back It is the physician's responsibility to evalu ate permanent loss of function and to accu rately translate this loss into percentage figures. It is the responsibility of the physi cian and industry to evaluate the affect of impairment on the individual and, if there is disability, institute a program of rehabili tation early: to work if he or she cannot go back to the job which they were doing' prior to the injury. I am well aware of all the problems industry feces when trying to find employ References 1. Roof, Robert, Oswslry. & Liverpool; "A Study of the Mechanics of Spinal Injuries," Journal of Bone & Joint Surgery, 42-]B, 810, ment for employees with' physical limitations, 1960. but it is well known that the longer an em 2. Howorth. M. Beckett; "Management of Problems of the Lumbosacral Spine," Jour ployee remains off a job the harder it is to nal of Bone & Joint Surgery, 45-A, 1487, get him back to work. This, of course, in 1963. creases the medical disability payable and ultimately increases the permanent disabiltiy 3. Martinat. Edwin H.; "Evaluation of Per manent Impairment of the Spine." Journal of Bone & Joint Surgery, 48-A, 1204, 1966. claims and settlements. 4. Nelson. Marvin W.: "Oh, My Aching Back." ' There has been great confusion when Vulcan Materials Co. Accident Prevention Meeting, Chicago. III. Dec. 1961. establishing permanent disability and arriv . 5. Nelson, Marvin W.: "Pre-employment Ex ing at an estimated percentage loss of func tion. I refer to the Medical Society of North amination and Standards of Classifications.'' 12th Annual Ready Mixed Concrete Asso ciation of Wisconsin. Milwaukee, Wis. Jan. Carolina: Guide lo Permanent Disability 1962. EMPLOYEE SAFETY INDOCTRINATION By F. J. ROGERS Mgr., Adm. Services, Gypsum Assn., Chicago, HL The safety education of employees both new and old is a never ending process which many times leads the person responsible for discharging these duties to his wit's end. For the new employee, safety education should begin at the time he is hired. The first lesson, as wc all know, can make the greatest impression on a new employee. It is easy for a man to jump to wrong conclu sions. A person who is handling the indoc trination has an excellent chance to establish a good relationship with the new man. He 6 Cement, Quarry and Mineral Aggregates can get him off to the right start A new man coming to work begins to learn things, to form opinions, and he does so whether the employer makes an effort to teach him or not To develop the proper safety attitude in the new employee, company safety policy should be reviewed and safety rules and practices discussed. Management's interests in the employee's safety should be impressed upon the mind of the new employee and tan gible evidence such as safety guards, sched uled safety meetings, award programs, etc., should be emphasized in support of manage ment's position. Company safety practices, covering such areas as required protective equipment, reporting all injuries, and 100 per cent adherence to established safety rules while on company property should be pre sented to the new employee not only in the best interest of his personal safety and wel fare, but also for that of his fellow em ployees. People, generally, do have an interest in accident prevention. This interest is a natu ral manifestation of the law of self preserva tion. However,, the inclination to follow, established habits, good or bad, and the tendency to take short cuts, will nullify this interest in safety. Carefully planned indoc trination programs will greatly assist in the elimination of many bad habits. The em ployee must be convinced that safety is an important company objective Safety should not be just a number of "don'ts" or handing out a rule book. The company objective for safety should be presented in the manner that leaves no doubt in the employee's mind that he will be required to work safely as a part of your industrial team. Impress upon him that good safety requires full cooperation from each and every employee. Put him in the proper frame of mind so that he will begin his job with a, desire to work the safe way. The indoctrination period is an ideal time to establish a friendly attitude with the employee which will carry over into the job instruction process, for it is a principle of learning that people learn faster and appre ciate what they have learned when they want to learn and their minds are prepared for the learning process. Instructing an employee in the technique of doing a job safely is the most important phase of safety training. To tell someone to be safe or not to get hurt certainly is not the answer to accident pre vention. The employee must be trained to see the hazards involved in doing a particular job. He must be shown exactly how to do the job and what to look for when doing it He must be taught to think and to be alert to any unusual circumstance that may arise. Preparing him to know step by step what he should do helps eliminate the unsafe act or procedure As the employee's knowledge and skill in creases, he becomes a better and safer in dividual. However, the supervisor's job is not finished at this point' He must continue to implant in the employee's mind certain facts, suggestions, and the like to keep the employee constantly alert to the hazards ever present bn the job. Now we know some of the things that we have to do to make any indoctrination program effective, but how do we tackle the real safety selling job and impress the im portance of safety on the mind of the em ployee during the indoctrination phase and also provide continued training for' the veteran .employee? There are many ways to accomplish this task; we in the gypsum industry make effective use of visuals. Tokeep safety constantly before the employee's eyes is our goal. We do it with handouts, safety campaigns, award programs, decals for hard hats and lunch boxes, semimonthly . safety bulletins and newsletters, monthly safety posters, film strips, and our latest visual addition, "Safety Zone." "Safety Zone," a 16-mm sound color movie, was produced in the gypsum plants, and the stars of the film are actual mine, quarry, and, plant workers. The film is 27 minutes in length and depicts hazards to safe working prac tices that your employees come in contact with everyday on the job. The purpose of this film is to point out these hazards and show the worker how to avoid them. We feel that "Safety Zone" has many uses, including training new employees in safe working habits during their orientation, reminding veteran employees of potential hazards, and'Corrective action for employees who have experienced accidents. "SafetyZone" was designed to augment the present safety programs of our member company plants. This film reflects preventive and cor rective action vital to every plant safety program. -7 1968 National Safety Congress In developing "Safety Zone," the associa tion safety committee expressed concern over the continued use of the film in the plants. To overcome this fear and promote the use and continued use of this visual aid in the plant safety program, a promotional kit was developed for distribution throughout the in dustry. This promotional campaign was intended to make the plant safety personnel aware of the availability of the film and of ways to perpetuate its continued use with plant personnel. A safety director's guide was prepared as part of. the promotional kit for use by the individual responsible for safety training in the plant This guide was prepared as an aid to simplify the presentation task for the meeting leader and make it easier for the employees to understand the safety messages contained in the film. DUST CONTROL IN CRUSHING AND SCREENING OPERATIONS By R. M. HAGERMAN Group Manager, Houdaille Construction Materials, Ino, Montclair Heights, N. J. How many of us have said the following: "Tell the inspector that the white stuff coming out of the stack is steam," or "guide, turn on the water sprays, here comes the inspector," or "why do you want me to spend money on that floor? Nobody ever goes in there." Those days are just about gone. Federal, state and local laws all over the country are forcing each company to stop polluting the air. Sooner or later, depending on the locale, we will all be doing something to reduce or eliminate pollution, which is exactly*what many of you at this convention have been preaching for years. There are three basic ways of controlling dust in a process plant: suppression, collec tion or washing. .The decision, on which system or combination of systems to use, will be based on the following: effect on products,- physical and chemical properties of the material you are processing, physical condition of the plant, marketability of col lected material or disposal of collected ma terial. Disposal, in some urban areas, may pose as great a problem as dust collection itself. Suppression Suppression by the use of water sprays with or without a wetting agent is the most economical method of dust control. If your plant or even a portion of your plant can operate efficiently with moist and sometimes sticky feed without adverse ef fects on the products, then this system will probably, work for you. The system normally consists of a storage tank Jor the wetting agent, water supply, a mixing valve and pump connected by pipe lines to the spray nozzles. Spray nozzles of various types and number are required at most points of transfer to do a good job of suppression without wetting the stone exces sively. Additional control is required, when it is necessary to prevent the sprays from working when there is no feed. This can be controlled by a solenoid valve at each or multiple spray points, actuated by a load sensing device. There: may be a starvation switch on tlje belt, a probe in the crusher or bin, a roller arm to sense the load on a conveyor orlthey may be interlocked with feeders, equipment control, etc. Possible pr< iblems that may be created by such a system are: 1. Freezing of material in winter. 2. Freezing of system lines in winter. 3. Screen blinding. 4. Coated products (Out of Specification). 5. Material build-up in crushing chambers. 6. Material buHd-up in transfer hoxes, un der crushers, etc. 7. Material clinging to conveyor belts. ,8. Additional dean up. 9. Additional wear to equipment 10. Frequent dogging of spray nozzles. Cement, Quarry and Mineral Aggregates Most of these can be corrected by en gineering methods but the cost of these changes, must be added to the cost of the pollution control system. Crusher. Sprays are required at the point where material is introduced into the crusher and at the crusher discharge. Control of the sprays can be regulated by a simple starva tion switch on the conveyor or feeder trans porting the feed to the crusher. Screens. Sprays are required at the feed point to screens and possibly at certain dis charge points depending on the local condi tion. Collection. Collecting dust is not simply made up of hoods, ducts, collector and a fan. It is an engineered system designed' specifically for each installation It must be this way or it won't work effectively. Hoods-must be designed for the conven ience of die operator, the repair and mainte nance personnel. If not, you will find that your investment was wasted, as the men will not replace the displaced parts and the system will not work. The engineers who are designing the system, must work with the plant people until the design satisfies their requirements. Control around crushers is relatively sim ple, there are two essential points of exhaust: the feed end and the discharge end. Since most crushers have a distributor box and a discharge box, these are made tight with easily accessible inspection doors and the exhaust ducts can be attached in such a maimer to prevent build up of material and result in the least wear. Additional enclosure is provided in the feed chutes, around moving parts, over conveyors, etc. by installing canvas or rubber flaps. The volume of air -exhausted must be sufficient to handle the free air entering these areas and have suf ficient velocity to remove the particle size desired. If the velocity is too great then excessive erosion of the ducts will result Dust control around screens is more diffi cult since all parts of the screen must be accessible for the frequent changes that are necessary. Multiple deck screens add to the difficulty. Provision must be made at . either end to insert screen cloth, the top should have removable panels and the sides must have multiple hinged doors or remov able panels to get at the tension bolts. Another method is to seal the screen room and exhaust from this, but inspection, main tenance and repairs is then performed under adverse conditions. Everytime a move is made, it is followed by a cloud of dust If under these conditions an attendant is re quired, the only alternate is an isolation booth, vented and heated with outside fresh air under positive pressure. When the man leaves flic booth to inspect, he is supposed to wear a dust mask. My experience has shown that the only time they are on, is when someone is inspecting the area. In my opinion, room exhaust is far from being satisfactory. At the end of the duct work and hoods is a' fan and "col lector" which may. be any of four basic types: 1. Mechanical 2. Scrubber or wet collector 3. Fabric Filter 4. Electrostatic precipitator Washing. By washing the stone at various stages in the process, all the particles that would normally pollute the air are carried away with the wash water. A prerequisite is a supply of water and space large enough to provide adequate set tling basins. Water can be re-used but it must be free of solids, otherwise sprays will clog. Filtration or screening can be provided but it is expensive. In some deposits materials are present that will not settle out and must be treated with flocculents. This is usually a nominal added cost, but it should be checked before proceeding. Possible problem areas to be considered: 1. Freezing in bins. 2. Freezing water lines. 3. Additional wear on screen doth and wear plates. 4. Certain types of material may build up in crusher chambers when crushing wet materials: 5. Drainage problems around plant 6. Electric control and motors in these areas must be of the type that moisture will not effect 7. Screen opening changes are necessary when changing from dry to wet, due to changes in cloth thru put 9 1968 National Safety Congress Washing is usually accomplished on Suppression $ 10,000 screens, although sometimes it is necessary' Washing 97,000 to remove sticky material in log washers Collection 600,000 prior to screening. Let's study the situation at my plant and Most types of screens can. be converted see why we made the decision we did. from dry to wet by the addition of spray The plant is a crushed stone operation, bars. Top deck bars can Be independently planned to produce specification aggregates suspended about 12M8" above the screen. from hard limestone The original plant is Second and third deck bars can be independ about 30 years old but it has been added ently supported thru holes cut in the screens to and altered, much like Topsy, to satisfy if gyration is minimum. If the screen gyrates market changes. There were a few sprays * excessively (check start and stop cycle) then on certain transfer points, a 15,000 cfm '' spray bars are mounted to the screen and a capacity collecting system with inadequate hose connection is made to the water pipe. duct work and hoods. The dry system was Spray bars are usually P/2" to 3" pipes connected to about half the equipment but with holes drilled at 3 to 6" spacing depend only had capacity to handle about one quar ing on height from screen. The use of flat ter of the equipment efficiently. spray nozzles depends on local conditions. A survey was made, by a firm that does Water is usually introduced with the feed. turn key work on pollution control, and they This wets the material prior to reaching- the estimated the cost to revise the existing spray bars. The number of spray bars and the pres sure (normally above 40#) will depend on the material, tons per hour etc. Fines passing the final screening must be flumed or pumped away depending on the physical layout Again depending ;on the type of operation, this slurry may or may not be further classi fied by use of sand sort tanks, sand clones and/or screw or rake classifiers before trans porting the waste product to the settling pond. Does the waste have a possible economic use? I've heard that the slaughter houses here in Chicago get rid of everything but the pig's whistle and I'm beginning to think this is true of the aggregate Industry. The fine material that results from 'Hash ing or collecting is growing in demarn? If - it is (+) 200 mesh-Jjs' it can be classified system and add sufficient equipment for com plete, satisfactory dry collection at $600,000. We had an abandoned section of quarry that is always partially water filled, requires frequent pumping to maintain the water level and we had a .disposal or settling pond area. A study indicated we would require from 2100 to 2900 gpm to wash the water on eight screens. Another three screens must remain dry, due to the type of products produced. Two 2400 gpm pumps were purchased, that would pump the water to the spray nozzles at a pressure of 70#.. The pump location was 900 feet distant from mill and all new piping was installed with valves on each spray bar system to regulate the flow. Four hundred feet of flume was installed to collect the screen thrus and convey the slurry to the re-located sand sort tank and screw type classifier. The entire change cost $57,000 including labor and materials. into a manufactured sand or used as is, to Due to the nature of some of the products produce dense aggregates. If it is (--) 200 we produce, part of the circuit must remain mesh it may be used for bituminous con crete filler, roofing shingles filler; paper filler, , filter media, agricultural lime, etc depending on the chemical properties of the rode bring processed. dry. Dust is controlled at several transfer points with water sprays and the balance of the dry circuit is serviced by the existing dry collector. In summary then, we use all three basic If you study the economic possibilities, dust control systems; suppression, washing maybe the picture will not be 100 per cent and collection. black. We are not completely satisfied with our Case Study For an existing plant such as control but we. have come a long way and the one I'm now at, which has a capacity expect to modify and improve in the next of 600 tph, the cost of the three basic control few years until we, not the government, are systems would be as follows: satisfied. 10 \ Cement, Quarry and Mineral Aggregates PREVENTING QUARRY ROOK FALLS By R. M. BELLIVEAU, PE Consulting Mining and Civil Engineer, Long Beach, Calif. Rock falls from quarry faces have been investigation and the quarry engineer should the concern of operators and safety men be given the benefit of an analysis before from time immemorial However, the fact proceeding to work out mining and operating of the matter is that this danger to workmen plans. It is the responsibility of safety to and equipment has been created, often with- promote the services of geologists to deter- out cause. Seventy-five per cent of rock falls mine the type of ground before operations are created, unknowingly and unwittingly are begun on the assumption that the ore- perhaps, but nevertheless created. Safety is body is monolithic and without cracks, shears, a byproduct of good operation. By operation fissures, or faults and that the results of I mean engineering and planning for the dis- blasting will yield.a smooth backwall without position of men and equipment The better any overhang of chunks or boulders partly the operation the better the safety record; imbedded in the face, the efficiency and productivity of an opera- Hang-ups because of irregularities in the tion can be judged by its safety record. face, some of which act as shelves-to retain All that safety can do in the case of mis- broken material, will come down piecemeal haps which occur in an existing operation is as the result of water and wind action, dis- to determine the causes and develop a holding turbances caused by diggingmachines at the action. If and when the causes are deter- toe of the face, and by nearby blasting. The mined, then it is the duty of the safety peo- irregularities of the material in the face of . pie to promote alertness in the operators in a bank are formed because of the pronounced order to guard against futunMgssible occur- geological structure or are induced by faulty rences and thereby minimjgj^^g anticipated drilling and blasting, effects. / The geological attitude of the material At this point, safety dependSj^^Ksamlity being quarried must be 'determined with of the operator--the mine super- respect, to bedding, dipping, jointing, and intendent--to devise the safest possible faulting. The waste which surrounds the method of continuing production at an ac- merchantable material must be disposed of ceptable cost At this point too, the safety separately from the ore. This waste usually supervisor must give the operator all the consists of material much different in corn- benefit of his experience to evolve the safest position tlian tlic ore and of itself could possible method for working under difficult cause much trouble in maintaining its place conditions. For the safety supervisor to sit in a face without serious slips and falls, back and criticize is to' avoid responsibility Good limestone, trap rock, or other rock and this attitude will make a bad situation materials suitable for use in the construction, worse. The prevention of slides from quarry cement and lime-making industries are pre walls does not begin with the first fallout. ferred when they possess a high degree of It begins with initial planning for a new density. Materials which have a formation quarrying operation. consisting of bedding planes and jointing. Quarrying tends to favor high faces for although appearing to have a uniform strucno apS good reason, where open pit ture. do contain stress lines which will cause mining does not. High faces of 50 to 100 feet and higher are certainly more susceptible to slides and rock falls than are benches of 50 feet and lower. Actually, benches of 30 foot height should be accepted as a standard of quarry design. Geology cmd Ground Conditions The composition and disposition of ground material in place is a function of geological ^ matcr,al to collapse and fall out under pressure. Included in the geological appraisal, be- cause it should precede the planning of the operation; is drainage. Next to vulcanism and diastrophism, the action of water on the crust of the earth is the most pervasive.' Water courses are formed by water seeking its own level in exploiting the weaknesses in the earth's crust; this applies to all flows 11 1968 National Safety Congress of water, from gigantic rivers to babbling disadvantages of promoting all the practices brooks. The action of water on material is which are inefficient, costly, and unsafe. to erode it and wash it away, always down Now, if. we are fortunate in having the wards. attitude of the ore ledges lying at a con The action of water on high faces is espe venient angle of, say, 50 degrees, we can cially destructive and prejudicial to safety. follow the slope of the footwall all the way Water flowing down a high face will dis down by establishing our main haul road on lodge small stones and nibble and, depending the hanging wall. Following the footwall on the height of the face, a small stone strik will provide us with a safe slope to maintain ing a man below could be fatal a face which will stand up without slides; Assuming that the high face is stable, the displacement of small chunks can be con trolled by cyclone netting' tacked on the face. This is expensive and is not sufficierrty effec tive to be generally accepted. providing we make provision for benching every 30 feet, more or less, depending on the height of bench we have established as an operating specification and on the character of the material we are about to mine. The width of the main haul road, which should If blasting opens fissures behind the face. normally be located on the hanging wall, will and run-off flows down into Jfcsn, this water provide a slope for this side of the quarry. will eventually work its way through the The greater the width of the haul road, the broken materials along bedding planes, lubri flatter the overall slope it will create. cating clay, bentonite and other materials, which will turn into skidways for overburden to slide on. Bad slides usually follow heavy rains or occur in the ^firing as melting snows Determination of height of bench comes next; tins involves a number of considera tions. First, there is bench height with rela tion to the dimensions of quarry length, and frost action provide water to seep deep width, and depth. Then there is production- into the disturbed material behind a blasted face. how many tons per hour per shift and per day must be produced to meet plant feed Planning - Planning' a Quarry--Engineering ' Following the geological evaluation of a deposit and the determination of the lithologi cal characteristics of the material to be mined, we can then plan the quarry, taking all tiie operating advantages from the knowl edge obtained from this appraisal. The dimensions of a quarry are limited by the ownership of the land. Sometimes this is of .no concern because ownership extends far beyond the limits of the mining area. The volume of material to be mined, the rate at which it will be extracted, and the anticipated life of the processing plant will establish the depth and extent of the pit to produce a required tonnage of plant feed. requirements, pins the waste material which must be moved concurrently? This will determine the size of the equipment and in some cases the type of equipment, especially the drilling equipment With particular re spect to fallouts from quarry faces, there will be a maximum height of bench which can be accepted according to our geological appraisal. The overall slope, the height of bench, the production schedule, and the width and grade of the haul road are factors of equal im portance in considering the maximum height of face to be selected. The juggling of these factors to obtain the best possible economic formula will also result in the best possible situation with respect to safety. There is no order of priority for these factors. The only The next step is a consideration of what absolute requirement is that they must all slope the walls of the quarry will take, for be given consideration. the planned depth. If the material lies flat or consists of ledges having a vertical atti tude and is- of competent rock covered by a layer of farm dirt, it will allow a steep face The quarrying technique of carrying high faces accepts, for no good reason, the danger and difficulty of controlling backbreak result ing from blasting operations. The higher the to be maintained. This will rarely occur, as face, the more difficult it is to control backquarry practice usually follows the custom break; the further away from the face back- of taking down a quarry floor in lifts of break occurs, the greater the tonnage of 50-60 feet. This method of developing a material left in place which is fissured and quarry is the popular one and it has the faulted to a dangerous, degree, thus inviting 12 Cement, Quarry and Mineral Aggregates slips and slides; this material cannot be dug bat mast be drilled and blasted. These situa tions cause efficiencies to drop and operating costs to increase, thereby losing all economic advantage of a high face v/hik creating safety hazards. Breaking ground demands some considera tion in order to establish a technique -which will yield maximum efficiencies with maxi mum safety, directly and indirectly. The ideal blasting practice is to break all of die mater nal in the area of one blast to the desired fragmentation and lay it in place so that it can be dog, not swept up. That's the direct efficiency which leaves behind a dean face and no badtbretk. That type of blasting will be safe and will promote safety in the other operations of loading and hauling. For benefit to be derived from an average quarry, it is my opinion that benches of over 50 feet should not be used unless required by special considerations such as the pro duction of dimension stone (which is.im probable)- In ordinary operations the product of the quarry is crushed and the ideal result of biasring is to break the ground so that the hugest chunks will pass through the crusher. A 30 foot bench is recommended. Plammtg the Operation Operational planning is the last step in making s quarry in which the stability of the walls is one of the important considerations. Operational planning is a function of pro duction and consists of two main items: S. Determination of the maximum rate of production to meet the demands of sales or of the processing plant 2. Selection of the equipment to fit the operation. Having laid out a quarry by establishing its ffiree-dhnensioBal boundaries to yield the maximum tonnage of economic material, chosen the overall slope for the most desir able height of bench and width of haul roads, established criteria for breaking ground eco nomically and digging broken material at maximum speed, we can plan the operation by first selecting the equipment to meet the production schedule. The choke of equipment and its adaptabil ity to working safely under high benches is a function of management, who are responsible for the ability of the equipment to meet this requirement Sadi responsibility is not suffi ciently emphasized. The largest equipment is not always the most efficient or the safest Using excavators of a height which can trim a bench up to its crest is an impossibility because of the quarry custom of mining high faces. In rock material high faces always pose a danger. By high faces I mean anything over 50 feet High faces are the result of a delib erate selection of a mining method; therefore it is important that we give some considera tion to this matter. If there is one cause of accident in open cut mines which should never be classified as a trade risk, it is the cause due to slides and rock falls. They are created hazards and, if ways and means of preventing them have not been developed, then resulting accidents should be charged against supervision. In order to provide an excavator with the capability of scaling a face, the crest of the working bench must be of a height which it can reach; if an excavator can comb a face to the full height of the bench, fallouts will be reduced to a minimum. This auto matically rules out front end loaders where they are expected to work at the toe and under benches. However, with benches of 50 feet and under (preferably 30 feet) there is little difficulty in obtaining a blast which will leave a dean face, thereby pennitring loaders of short reach to operate with safety. It should be evident that high quarry faces and loaders of short reach are a-poor com bination for the operator's safety. In order to be safe, the short boom shovels and short reach loaders should not be committed to work under high faces. Drilling and blasting of high faces offer a much greater likelihood of error than the shooting of low benches. Operators who have had the experience of working in several quarries under difficult operating standards have proved this time and again. The low bench does have the built-in safety factor that it can be made operationally safe in any type of ground. For people who are dedicated to operating high benches, it would be wise to start with 25 foot benches, then, when.the material is found to be competent, double up to 50 feet Blasting is an art which requires "fed" for the job in addition to a command of the rules and statistics in the Blaster's Handbook. Blasting is the one operation in quarrying which contributes most to rock falls. There fore, blasting to obtain a dean face must be 13 1968 National Safety Congress the primary objective. The determination of a drilling pattern and selection of an ex plosive charge of proper strength and speed for a given type of rock is an art which, when enlisted on the side of safety, will re duce rock falls from quarry walls to a minimum. We have presented some aspects of open pit mining or quarrying which will prevent slides and falling rocks from mine faces but we have not touched on what to do about a created situation when the expected can not be anything else but the worst There are many techniques for preventing accidents from falling rocks; the most common is to scale the banks. For this job there are as many approaches as there are quarries. The danger of .rock falls can be reduced by scaling. This is a dangerous operation which intensifies with the height of the face. Making a ragged face safe to work under is a matter of improvisation. There are no rules which can be made to apply to these situations. However, tools are available which will lift a cage capable of accommodating one or two men with some equipment For high banks which are beyond the reach of equipment working from the bottom, work men must be let down on ropes or in bosun's chairs to dislodge loose and threatening rocks with bars--sometimes with a stick or two of dynamite to remove the overhang. All this is very dangerous business and the only effective antidote is to reduce tiie height of the face -so it comes within the reach of equipment. Benches of a height of. 50 feet can be reached by equipment such as cranes, with a bosun's chair, or by a digging head such as a Gradall machine. The best and most effective way to scale a bank is to keep the bench height to a maximum so that the digger or the loader can comb the face right up to the crest That's the sure way and that's the safe way. Conclusion We have now come to the part of 'our discussion which should, like a mathematical equation, come to the sign of equality calling for an answer to the sum of the factors which we have considered: 1. Rock falls. are man-made. They are caused by deficient planning and inefficient operation. 2. Slides are usually the result of -areas of weakness in a quarry wall caused by disturbances in the ground which break the continuity of rock formation. These disturb ances are usually described as faulting, dip ping, bedding, jointing, folding, etc Blasting will disturb these formations and induce slides. } 3. Operating practices are responsible for most situations which result in slides and rock falls in quairjds and open pit mines. 4. Rock falls and slides of banks may be minimized" if not altogether eliminated by proper engineering and operational planning of a quarry or open pit mine. Good geology and mining engineering will produce these results if used at the. beginning of an operation. 5. The cost of mining high benches is greater than that of mining benches of 30 feet maximum height in a well-designed operation. CONTROLLING ACCIDENTS INVOLVING COMPANY-OPERATED VEHICLES a By DEAN W. WARD Manager, Engineering and Loss Control Department, Harris-Moore & Associates, Dallas, Texas The cement quarry and mineral aggregates industry is blessed with virtually every con ceivable type of company-operated motor vehicle. We utilize the highly sophisticated and commercially available truck units of all descriptions and from there down through various forms of special shop-built equip ment Further, because of the nature of our industry, we are blessed with practically all types of exposures or operating environ ments. Exposures vary from the construction job site" atmosphere--the field or quarry 14 Cement, Quarry and Mineral Aggregates operations--to the in-plant or around-the- direct cost standpoint they are usually less plant environment, and include the highway expensive. and freeway-type driving exposures as well Those who are responsible for-the safety as the driving environments of our city and efforts within their companies -should recog rural streets and roads. The industry is in nize that regardless of size or type of volved in the operation of all kinds of fleets, operation all vehicle-type exposures present from the automobile sales fleet operating as problems that need to be considered as a part individual units with little supervision, to the of the safety or loss control activities. A large truck fleet such as the cement or formal type of fleet safety program may not aggregate hauls that are production-geared be essential when dealing with only the and usually well-supervised and controlled. , small in-plant and special vehicle-type fleet The term "company-operated vehicles" does not describe our full exposure. Persons with responsibility for safety within com panies must also be concerned with em ployees who in most instances are required to drive their own personal automobiles to plant or work areas. They are exposed to accidents en route. Because of the location of plants and facilities, we are challenged with providing safe parking areas and safe in-plant roads and traffic patterns for this and concerned only with employee traffic and parking as such. However, most of you are involved beyond this with production truck-type fleets and need an operating fleet safety program that compliments and is part of company safety activities. It is this organized type of fleet operation that I will discuss now. This is the area.where we can apply organized loss control efforts, and it is the area of most concern from a loss and direct cost standpoint large and rather important fleet of "non In essence, certain basic points or require company-owned vehicles." ments are common to all successful fleet Vehicle accident control then, as it applies to all exposures, as it applies- to various types of vehicles connected-with operations, has too often been neglected. The neglect is most noticeable within the industry where production-type fleets are not in evidence, where cement delivery units or aggregate hauling fleets are leased operations and handled by . outside contractors. The sales fleet (sometimes numbering more units than other vehicles combined), the large person ally-owned automobile fleet of employees and the in-plant service vehicles* are seg ments of the fleet often neglected,'at least from the accident control standpoint. From, the standpoint of direct cost in case of an accident, the highway or street-use vehicles that are registered do represent our biggest problems. These are the areas where our greatest safety concentration is neces sary, where accidents can involve liability- safety programs. The extensiveness of the program selected for operations depends on type and size of the fleet, exposures, and type of organization. However, an effective program will include certain essential points: these make up what I refer to as a "Mini mum Fleet Safety Program." This minimum program when applied to operations and made a part of the organization will give control over the accident-producing elements in volved in fleet operations. This, after all, is what wc are after. It will enable you to realize a decrease in the indirect operating costs of fleet operations and it will reduce more direct insurance costs. It will he a positive aid in eliminating the causes of accidents. A company with such a program will help our entire industry in the area of safety by Setting an example of safe driving that the public will notice and that other truck fleet operators will want to follow. type claim action that results in high cost The Minimum Program contains seven settlements and can cause subsequent in essential points: creases in insurance premiums. In-plant ve hicle accidents can be costly too, but the ' public is not usually involved, and from a 1. Driver Selection. Hiring the right man for the job. This means proper selection of drivers, determining as much as possible `In-plant service vehicles include quarrytype heavy-haul equipment, welding trucks, water trucks, drilling rigs that are mounted, mobile truck cranes, and personal transporta tion items such as scooters, pickups, scouts, jeeps, etc. about them prior to hiring. Make a visual chedk of the applicant and of his driver's license. Unless a driver applicant is properly licensed in your state to operate -the type of vehicle that he is being considered for, the 15 1968 National Safety Congress man cannot be considered. A visual check of the instrument or license itself is im portant; determine if it is the applicant's, if it is valid, if it is current Duplicate it with your office copy machine, and file the copy with the driver's application form and other employee record material Upon completion of your driver-type ap plication form, you should review it with him, specifically asking him about his fitness and background for the job. -Call at least two of his previous employers for references or write them. Ask for specific information about the driver applicant's attitude, his driving record, and whether or not he would be rehired by his previous employer and, if not, why not All states now have a system whereby you can obtain a licensed driver's accident and traffic violation history. In Texas, for example, the Highway Department heads up fife bureau and a Motor Vehicle Report can b||> obtained from them by filling out a special form and mailing it to Austin, Texas with a small fee. The information required on the Texas form in order to obtain the driving record of the employee is: his driv er's license or permit number, his full name as it appears onjfche license itself, and his birth date. It is "Tor this reason that I earlier suggestel that a copy of the licensing instrument be made for the files; this infor mation would be available at all times. Fur ther, it will enable you to determine when the driver's license . expires,, and you may want to keep a follow-up or tickle-type file of these expiration dates on all of your drivers so that you can recheck to find out if they have been properly licensed upon re newal. No driver should be permanently hired unless you first receive and review his driving record A physical examination of each driver before he is put on the payroll is recom mended. Determining whether or not a prospective driver is physically fit is im portant The type of physical examination should be discussed with the company doctor so that he understands that it is for an em ployee or prospective employee that will be driving a motor vehicle. 2. Driver Training. New drivers should be given an actual road test by one of your expert' drivers over a planned route that contemplates most of the hazards of driving. To supplement the actual road test, espe cially where a large fleet is involved, a training course with backing, parking, and maneuverability obstacles can be set up in a yard or in a paved area. This practice course can be utilized to check out and train new drivers and to refresh older drivers periodi cally as a part of company procedure. Atti tude and physical skill, in operating the vehicle are important considerations to be evaluated by the expert driver who accom panies the new driver or the older driver bring retested. Formal road testing should be required. The obstacle course testing pro cedures are useful but not mandatory. The expert driver accompanying the student should, submit a written report, brief but in enough detail so that it can be evaluated: this history should be made part of the applicant or employee's file. Driver training is an area where those who have the safety responsibility can and should participate strongly. Any prospective or veteran driver needs to be refreshed periodically on the laws, regulations, emer gency procedures, and the frequent hazards of driving with which they are involved each day. It is recommended that these items be covered .individually with the new appli cant before he is given the responsibility of actual driving Further, all employees who have driving responsibilities should have these items brought to their attention in a formal- type driver safety meeting at least annually. The insurance carrier's safety engineers, members of the Highway Department and others are ready, willing, and able to assist you with these meetings. In addition, all fleets should utilize part of their regular and normal safety meetings by injecting some type of training in each of them. Training - in this sense, should be directed at the known problems or noted trends as are pointed out by accident studies and accident history of file specific com pany. For example, if intersection-type acci dents'are noted as the major problem, an appropriate training session on intersection- type accidents should be held; there would be no point in discussing freeway driving. Training .and re-training are vitally impor tant, and training sessions should be carefully planned' so that they reflect an organized effort that will encourage drivers' attendance and participation. 16 Cement, Quarry and. Mineral Aggregates When any new driver must be put on the L Do not move your vehicle until payroll immediately following the interview cleared by the police. This is very and reference check he should be told that important he will be driving on'a probationary status 4. Accident Investigation. A designated until he successfully completes the road test person or persons within the company should and until the Motor Vehicle Report is re investigate each accident This employee turned and reviewed. This means that when would be responsible for reporting to top a driver must go to work before all refer management on what really caused the acci ences and detailed information concerning dent by determining the causes and con his past driving record have been accumu tributing conditions. Top management should lated, that he realize that he's not considered then take an active part by correcting any a permanent driver. When this information situation brought to light that would reduce does arrive, call the employee in and discuss the possibility of or prevent such a recur the findings with him. Failure to meet with rence. him will indicate lack of interest on manageiment's part and will allow the driver to Operate according to his own desires without For example, if investigation shows the accident was caused by the driver violating a safe driving rule, the driver should at least expecting safety direction from the company. be talked to m private by management so 3. Accident Reporting. All drivers should that active participation by management is in be given special training on how to report evidence. If a contributing cause for the an accident, what to do and what not to do accident was found to be . faulty equipment at the scene. Doing things right immediately due to improper maintenance, management following an accident is extremely impor should openly review its maintenance pro tant Examples of some procedures that cedures with those responsible. , should be understood from a safety and- legal standpoint are as follows: wMfc. 5. Safety Maintenance. Vehicles should be regularly inspected for wear and defects so a. Stop at once and investigate. that they can be maintained in top operating b. If necessary, have someone call an efficiency. The important thing is how they ambulance or doctor. are inspected and how often. Of particular c. Do not admit liability even if you are at fault d. Do not give a written statement to anyone unless they can prove they are a representative of your com pany. e. Do not discuss the accident with any one at the scene of the accident other than the police. Answer only ques tions asked by them. . A report should be filled out at the scene of the accident, using the forms available in the Glove Box Packet supplied by most insurance carriers. If such forms are not available, a regular'insurance company accident report should be kept in all vehicles and the drivers instructed to com plete this at the scene. g. Report the accident to your office importance are steering, brakes, and lighting system; these items, at a minimum, should be set up to receive regularly scheduled inspec tion and, maintenance. Preventive maintenance programs should involve the driver as well as the garage shop employees. First, a daily or weekly Inspec tion Check Sheet should be developed and the driver required to thoroughly inspect his vehicle each day after completing his regular day'sp'un, using this check list form. The driver, by this, method, is helping the main tenance department control and correct de fects in his vehicle. The check sheets should be reviewed by supervision and immediately turned over to the maintenance department, which can make the necessary repairs. Sec ondly, the garage needs to maintain a record on each vehicle indicating designated times that the vehicle will be called in for a regularly scheduled preventive maintenance immediately. checkup. These records should indicate what ft. Get names, addresses, license num repairs were made on the vehicle, the date, bers, and phone numbers, if possible, and the nature of those repairs. Records of dll witnesses whether they are in such as these can also be used to assist man your favor or not agement in keeping costs controlled, spot 17 1968 National Safety Congress lighting trade-in times, major repair times, etc. 6. Safety Meetings. It is suggested that a safety meeting be held at least once each month with all drivers. As pointed out under Driver Training all meetings should be well- planned. Each meeting should remind drivers of their responsibilities, of the company's interest in safety, and should serve to edu cate and improve them in their driving skills. Films, safety literature, posters, etc. are available from the insurance carrier and many other sources. In addition, the insur ance carrier can help with the organization and planning of meetings. 7. Incentives. Some form of incentive plan 'designed to reward drivers who produce a no chargeable accident driving record over a one year period is suggested. A variety of such plans with proven effectiveness are in existence; again, the insurance carrier can help select one that will best fit your organ ization. An accident review committee headed by management is usually essential when any incentive program is put into effect involving chargeable or non-chargeable accidents. A committee is necessary because it is difficult for one man to accept the responsibility of judging whether an accident is or is not chargeable based on the facts of each individ ual case. The driver involved in an accident should be made to appear before the com mittee to explain his side of the story, with out exception. Incentive programs need riot include money or expensive prizes. Purchasing awards that cannot be duplicated in the' stores but are specific custom-made awards for the drivers from the company are very effective. One example of an extra and inexpensive award is a lapel pin honoring the driver for the number of years he has driven without a chargeable accident. These are available through the National Safety Council. There are wajfc-sized cards honoring the driver foEjHmEcord. All such incentives are worthwraRBThey can he made even more meaning ful by proper presentation to the drivers from management at a dinner meeting, for example, or an award banquet where the drivers are honored by management before other employees. This completes the Minimum Program. The important first step in establishing a workable fleet safety program such as the one just reviewed is to have management's support and authorization to have such a program and put it into effect Unless it is done with management's support, the pro gram will not succeed. Once a company sets its management safety policy, the program should be drawn up to fit in with the com pany's individual operating techniques. Then, it should be thoroughly explained to present employees and the responsibility for its ad ministration made clear. Each company will need to set, at the same time, its own policy on discipline relative to safety rules and regulations. This policy, once set, should be enforced by management with no exceptions. Automobile sales fleets or company cars operated by sales and management-type em ployees are not usually in one specific area where meetings are feasible, nor are these employees hired because of their driving ability. Such fleets cannot usually be con trolled through such an organized program. However, these types of fleets, which are common to our industry, represent a large exposure and should not be completely ig nored. A monthly or periodic letter can be developed and mailed to all such employees at their homes. Another method is to obtain safe driving pamphlets and other such printed material from the insurance carrier or the National Safety Council for mailing to the drivers' homes. Occasional safe driving re minders in letter form from the top operating executive are also good means of control. Even when these vehicles are scattered in various areas of the country, these controls may be instigated. Further, certain responsi bility for safety can be delegated to the supervisors of these employees. In-plant vehicles, such as heavy-hauling units used from the quarry to the plant, utility vehicles, winch trucks, etc., where assigned to a specific operator, can be con trolled through many points of the program I have outlined. When vehicles are operated by any and all employees without specific assignment of duty, the task becomes more difficult to control. Control in this case will depend on the plant manager and his super visory staff, observing not only the attitude of those who operate the vehicles but their performance in and around the plant area proper. Plant rules and disciplinary action are required and are a good means of con 18 Cement, Quarry and Mineral Aggregates trolling in-plant vehicle operations from a safety standpoint I have not mentioned public image or good public relations. These, 1 think, are an im portant plus that our industry and companies gain from a well-operated fleet safety effort. Well-maintained units, properly loaded, in spected, and cleaned of loose rock will keep aggregate hauling units from spilling on the public highways. Inattention to spillage problems breaks windshields and annoys members of the general public using those same highways. It is a black eye to our in dustry and does nothing to enhance our public image. So^ too, is the ready-mix truck guilty of spillage and leaving the tell-tale product on the streets for the public to see and drive over. Long hours behind the wheel can be a serious problem, and every effort should be made to control this exposure. Our industry is in some cases controlled by I.C.C. regula tions in this regard, but not in all instances. The I.C.C. regulations are, however, realistic, and even though the company may not be subject to their requirements on driving hours, physical standards, etc, such stand ards are worth consideration and can be made a part of management policy where the need dictates. Employees driving to and from work are a safety consideration even though an acci dent during these times on their part may not involve the company legally. Such an accident may, however, prevent them from returning to work and it may seriously im pair the production or 'management team. Letters, mailers, pay envelope pamphlet stuffers, bulletin boards, and even the com pany newspaper or house organ can be used to encourage safe driving of employees and to point out management's interest in this regard. This area should not be overlooked by those of. you who have safety respon sibility. Highway and traffic safety is being em phasized today more than ever. We hear about' federal and state safety efforts, more safety through enforcement, and strides in highway engineering and design that tend to make our environment safer. Such items are in the news every day. At the local level, there are driver-training courses in the public schools and other training schools that are aimed at improving drivers and encouraging safer driving. The news media is encourag ing safe driving practices; there are in creased research grants from industry and government for studies such as crash-testing. There are new developments in packaging the passenger to make him safer in the event of' an accident, and these innovations are evidenced in today's newer automobiles, with more devices expected in future years. Legislative action for better laws is spilling over into requests and insistence on im proved enforcement, training, vehicle inspec tion, and physical examinations. Today's fifty thousand-plus deaths per year due to highway accidents makes traffic safety an area where great improvement is needed. This toll surpasses the number of fatalities in industry, and the figure is not receding. Our exposure is great and we, as safety professionals in our industry, should contrib ute all that we can toward the prevention of accidents on our highways and streets. Our industrial safety efforts have been effec tive, we have done a good job in our indus try, and we are continuing to improve it. We have the know-how in fleet safety as well. If you have not done your part in establishing a thorough and effective fleet safety program, I urge you to begin now and suggest that the same basic industry know-how that has made our industrial program successful be applied to fleet safety efforts. Program for safety, back it up by management support, and you will be able to control accidents that involve company-con nected vehicles. 19 OFFICERS OF THE CEMENT, QUARRY, AND MINERAL AGGREGATES SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman--Martin D. Gentry, Mgr., Industrial Relations, General Portland Cement Co., Dallas, Texas G First Vice-Chairman--P. C. Hatler, Asst Labor Relations Mgr., Ideal Cement Co., Denver, Colo. Second Vice-Chairman--Robert J. Gromley, Mgr. of Safety & Personnel, The Standard Slag Co., Youngstown, Ohio Secretary--P. J. Judge, Industrial Relations Manager, Houdailie Construction Materials, Inc, Morristown, N. J. Newsletter Editor--Guy Moulds, Huron Cement Co., Div. National Gypsum Co, Alpena, Michigan Q Associate Editor--Robert M. Holderied, Associate Director of Safety, Standard Materials Div, Martin-Marietta Corp, New York, N. Y. Program Committee--P. C. Hauler, Asst Labor Relations Mgr, Ideal Cement Co, Denver, Colo.; Robert M. Holderied, Associate Director of Safety, Standard Materials Div, Martin-Marietta Corp, New York, N. Y.; ^Howard F. Johnston, Div. Mgr, Industrial 'Relations, The Ruberoid Co, Bound Brook, N. J.; Sidney A. Quin, Mgr, Loss Prevention Dept, Royal Globe Insurance Co, Dallas, Texas; F. J. Rogers, Mgr, Administrative Services, Gypsum Association, Chicago, III. t Membership Committee--Sidney A. Quin, Mgr, Loss Prevention Dept, Royal Globe Insurance Co, Dallas, Texas; A. Victor Abnee, Jr, Secretary-General Mgr, Gypsum Association, Chicago 111.; Howard K. Eggleston, Managing Director, National Slag Assn., Alexandria, Va.; T. W. Myers, Mgr, Employment and Safety, The Diamond Portland Cement Co, Division of the Flintkote Company, Middle Branch, Ohio; Kerin Callahan, National Concrete Masonry Assn., Arlington, Va.; Leonard R. Fucker, Director of Safety, Kaiser Cement & Gypsum Corp, Oakland, Calif.; Robert M. Koch, President, National Limestone Institute, Inc., Washington, D. C.; E. J. Waring, Laverack & Haines, Inc, Buffalo, N. Y.; G. E. Williams, Safety Director, American Aggregates Corp, Greenville, Ohio v Statistics and Contests Committee--Forrest Moyer (Chairman), U. S. Bureau of Mines, Washington, D. C.; Charles W. Schneider, National Sand & Gravel Assn., National Ready Mix Concrete Assn, Silver Spring, Md.; E. Bauman, National Slag-Association, Washington, D. C. Engineering Committee-..Loyd L. Cash, Jr. (Co-Chairman), Safety Director, The Georgia Marble Co, Tate, Ga.; Arvid Tienson, Director of Insurance and Safety, Material Service Div. of Genual Dynamics Corp, Chicago, III.; C. Russel Mattson, Safety 20 Supervisor, Dravo Corp., Neville Island, Pittsburgh, Pa.; W. M. Hoxie (Co-Chair man, East), Safety Engineer, Corps of Engirieefe, New England Division, Waltham, Mass.; J. Melton Dotham, Safety Dir., Martin Marietta Corp., New York, N. Y.; ^Howard Reefenstahl, Mgr. of Training and Safety, Alpha Portland Cement Co., Easton, Pa.; Roy G. Stott, Mining Health and Safety Engineer, U. S. Bureau of Mines', Washington, D. C.; Jqhn.J. Sweeney, Safety Engineer, Bethlehem Mines Corp., McCoy Quarry, King of Prussia, Pa.; E. J. Waring, Laverack and Haines, Inc, Buffalo, N. Y.; Ralph Wray, American Mutual .Liability Insurance Co, Balti more, Md. Visual Aids Committee--Charles G. Shelton (Chairman), Vulcan Materials Co, Mid-East Division, Winston-Salem, N. C.; ^Howard E. Johnston, Div. Mgr, Industrial Relations, The Ruberoid Co, Bound Brook, N. J;; Robert T. Smith, Dravo Corp, Keystone Div, Pittsburgh, Pa.; Fred J: Rogers, Mgr, Administrative Services, Gypsum Assn., Chicago, 111.; John C. McClelland, Jr, Dir. of Public Relations, National Crushed Stone Assn, Washington, D. C; David Visnaw, Safety Engineer, Madison Silo Co, Div. MartinMarietta Corp, Madison, Wis. Off-tke-Job Safety Committee--J. Milton Durham (Chairman), Safety Dir, Martin Marietta Corp, New York, N. Y.; Loyd L. Cash, Jr, Safety Dir, The Georgia Marble Co, Tate, Ga.; Leonard R. Flicker, Dir of Safety, Kaiser Cement & Gypsum Corp, Oakland, Calif.; Roy G. Stott. Mining Health ami Safety Engineer, U. S. Bureau of Mines, Washington, D. C.; Don K Rossh.hoi . Dravo Corp , Cincinnati, Ohio Publicity Committee--Kenneth A Curs<Hiik (Ouurimn), Mgr, Technical Services, National Lime Assn, Washington, D ( . H IUawev Johnson, Div. of Safety, Amer ican Mining Congress, Washington, l> t , Wiiiiam I. Carter, Executive Dir, National Crushed Stone Assn, Washington, D ( , John t M<( i ni and, Jr, Director of Public Relations, National Crushed Stone Assn . W 1M Training Committee--^Howard RiEKr.N-.rstn it haimsui). Mgr. Training and Safety, Alpha Portland Cement Co, Easton, J\ . I Un t-s Durham, Safety Dir, Martin Marietta Corp, New York, N. Y.; \Vni iam \ Kikk Manager Safety, Universal Atlas Cement Diy, U. S. Corp, Pittsburgh, I'a , <i*aii> 1> Raver, Logansport, IikL; C. Russel Mattson, Safety Supervisor, Dravo (. "ip, Nrville Island, Pittsburgh, Pa. Legislative Committee--John J. McClelland (Oiairm.ui), National Crushed Stone As sociation, Washington, D. C.; ^Howard Riekknntahl, Manager of Training and Safety, Alpha Portland Cement Company, Easton, Pa.; Leonard R. Flicker, Director of Safety, Kaiser Cement & Gypsum Corp, Oakland, Calif.; E. J. Wasxng, Asst Vice President, Laverack & Haines, Inc, Buffalo, N. Y.; D. W. Ward, Mgr. Eng. & Loss Control, Harris-Moore & Associates. Long Range Planning Committee--*]. R. Treadway (Chairman), Vulcan Materials Co, Birmingham, Ala.; *Francis W. Bush, Sr, Director of Safety, M. J. Grove Lime Co, Frederick, Md.; *Howahd F. Johnston, Div. Mgr, Industrial Relations, The Ruberoid Co, Bound Brook, J.; *Howard Riefenstahl, Mgr, Training and Safety, Alpha Portland Cement Co, Easton, Pa.; *Arvid Tienson, Dir. of Insurance and Safety, Material Service Div. of General Dynamics Corp, Chicago, 111.; *Garland E. Midyetie, Safety Dir, Superior Stone Co, Div, Martin Marietta Corp, Raleigh, N. C; *PauL J. Woeseck, Manager-Safety and Welfare, Lehigh Portland Cement Co, Allen town, Pa. Hospitality Committee--Robert J. Gromley (Chairman), Manager of Safety & Personnel, The Standard Slag Co, Youngstown, Ohio; John C. McClelland, Jr, Director of 31 Public Relations, National Crushed Stone Assn., Washington, D .C; *Asvn Tienson, Dir. of Insurance and Safety, Material Service Dir. of General Dynamics Cor**, Chicago, ID. Nominating Committee--*}. R. Treadway (Chairman), Safety Dir., Vulcan Materials Co, Birmingham, Ala.; Garland E. Mminnrt, Safety Dir, Superior Stone Co, Div, Martin Marietta Corp, Raleigh, N. C; *F*anos W. Bosh, Sa, Dir. of Safety, M J. Grove lime Co, Frederick. MA Menbers-at-Large--*T. W. Jones, Vice President In Charge of Production, New Haven Trap Rock Co, New Haven, Conn.; Ivan F. LcGore, Safety Dir, Portland Cement Assn, Skokie, I1L; *Lesue S. Voltz, BeUwood, DL Staff Representative--Sward J. Sedlacek, National Safety Council, 425 N. Michigan Ave, Chicago, I1L 60611 Past General Chairman Order Form 1968 Congress Transactions Quantity Ordered Stock Vol. No. No. Title 1-9 10 or Copies more 02238-1 1 General Sessions & Index to all Volumes $ .85 ? .65 02238-2 2 Aerospace; Air Transport .85 .65 02238-3 3 Automotive & Machine Shop; Power Press & Forging .85 .65 02238-4 4 Cement, Quarry & Mineral Aggregates .50 .45 02238-5 5 Chemical & Fertilizer .85 .65 02238-6 6 Civic Leadership: Church, Women, Youth. Farm .85 .65 02238-7 7 Coal Mining .85 .65 02238-8 8 Construction; Public Employee .85 .65 02238-9 9 Electrical Equipment , .50 .45 02238-10 10 Food & Beverage, Meat Packing, Tanning & Leather Products; Trades & Services .85 .65 . 02238-11 11 Glass & Ceramics; Rubber .85 .65 02238-12 12 Industrial Subject Sessions; Associations 1.10 1.00 022.38-13 13 Labor .85 .65 02238-14 14_J plarine 02238-15 isf Metals .85 .85 .50 .45 \ 02238-16 16 Mining .85 .65 02238-17 17 Motor Transport; Transit' .85 .65 02238-18 18 Occupational Health Nursing .50 .45 02238-19 19 Petroleum .85 .65 02238-20 20 Public Utilities .85 .65 02238-21 21 Pulp. & Paper; Printing & Publishing .85 .65 02238-22 22 Railroad .50 .45 02238-23 23 School & College 1.10 1.00 022.38-24 24 Traffic .85 .65 02238-25 25 Wood Products; & Textile .85' .65 02238-26 26 Early Morning Sessions .50 .45 02238-27 27 Public Safety .85 .65 02238-28 28 Home Safety .85 .65 02218 COMPLETE SET OF 28 VOLUMES $13.60 Automatic 20% discount to National Safety Council members; or 10% discount' to government agencies. Please enclose check with orders less than $3.00. SHIP TO: Organization Address City _______ _ _________ _________State______________________ __ZipCode to Attention of____________ _ BILL TO: Organization,__________________________________ __________ _____________ Address______________ ______ ______ __ City State Zip Code to Attention of______ ' Customer's Purchase Order Number MAIL TO: NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 2M16902 ptixrxD fx G22.38'"4 24 i Volume 5 NATIONAt*$AFETY CONGRESS TRANSACTIONS CHEMICAL and FERTILIZER INDUSTRIES NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 50611 56th NATIONAL SAFETY CONGRESS Papers Delivered in the CHEMICAL SESSIONS CONTENTS Sizing Relief.Area for Polymerization Reactors................... ,W.J. Boyle, Jr. 5 Why Fire Retardant Cotton?................................................. Frank J. Grano 11 Development of Clothing for Protection from Thermal Hazards.. W. P.. Behnke 13 Safety Showers for Winter Use.......................................... Charles A. Buehlet 17 Respiratory Protection for Operations and Rescue Work.. .Bruce W. Holbrook 21 JOINT SESSION WITH OCCUPATIONAL NURSING COMMITTEE The Nurse and Chemical Plant. Safety.............Eleanor H. Mori, RJi., MJf. 24 Prevention Requires Teamwork......... ...................... Anne J. Murphy, RH. 29 An Integrated Approach to Occupational Health * Management ................................ ....................... John S. Tobin, MJ3. 32 Handling Cyogenic Fluids in the Laboratory......... ........................... T. Smisi 36 Papers Delivered in the FERTILIZER SESSIONS Can You Stop?......................................................... Richard 0. Montgomery 39 Truths about Ammonium Nitrate................................................... A. F. Dyer 41 Officers of the Chemical Section, 1963-69................................................... 44 Officers of the Fertilizer Section, 1968-69..................................................... ,46 Other Volumes in the 1968 National Safety Council Transactions......... Back Cover 3 CHEMICAL SECTION SIZING RELIEF AREA FOR POLYMERIZATION REACTORS By W. J. BOYLE, JR Production Supvr,, Lustres Div., Monsanto Co., Springfield, Mass, In 1965, a study was initiated to determine if improved methods could be developed for calculating emergency relief area for poly merization reactors. This study resulted in the development of a general method for calculating required relief area for batch polymerization reactors. The method can be tailored to fit almost any batch polymeriza tion. reaction (or any other temperature-- dependent exothermic chemical, reaction) for which reaction rate, liquid viscosity, liquid density, batch size, and heat capacity are known or can be determined. This report is intended to help design engineers to more realistically estimate re quired relief area for polymerization re actors. . It cannot be overemphasized that, although the emergency relief line may be called upon to function very infrequently, the safety of operating personnel and equip ment will depend entirely upon it during many emergency situations. The typical approach for calculating relief area for reactors began by assuming that vapor was to be vented. An adequate relief area was assumed to be one which was "large enough" to vent vapor at a rate such that the internal pressure in the reactor did not continue to rise after the rupture disc burst Yet, experience has shown that in some cases, even when three or four times this vapor venting area was provided, reactor pressures continued to rise above the set pressure of the rupture disc. The vaporbased calculation had taken into account catalyzed reaction rates, densities, heat ca pacities, etc. and seemed quite exhaustive. However, when relief areas based on vapor venting relieved batches in large production reactors, some rather obvious inconsistencies were encountered. It became evident to the author after studying actual emergency rupture relief situations that the venting of vapor was quite unrealistic for three reasons: 1. In actual case histories, polymerization kettles containing up to 4,000 gallons of reacting monomer and water were relieved of their contents (completely emptied) through the emergency relief line in from three to right. minutes. However, if the entire contents had vaporized out this vent, it would have taken 20-30 minutes. 2. A large quantity of liquid (monomer, polymer, and water) was splashed down to the ground in the area surrounding the relief vent It was witnessed that this ma terial came out in liquid slugs, and not as vapor. 3. The internal pressure of the kettle con tinued to rise after the safety disc had ruptured. It appeared that a better assumption might be that 100 per cent liquid was venting. Of course, this could not be completely true since vaporization must occur continuously to maintain the vapor pressure in the kettle. But . if the per cent liquid that was venting was much greater than the per cent vapor (90 per cent liquid by volume), the above assumption would provide a good basis for design of relief area for polymerization re actors. A search of the literature for available methods of calculating relief area based on liquid venting indicated that no suitable method for reactors containing viscous syr ups had been developed. Some simplified methods were found that were nearly in dependent of viscosity. These methods as sumed that venting would take place in the highly turbulent flow region of Reynolds numbers. While this assumption may be acceptable for reacting liquids having viscosi ties approaching that of water, it is not S PLAN NOW TO ATTEND THE 1969 NATIONAL SAFETY CONGRESS OCTOBER 27-30, 1969 / CONRAD HILTON HOTEL, CHICAGO 1970 The Congress is always a big week, a worthwhile week for the 13,000 safety people who attend. At the '69 Congress you can meet other safety people, with the same problems and responsibilities asyourself. 1971 You can exchange views and ideas on accident preven tion, health, hygiene, and fire prevention ... on safety in industry, traffic, school, at home and on the farm. You can see the largest of all safety equipment exhibits 1972 atthe Congress... an opportunity foryou to make wellinformed buying decisions for your company. This four-day educational program, planned and pre sented by the National Safety Council, can be your most thought-provoking, most worthwhile safety expe 1973 rience in 1969. Make plans earlyto attend the 1969 Congress and bring the other people in your organization who have safety responsibilities. FUTURE CONGRESS DATES 1969 October 27-30 1970 October 26-29 1971 October 25-28 1972 October 23-26 1973 Oct. 29- Nov. 1 "- NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVENUE . CHICAGO, ILLINOIS 60611 1968 National Safety Congress applicable to viscous liquids that will almost certainly vent in the laminar region. A more reliable method for sizing relief area was needed to design against dangerous overpressure. The rupture of manholes, sight glasses, etc. on polymerization reactors could result in spewing flammable or explosive monomers into confined areas. Deriving Venting Equation For fluids flowing in a pipe of circular cross section and doing no useful work, the basic flow equation is: (1) P2 VdP + (Z2--Zj) + V*--V* =--W. ai *V 2g V ~ specific volume of fluid, ft.Vlb. Pi -- upstream pressure, ib./ft2 P2 ~ downstream pressure, lb./ft* Zj = upstream elevation above datum plane, ft. Z2 = downstream elevation above datum plane, ft. V5 = upstream velocity of fluid, ft/sec. V2 = downstream velocity of fluid, ft/sec. W. = energy losses, ft g = acceleration of gravity -- 322 ft/sec.2 If the density is assumed constant over the temperature range involved (an average den sity estimated), then: (2) Ps -- Pl + (Zj-Zj) +V^--V* = --W. P4 P -- density,- Ib/ft* 2g If the upstream velocity is assumed negli gible (the reactor contents assumed to be stationary with respect to vent flow up the relief line; this is a good approximation), then: P2 --P, V2 -f (Z2--Z2) + -^-=_W. (3) V --` reactor venting velocity, ft/sec. (Z2--Zj) is the vertical distance of the vent piping above the reactor. This takes into account the potential energy loss, which may be considerable for long vent pipes. The pressure difference (driving force) should be taken to be the rating of the relief device, usually a rupture disc, if it is desir able not to generate internal pressures much above this rating. A P -- -- (P2 -- Pi). This AP may be taken closer to the maximum rated working pressure of the reactor if (1) this rating is significantly higher than the relief device rating, (2) there is a good operating reason for doing so, and (3) these higher pressures can be tolerated safely. (The rated pressure of the relief device will usually be set at or slightly below the maximum rated working pressure of the vessel) If inert gas pressure on the reactor con tributes to rupture disc failure, this gas pressure should be subtracted from, the burst rating to obtain a more accurate driving force, A P. The inert gas will vent off in the first few seconds and probably will not con tribute significantly to the venting rate. V2 z!> +"2g =-W. (4) The energy losses, W,, are due to liquid friction in the vent .piping and the sudden contraction as the liquid enters the relief piping from the large reactor: 4fL V* V2 W.= D 2g + Kc 2g (5) f = friction factor L = equivalent length of vent piping, ft D -- diameter -of relief area (vent pipe), ft *Kc = contraction coefficient The final equation is: -- AP V* - h (Z, --Zj) + -- 2g (4fL -----D~ XL + Kc> 2g Rearranging to final form: aP -- _(Z2-Z1) = (4fL V*. -D--+ KC-H.0) (7) 2^" "Kc -- .-41 for Reynolds numbers > ' 10,000 (turbulent) Kc = .50 for Beynolds numbers > 10,000 -- 2.000 (transition) Kc = ,55 for Reynolds numbers > about 2.000 (transition) Kc = 1.10 for Beynolds numbers > below 2.000 (laminar) Where Rr Av Ar = cross sectional area of reactor Av = relief area 6 Chemical Section DEVELOPMENT OF CLOTHING FOR PROTECTION FROM THERMAL HAZARDS By W. P. BEHNKE Senior Research Engr., E. L Da Pont de Nemours & Co., Inc, Wilnnngton, DeL Two important considerations of a protec tive clothing development are accurate deter mination of the exposure condition, and development of analytic techniques that de scribe performance of protective systems in terms that relate to the end use conditions. Protective clothing may be separated into those areas where non-flammability is the major requirement and those where the garment must insulate the wearer from a high temperature environment Methods of evaluating systems with convective, conduc tive, and radiant energy exposures are dis cussed. Data developed in this study permits design of comfortable, durable clothing of N'omex, high temperature resistant nylon, that will protect the wearer from a hazard ous exposure for any given length of time. For over five years we in du Pont have been searching for applications of the unique combination of physical properties exhibited by our recently commercialized high tempera ture resistant nylon, trademarked Nomex. This fiber has outstanding fire resistance, insulative properties, and can be used to prepare comfortable clothing with outstand ing durability. We initially determined that the protective clothing market could be broadly divided into three areas: the first, where flame1 retardance is the major require ment and the second, areas where unusually high insulative protection- is needed, result ing in "men from Mars" type suits. The third area, where protection against mod erately high temperature environment is re quired, yet without the bulk and expense of the J|tter garments, appeared to be especially suit* to the physical properties of our fiber. iPry early we learned that the type and. degree of exposure for any use situation generally is poorly defined, and the per formance expected from a given protective system is generally not known. Thus, we found little background information to build on, but on the other hand we felt that our work could make a valuable contribution to the protective clothing field. An accurate laboratory evaluation of the performance of protective clothing requires exposures similar to those expected in use. Temperatures of exposures are often quoted, but this represents only the potential to trans mit heat The type exposure--convective, radiant or conductive--and the amount of heat transmitted must also be known to adequately define'the hazard. Heat can be measured in units of calories per square centimeter per second and may be thought of as the rate at which quantities of heat pass through an opening one centimeter square. An example of the inadequacy of temperature to.measure exposure levels is given in Table I, which gives data on two common energy sources. A Bunsen burner with a seven inch (17.8 centimeter) lumi nous flame has a temperature of !70OF (927 C) and a heat flux of 12 calories per square centimeter per second. When air is provided, the temperature goes up to 2,300F (1260C) for an increase of about 33 per cent The higher temperature and the in creased velocity of hot gases provide a heat flux of 2.1 calories per square centimeter per second, or nearly double the previous source. A 480F (249C) hot plate, which is a conductive source, is sufficient to trans mit the same flux (2.1 calories per square centimeter per second) as the 2,30OF Bun sen burner flame The use of heat flux is essential in evaluating the performance of protective clothing, since the skin or tissue is damaged when its temperature reaches a critical ievel, and the temperature rise of the tissue is caused by the amount of heat striking it The tolerance of human tissue to incident, heat was determined by the Navy at the U.S. Naval Air Defense Center at Johnsville. Here a number of volunteers were subjected to radiant energy for various times and exposure levels, and the point of threshold pain and blister or second degree burn determined. These curves quantitatively describe information which we all know by experience and intuition; Le., a low level of heat flux may be tolerated for a much longer time before pain or blister occurs than can a higher level of exposure. These curves 13 Chemical Section Calculating Venting Time The first step involves calculating the time required to vent the reactor completely of its contents. Begin by assuming some vent diam eter D, that seems reasonable for the reactor involved. This diameter will be checked for adequacy in the remainder of the calculation. The venting velocity V in feet per second will next be solved for by a trial and error procedure. Assume a velocity and solve for the Reynolds number, Nre. The viscosity of the reacting liquid must be known in the operating range of temperature, shear rate, and .conversion, or be determined experi mentally. DVp Nre.= -- (8) Nre = Reynolds number A -- liquid viscosity, 3b./ftsec. shows dose agreement Some heat will be removed by the kettle jacket and some by vaporization, but this becomes relatively less important as the reaction rate increases. The assumption that all the exothermic heat of polymerization goes into raising the batch temperature {adiabatic system) is therefore slightly conservative and sufficiently accurate for purposes of estimating relief area. dT _ Wm X AH X R dt " WbXCp (12) T -- temperature, F t = time, minutes Wm = total amount of monomer(s) in batch, lbs. AH ~ heat of polymerization for mono mer (s), BTU/(Ib.) (100% converted) Based on the- Reynolds number, choose the correct value for the contraction. co efficient, Kc. From the plot of friction factor vs. Reynolds number, read the value of f. If the flow is, in the laminar region (Nre <2000), the friction factor may be found directly from: Wb -- total weight of batch, lbs. Cp -- average heat capacity of batch over temperature range involved, BTU/ lb.F R -- conversion rate, % conv. . hour 16 m. Substitute f and Kc into equation (7) and solve for velocity V. When this calculated velocity matches the vdodty assumed in determining the Reynolds number, the cor rect V has been found. Convert this initial liquid velocity to a flow rate Q in gallons per minute. Q= (10) (V ft.) (jr D* ft*} (7.48 gaL) (bO seo) sec. 4 ft5 min. Divide this flow rate into the total volume of the batch in the reactor M in gallons to obtain the time required to completely re lieve the batch at the initial venting rate V. M = minutes required to relieve a reactor Q with relief area of diameter D. (11) Determining Rate of Temperature Rise Now that time required to vent the kettle has been calculated, the rate of temperature rise of the out-of-control reaction should be determined. Comparison of theoretical plots of adiabatic temperature rise with actual batch plots of uncontrolled temperature rise Next an equation relating the log rate of conversion ami the temperature is needed for the particular polymerization reaction. log. R = a T -- b a = constant (13) b = constant Solve equation (13) for R and substitute this expression into equation (12). Wm X AH X ce*T dT (14) c -- constant Combining all the constants in equation (14) into a single constant K gives: dT OS) Integrating and solving: At = -- 1C, [e~*T*--eraTl] (16) At is the time required for the adiabatic temperature rise from T, to Tz. The re action will become explosive (instantaneous pressure rise) when T,, = .>. -By letting I, = oo in equation (16), the time required to go from any temperature Tx to explosive conditions can be calculated. At = Kg e-aT (17) 7 1968 National Safety Congress Plotting Pressure vs. Temperature rupture, the venting rate will decrease, but Next, the relationship between the tem this is positive indication that the reaction perature of the batch and the total reactor is under control This assumption is, there pressure should be plotted on vapor pressure fore, conservative. paper (semi-log paper will suffice if vapor pressure paper is not available). Since the total pressure is approximately equal to the sum of the partial pressures for multiphase systems, the total reactor pressure may be calculated by adding the vapor pressures of the main constituents. Do not include any inert gas pressure on this plot Since this gas will vent off in the Liquid Venting Method A detailed comparison between venting conditions predicted by the liquid venting method and several case histories in poly styrene manufacture supported the validity of the assumption (hat liquid venting calcu lations would give a realistic description of actual emergency conditions. |- first few- seconds, its contribution to the Required relief area was then calculated' total pressure will be quickly lost using both, liquid and vapor venting assump Completing the Relief Area Check The temperature at which (he rupture disc will fail may now be determined by reading the temperature corresponding to the disc rating (psig) from the vapor pressure-tem perature plot Be sure to subtract any inert gas pressure from the rated burst pressure. Now refer back to the At vs. T plot From the time on the ordinate corresponding to the temperature at rupture disc failure, sub tract the calculated time it win take to vent the reactor completely of its contents (from eq. 11). Read the value of the final tempera ture from the abscissa corresponding to this net time. This is the highest temperature that the batch could reach if it completely relieved as liquid at the initial venting rate V. From the pressure-temperature plot read off the reactor pressure corresponding to the final temperature. This is the highest pres sure that can be generated in the reactor as the batch relieves through a relief area of diameter D and a vent line of length L. Compare this final pressure with the rated working pressure of the reactor. If pressures of this magnitude can be handled safely, the relief area (w D-) checked is adequate. If 4 this relief area proves inadequate go back to the beginning, try a larger diameter, and repeat the calculation. Once the graphs have been plotted for time-temperature and pres sure-temperature, additional calculations can tions. In every case, the vent size calculated by assuming liquid venting was much greater than that arrived at by vapor venting cal culation and was consistent with what-the Factory Insurance Association recommended in their Engineering Bulletin No. N-53. For example, for a 4,000 gallon polymerization reactor, the liquid venting calculation might indicate a six-inch diameter relief line was required to handle all emergencies. For the same set of conditions, the vapor venting calculation might indicate a two-inch diam eter relief line was adequate. So, although a design engineer provided two or three times the diameter indicated by the vapor based calculation, the reactor emergency vent could still be under-designed. For design purposes, any relief area cal culation method should be conservative and contain a factor of safety. The vapor vent ing method certainly was not conservative. However, it was not apparent whether or not the liquid venting method was conserva tive. The actual extent to which the vaporiza tion might cause the venting liquid to be foam-like was not known. The possibility existed that the effective viscosity of the two-phase venting system might be greater than the viscosity of the pure liquid. This was predicted theoretically by Taylor. If this were true, then the liquid venting cal culation could indicate a relief area that was actually less than that actually required. be made quickly. In contrast, equations for foam modulus It has been assumed that the entire con derived by Kerner predicted that the vis tents of the kettle will vent' at the initial cosity of a two-phase system would decrease venting rate V. If any additional tempera with increasing gas volume. However, the ture (vapor-pressure) rise occurs after disc generation of vapor in the kettle would rupture, the venting rate will increase. If greatly increase the effective volume to be the temperature begins falling after disc- vented. This increased volume could be of 8 Chemical Section greater importance than the viscosity de crease. A search of the literature on two phase flow indicated that no work had been done which could be applied to predict the be havior during venting of the highly viscous syrups encountered in mass polymerizations (100,000-300,000 centipoises). Consequently, some experimental work was necessary to insure that the liquid venting method was conservative. A small bench scale reactor (about one quart capacity) was set up as a prototyoe to the larger production equipment The ex perimental setup contained the following additional equipment: For the first trial, a syrup made by dis solving polystyrene in ethylbenzene (487 per cent solids) was used The syrup was heated until the internal pressure of the reactor reached 55 psig. Nitrogen was then intro duced to burst the rapture disc and begin the venting. The actual time to vent the reactor was one minute 22 seconds (see Table 1). Venting was considered complete when syrup stopped coming out of the relief interval the batch temperature, pressure, and rate of venting. Table 1 Reactor Venting Experiments Trial No. 12 Syrup Type Etkylbensette-PS Ethylbemene-PS Burst temp, *C 213 180 Burst pressure, psig 55 40 Viscosity at burst, Ibyft-secoods 1.08 ISO Total weight of syrup, lbs. 3.85 334 Weight of vented syrup, lbs. 182 1.79 Actual time of venting, seconds 82 90 Calculated time of venting based on weight of syrup that actually vented, seconds 123 274 Calculated time of venting based on total syrup charge, seconds 261 515 3 Styrene-PS 150 38 .672 327 120 423 73.6 202 1. An insulated vent line % inch in diam eter and 4.12 feet in total length. 2. A one-ipch safety head containing a 50'psig (at 72F) rated rapture disc. 3. A stirrer. 4. A baffle containing a thermocouple. 5. A pressure transducer mounted on a reactor dome nozzle. 6. A catch bucket hanging from a load celL 7. An electric heating mantle. 8. A Sanborn four channel recorder. By using a syrup of known viscosity, the actual time required to relieve the reactor could be compared against the time calcu lated from the liquid venting method. For the method to be conservative, the actual venting time must be less than the calculated time. Using the thermocouple, pressure trans ducer, and load cell connected to a Sanborn recorder, the small reactor was instrumented to continuously record over a known time line. This occurred simultaneously with the batch pressure reaching zero. s weight of the total syrap charge, the calculated venting time was four minutes 21 seconds. Based on the weight of syrup that actually vented, the calculated venting time was two minutes three seconds. Thus, the liquid venting assumption appeared conservative. In the second trial, the ethylbcnzcne-PS syrup was again used. The reactor was heated until the internal pressure reached 40 psig. Nitrogen was then introduced to burst the rapture disc. The actual venting time increased slightly to one minute 30 seconds. The calculated time for venting based on total syrup charge and on the amount that actually. vented, respectively, was eight minutes 35 seconds and four minutes 34 seconds. For this trial, the liquid venting assumption appeared to be very conservative. In the final trial, peroxide-catalyzed par tially polymerized styrene syrup was used. By using a polymerizing syrup that would evolve heat, a realistic evaluation of the 9 1968 National Safety Congress liquid venting calculation method under ac tual emergency conditions could be accom plished. The actual venting time was 425 seconds. The calculated venting times were three minutes 22 seconds (total charge) and one minute 13.6 seconds (amount vented). Consequently, all three trial experiments had shown the liquid venting method to he con servative. The vented syrups came over into the catch bucket as liquid. Very .little vapor was evolved until venting was almost com plete. After the reactor returned to zero pressure, some vapor was observed to.be released intermittently into the catch bucket for a period of about 30 seconds. This vapor release provided additional cooling of the remaining reactor syrup. By careful weighing of the reactor and the pail before and after venting and com paring this with the weight of vented syrup recorded'by the load cell, all but one to two per cent of the syrup was accounted for. Most of this one to two per cent weight loss was stuck to the inside of the vent line, the stirrer and the baffle. This meant that the weight of syrup that was lost as vapor was negligible, and essentially all of the syrup that vented was relieved as liquid. In summary, the reactor venting experi ments highlighted two basic points which gave strength to the author's liquid venting calculation method: 1. Basing calculation of required relief area on the assumption that the batch will vent as liquid, using the batch pressure at rupture disc failure as the driving force, is conservative (contains a factor of safety). 2. Since it was observed and verified gravimetrically that the syrups did indeed vent primarily as liquids, the liquid venting assumption provides a good description of the real venting situation for viscous syrups. This is true only providing these syrups normally exist in the liquid phase at atmos pheric pressure; for example, liquid venting will not be the case for vinyl chloride 'mono mer, which is a vapor, under atmospheric conditions. The question of what is the quantitative effect of the two-phase relationship on the . viscosity of the venting system has not been answered. The experimental work described here has only scratched the surface. Since understanding the two-phase effect on vis cous flow will certainly lead to more accu rate sizing of relief area, it is hoped that others will undertake more detailed studies. When the reactor contains viscous par tially polymerized syrups, venting will al most certainly take place in the laminar region of Reynolds numbers. The calculated rate of. venting may be nearly proportional to the viscosity because of the large friction factor term: 4L ~D- (Kc + 1.0) , (17) The confidence in the resulting accuracy of the relief area estimation will obviously be only as good as the confidence in the viscosity data. The viSosity data should be used in the range of ronperature; conver sion, and shear rate that will be encountered in actual emergency relief. There are several possible testing methods and apparatus that will give accurate viscosi ties. For the purpose of. estimating required relief area, a simple rotational viscometer (Brookfield viscometer) will give adequate data. As indicated by Otto and Metzner, the data obtained from the rotational viscometer can biadjusted to compensate for non-Newtonianjfcehavior. Also, this data can be extrapofigd to higher temperatures. An attempt has been made to include only enough detail in this report so that an engi neer involved with reactor design of rdief area can study the proposed method and know quickly what steps must be taken to perform the calculations. Since this method takes into account such process details as vertical height of the vent piping above the reactor, volume, viscosity, and density of the reacting mass, and reactor temperatures and pressures, it can be applied to a wide variety of batch reactors. It is suggested that at least initially design engineers calculate required relief area using both the liquid and the vapor venting as sumptions. Calculating relief area by both methods will confirm which method is more conservative for each process. It should also be mentioned that it is gen eral practice to include a factor of safety in the relief area finally specified in the reactor design. This specified relief area should be two to three times the area indi cated by design calculation. 10 1968 National Safely Congress alization that fire protection against life and property can be solved, and an aroused gov ernment concerned -with the real fire hazard in the flammable characteristics of textile materials. Death from fire ranks third behind traffic accidents and falls as the chief cause of accidental death and injuries in the U.S.A. The Public Health Service estimates that 150,000 people annually suffer injuries due to fires involving wearing apparel. In 1967, during Fire Prevention Week, President Johnson , noted that Congress had been asked to amend the Flammable Fabrics Act to save the thousands of lives lost each year be cause of flammable clothing and furnishings. As we now know, legislation was passed authorizing the Secretary of Commerce to prescribe new standards as needed to end or minimize the unreasonable risk of fire which textile fabrics may present to the public. This is only a partial answer, and organizations such as the National Safety Council, Public Health Service, and the In formation Council on Fabric Flammability must continue, to work hard to educate 'the public on the hazards of flammable fabrics. Good bum prevention can succeed at the local level by Consistently practicing safety habits. Safety personnel must make the worker aware of his responsibility for avoid ing habits that result in death and injuries caused by flammable fabrics. Technically, it would be possible to protect 'the worker against all job hazards.- The worker's effi ciency, however, would be greatly diminished and a compromise, therefore, is essential Since we are talking about work clothing, safety, efficiency, and comfort must receive first consideration. When selecting fire retard ant protective apparel for use in a hazardous environment, certain desirable characteristics are needed. The following characteristics are among those that should be insisted upon: 1. The fire retardant fabric used in the garment should not contribute to the worker's injury through burning, afterglow, or melt ing when exposed to, fire, convection and/or radiant heat source. 2. During exposure to ignition, the charred area should insulate against heat, and`it should remain intact without shrinking to afford the worker additional protection. 3. The fire retardant garment should be comfortable to wear under normal use con ditions in hot or cold climates. 4. The fire retardant treatment should be durable to launderingordiycleaning through out the useful life of the garment 5. The fire retardant cotton should be able to absorb moisture and be antistatic. 6. An important property of Roxel fire retardant fabric is that the material is bac teriostatic. This property is still effective after 50 commercial wash cycles. A medical test involving 330 people and 3,000 days of exposure showed that Roxel fabrics did not contribute to skin dermatitis or allergies. Statements that durable fire retardant clothing is expensive are usually based on a comparison of the price of the treated garment with an untreated one. When you compare the price of fire retardant clothing with tiie price of some of today's easy care apparel you may well regard fire retardant garments as a low cost form of accident insurance. It should be mentioned that the use of protective garments made from fire retardant fabrics does not guarantee that bum injuries will notsoccur to the wearer. The use of fire retardant fabrics, however, will greatly minimize the after effect of such incidents and could possibly save a life. There is an estimated annual requirement for about four million fire retardant gar ments in the chemical, steel, and non-ferrous industries. To fill this need, improved fire retardant cotton materials are rapidly be coming commercially available`to manufac turers of protective clothing who have ad vanced their technology concerning functional garment design. However, these develop ments apparently are not enough, because the familiar bum-pains are still with us. We are in need of responsible leaders from safety organizations, government, and the medical profession to show us new direction and to see that the benefits of fire retardant cotton clothing are made available to the consuming public in the shortest possible time. The rewards could be tremendous.. 12 1968 National Safety Congress alization that fire protection against life and property can be solved, and an aroused gov ernment concerned with the real fire hazard in the flammable characteristics of textile materials. Death from fire ranks third behind traffic accidents and falls as the chief cause of accidental death and injuries in the U.S.A. The Public Health Service estimates that 150,000 people annually suffer injuries due to fires involving wearing apparel. In 1967, during Fire Prevention Week, President Johnson noted that Congress had been asked to amend the Flammable Fabrics Act to save the thousands of lives lost each year be cause of flammable clothing and furnishings. As we now know, legislation was passed authorizing the Secretary of Commerce to prescribe new standards as needed to end or minimize the unreasonable risk of fire which textile fabrics may present to the public This is only a partial answer, and organizations such as the National Safety Council, Public Health Service, and the In formation Council on Fabric Flammability must continue, to work hard to educate the public on the hazards of flammable fabrics. Good burn prevention can succeed at the local level by Consistently practicing safety habits. Safety personnel must make the worker aware of his responsibility for avoid ing habits that result in death and injuries caused by flammable fabrics. Technically, it would be possible to protect 'the worker against all job hazards.- The worker's effi ciency, however, would be greatly diminished and a compromise, therefore, is essential Since we are talking about work clothing, safety, efficiency, and comfort must receive first consideration When selecting fire retard ant protective apparel for use in a hazardous environment, certain desirable characteristics are needed. The following characteristics are among those that should be insisted upon: 1. The fire retardant fabric used in the garment should not contribute to the worker's injury through burning, afterglow, or melt ing when exposed to.fire, convection and/or radiant heat source. 2. During exposure to ignition, the charred area should insulate against heat, and`it should remain intact without shrinking to afford the worker additional protection. 3. The fire retardant garment should be comfortable to wear under normal use con ditions in hot or cold climates. 4 The fire retardant treatment should be durable to laundering or drydeaning through out the useful life of the garment 5. The fire retardant cotton should be able to absorb moisture and be antistatic. 6. An important property of Roxel fire retardant fabric is that the material is bac teriostatic. This property is still effective after 50 commercial wash cycles. A medical test involving 330 people and 3,000 days of exposure showed that Roxel fabrics did not contribute to skin dermatitis or allergies. Statements that durable fire retardant clothing is expensive are usually based on a comparison of the price of the treated garment with an untreated one. When you compare the price of fire retardant clothing with ffie price of some of today's easy care apparel you may well regard fire retardant garments as a low cost form of accident insurance. It should be mentioned that the use of protective garments made from fire retardant fabrics does not guarantee that bum injuries will notsoccur to the wearer. The use of fire retardant fabrics, however, will greatly minimize the after effect of such incidents and could possibly save a life. There is an estimated annual requirement for about four million fire retardant gar ments in the chemical, steel, and non-ferrous industries. To fill this need, improved fire retardant cotton materials are rapidly be coming commercially available`to manufac turers of protective clothing who have ad vanced their technology concerning functional garment design. However, these develop ments apparently are not enough, because the familiar bum-pains are still with us. We are in need of responsible leaders from safety organizations, government, and the medical profession to show us new direction and to see that the benefits of fire retardant cotton clothing are made available to the consuming public in the shortest possible time. The rewards could be tremendous.. 12 1968 National Safety Congress have been used extensively in correlation of material and attaching four thermocouples our data and the development of protective just below the surface of the disk. These systems. four thermocouples then give us an accurate I would like to outline some of the pro 'average measure of disk temperature. The cedures which we have developed to evaluate surface of the disk is "blackened" with a clothing systems under different exposure flat paint to give an absorption coefficient conditions, and describe some of the basic approaching that of human skin. From the variables. In classifying thermal hazard, the amount of heat required to raise a unit fabric itself can be a hazard. In this case, weight of copper to a given temperature nonflammability is the primary safety re (the heat capacity) and the known weight quirement of the garment Examples' of this and temperature rise of the copper disk, a type use are garments worn in hyperbaric measure of the heat which is transmitted to chambers and other high pressure environ the disk is determined. When this is related ments, and pajamas in nursing homes and to the area'of the disk and the time, we hospitals where patient smoking presents a then can calculate a heat flux which char flammability hazard. We have recently com-' acterizes the exposure. pfeted a detailed test series with the Under In this particular test the copper disk is writer's Laboratories using a wide variety first exposed to the flame from a Meker of fabric weights and weaves which are burner which has a temperature of about applicable to protective clothing. A clothing 2,500F (l,37rC). The temperature rise of manufacturer may now obtain an Under the disk is used to calculate the available writer's Laboratory label to identify fire heat flux of about 1.9 calories per square resistant clothing of Nomex. In addition centimeter per second. Tins level is a realis to permanent fire resistance, garments should tic level for most exposures to flash solvent be comfortable, have pleasing aesthetics, fires, such as a gasoline spill in a race car and offer high durability. A garment which accident The fabrics under study are then combines these properties and has a satis used to protect the copper disk and the factory cost performance characteristic will above procedure is repeated. The tempera be accepted in this market and contribute ture rise of the disk is determined, and significantly to wearer safety. simple calculations establish the amount of For much higher levels of exposure, the heat blocked by the fabrics under test We garment still must be nonflammable hut here have chosen the term protective index (PI) we ask that it also insulate the wearer from to describe this value. For example, a pro the hot environment. To analyze the garment tective index of 90 would indicate that 90 variables which determine insulative protec per cent of the incident heat is blocked tion, the exposure must be classified as con from the wearer, or, only 10 per cent is vective, such as burning fuel; conductive, as transmitted through the protective system. in handling hot objects; or radiant, as ex This gives us a direct comparison of various perienced by a foundry operator. Tests are fabric systems. Using the amount of heat then required to simulate each of these con transferred and the tissue damage curve, ditions and determine fabric performance. the amount of protection in seconds for. The first type exposure I will discuss is different values of protective index can be convective, which is the transfer of heat by determined. This curve permits us to estab hot- gases. To measure protection provided lish the protective index that a clothing from a flame (convective source), a copper, system must have. disk is used to simulate human tissue and Finally, we show the primary variable skin. There are several requirements for which appears to control the protection from accurate measurements. First, the disk must convective exposure. Considering all of the be adequately insulated from the surround materials tested, the fabric thickness appears ings except for the surface which is exposed to be directly related to protection. In this to the heat source. The temperature rise case , the charring and .puckering of fabrics that occurs upon exposure must be accurately of Nomex when exposed to flames cause measured, and the amount of heat which is an increase in effective thickness, spring a absorbed must be proportional to that in higher level of protection for a given initial human tissue. We feel that we have success thickness. fully accomplished these requirements by im Next, I will briefly discuss the work we bedding our copper disk in an insulating have done in developing protective clothing 14 Chemical Section for conductive exposure. Special factors must be considered in conductive tests. First, the pressure during use distorts the fabric and changes the useful life of the system. Next, exposures are normally short, as for instance the time required to move a hot object, and the classic steady state tests for thermal conductivity are' not practical for this type of an evaluation. The duration of our exposures are generally from five to ten seconds maximum. Finally, the test facility must have an emitter, which is large enough to maintain the test temperature (heat flux) throughout the test In the conductivity test, the heat source is a hot plate with copper distribution plate on top.,The heat flux sensor is the copper disk assembly previously described. This test is also run with the heat source on the bottom so that any convective transfer which occurs through the fabric system will also be detected by the sensor. This is the more severe position and is a conservative ap proach to testing. Finally, a weight is placed on top of the sensor assembly to provide a pressure consistent with the anticipated end use. Comparison of the temperature rise of the sensing disk with various thicknesses for a variety of different type fabrics shows that the primary variable is fabric thickness, and the specific type of material tested is of minor significance. This indicates that the primary insulating material is the air which is trapped within the structure, and those materials which are most able to main tain a thick structure and trap the most air will provide the best insulation. High tem perature resistant, low density fabrics of Nomex fiber have performed well in this test at temperatures exceeding those found useful in most other materials. ` The data from this test can also be used to calculate the useful system exposure time. Using this procedure, we have developed a variety of protective gloves.. Finally, our work with radiant exposures has led to some interesting observations. In the equipment used to test for radiant ex posure, the heat source is six T-3 quartz infrared bulbs mounted in a water cooled transite box The fabric system under test is mounted directly in front of these bulbs, and a detector similar to the one used in our other test procedures is used to monitor the heat which is'transferred by the protec tive system and to set the exposure level. Here we must decide whether the garment in use will be designed to protect for a catastrophic exposure such as a massive molten steel spill; or for continuous expo sure, as in a casting operation; or for a combination of both. Next, depending' on exposure conditions, the need for a reflective coating such as aluminum or goid must be determined. Finally, if such a coating is required, additional problems of wearability and durability are presented to the protec tive clothing designer. We have studied a large number of fabric types and protective systems and have de veloped what we feel is a new concept in protective clothing for use with radiant ex posure What happens when a Nomex ny lon system and a flame retardant cotton system are exposed to a radiant energy source of 0.8 calories per square centimeter per second? The Nomex nylon system con sists of three layers: an outer layer of a natural colored 10 ounce per square yard duck material over a five ounce per square yard herringbone w|^ch would represent a man's shirt, and these two fabrics over the thermal knit underwear which would be used in a high exposure condition. Because of the mass of the system, no heat flux is transmitted for the first thirteen seconds; after that time the amount of heat trans mitted gradually increases, until at about 12 minutes the system is stabilized and heat flux of 0.081 calories per square centimeter per second is being transmitted to the sensor or skin. In comparison, a similar system of flame retardant cotton, exposed to the same radiant exposure, transmits approximately the same amount of energy for the first three to five minutes, at which time the temperature of the fabric exceeds the de gradation point of cotton, the material begins to smoke, and the thermal underwear, which was not flame retardant,, is actually ignited and is glowing. Identical fabric systems can behave quite differently, depending upon the high temperature stability of the material used. When the heat transmitted is too high for the material in use, we must then resort to increasing the reflectivity of the outer surface to reduce the amount of energy which is absorbed by the fabric system. A common way of doing this is to glue an aluminum film to the surface of the fabric. This may or may not be protected by an outer layer of a clear film. The aluminum film reflects approximately 85 per cent of the incident energy. IS 1968 National Safety Congress We have studied a wide variety of alumin ized fabrics and find that the heat transmis sion characteristics are determined by the aluminum film and not by the thickness or the weight of the base material (Table II). Fabrics weighing as little as 7.7 ounces per over insulating underwear, or an aluminized jacket and overalls over underwear. We have made these systems of Nomex weighing seven pounds for the total garments, which gives protection equal to that of a 23 pound asbestos garment square yard have approximately the same level of heat transmission as those which weigh 24 ounces per square yard. A primary requirement for this. base fabric is high temperature resistance, because these fabrics are always the outer layer and are subjected to the highest temperatures of the fabric system. Customarily, heavy asbestos and glass fabrics have been used. The advance we feel , we have made to protective gar ments for radiant energy exposure is the use of a lightweight highly flexible garment worn over under garments specifically de signed to provide insulation from the hot outer layer. This allows the best utilization of material for the particular requirement Typical protective systems of Nomex might include a coverall or shirt and pants wom I have tried to describe some of the work which we have done over the past years ifi our study and development of protective clothing. We feel that we have developed useful techniques to design clothing specifi cally for use in exposure to convective,' conductive, or radiant energy, and that these garments can be specified for a given ex posure condition. Furthermore, protection to provide time for a man to escape the haz ardous condition can generally be offered. We recognize this whole subject to be-very ' complex and there are many exposures which we have not studied, but with the back ground that we have been able to develop over the years we can handle a wide variety exposure conditions and develop durable, Bearable protective clothing systems for them. Table I Temperature/Heat Flux Comparisons Heat Source 7 Inch flame noair 7 inch flame with air Hot Plate Temp. (F) 1700 2300 480 Heat Flux (cal/cm2 sec) 12 2.1 2.1 Time (sec.) to Cause: Pam Blister .46 12 22 .65 22 .65 Table II Comparison of Heat Transfer Through Aluminized Fabrics Heat Transfer I cal/cm? sec. Item Exposure 226 cal/cm2 sec. 0-1 min. 5-6 min. 10-11 min. Al-Noraex .031 .035 .031 Al-Asbestos Al-Rayon Al-``Fibergias" .029 .039 .039 .024 .031 .031 .015 .024 .024 Exposure .325 cal/cm2 sec Al-Nomex .039 .047 .047 Al-Asbestos .031 .039 .047 Al-Rayon .039 .039 .047 Al-"Fibergias" .024 .031 .031 Exposure 83 cal/cm2 sec. Al-Nomex Al-Asbestos Al-Rayon Al-'Fiberglas" .059 .062 .070 .047 .070 .099 .097 .062 .070 .100 .078 .070 - Note; ' __ 7.7 oz./yd.2 Rip stop Nomex Centex aluminization 24 oz./yd.2 T-1000-1 Asbestos Gentex aluminization 162 oz./y<L2 T-1004 Rayon Gentex aluminization 16 oz./ytL2 "Fiberglas" 3M aluminization * 16 Chemical Section SAFETY SHOWERS FOR WINTER USE By CHARLES A. BUEHLER Engineering Specialist, Standards, Monsanto Co., St Louis, Mo. More maintenance dollars have been ex before a reliable safety shower could be pended and valuable engineering man hours built ineffectively used to obtain reliable safety showers and eyebaths than most plant man agers would imagine. In addition to the ag gressive environmental conditioifc^jpund in most chemical plants, there is*often the freezing problem. The apparent initial cost of a safety shower is too frequently a factor in its selection and design. Not because com pany management knowingly fails to provide Showers had frozen (although many had been equipped with various kinds of heating systems) for the following reasons: 1. Non-uniform heat distribution, particu larly at valves and headers. 2. Thermostats and electric heating cables failed in corrosive atmospheres. 3. Heat losses exceeded available heat in the necessary money for safety equipment put as a result of deteriorated or wet insula and protective devices for the protection of tion. its employees, but because the project engi 4. Weep holes in self-draining under neer may not request sufficient funds in the ground valve shower systems plugged due to project to build a reliable shower system. It rust or corrosion, and water left standing in is inconceivable to many that the simple- the riser pipe formed ice plugs. process of providing water to a given area or spot through a manually operated valve should cost so much or require the time of an engineer to work out the details. When several shower heads are required to service a multilevel structure, the problem is some times given more engineering attention, and 5. Steam traps failed or strainers plugged on regulated steam traced systems. Water temperature had sometimes , ex ceeded safe upper limits; in some instances boiling water was encountered. The reasons varied: elaborate systems incorporating circulating 1. Thermostat contacts welded dosed due pumps, heat exchangers, and several auto to corrosion. matic controls are provided. Too often, how 2. Insulated steam tracers were used with ever, one or more of these components do out temperature controls. ' not operate. This results in a loss of system reliability. 3. Thermostats were located improperly and hot spots developed along the line. The writing of this paper was prompted by circumstances whjch existed in my com pany a few years ago. A solution to the Equipment and material deficiencies were detected: emergency safety shower problem was re 1. Valves did not remain drop tight in quested by management. Engineering stand cold weather, allowing ice plugs to form in ards were needed which could be used by the shower heads. project engineers who had often been re-' , 2. Insulation and weatherproofing needed quired to ``re-invent the wheel" each time a constant maintenance. Lack of immediate new chemical plant or manufacturing de attention resulted in frozen showers. partment was built. 3. Hot' wire or cable tracers were not Systems and standards were developed suitably insulated or protected, hence cor which are now used by several companies in roded rapidly at insulation jacket leaks. this country and abroad. This was possible 4. Thermostats failed, due to corrosion of through the cooperative effort of my com capillary and bulb parts. pany and a manufacturer who became inter ested in the safety shower problem. Although reliability of operation was of prime importance in developing a standard Defining the Problem. A survey of safety safety shower, other factors had to-be con shower installations and failures was made sidered: the safety shower had to require in several plant locations. This survey indi minimum maintenance attention; it had to be cated some problems which had to be solved economical to purchase and install; it had to 17 1968 National Safety Congress be pre-engineered to simplify project design. Although improved reliability of safety shower operation was the prime objective in this program, the study indicated that the cost of maintaining showers was significant. The repair of a safety shower was very often done on an emergency basis. The cost of repairing emergency showers in a single plant was reported to be upwards of $50,000 a year. Pre-Standards Designs. Control of water temperature to prevent freezing or scalding under nonflowing or stagnant conditions was recognized early in the study as the most difficult of the problems to solve. The surest way to prevent freezing was to bury the water line. Several years prior to the start of our project, a shower was designed to. eliminate the need for heating. This shower is supplied underground, and has an under ground valve through which water flows through a normally dry standpipe to the head. After each operation the standpipe drains through a weep hole into the soil. Many showers of this design have been used in our plants throughout this country. How ever, this design has several deficiencies: 1. The shower is limited to ground level installations or, at most, one level above ground with an extension on the valve handle. 2. The time delay required for water to fill the dry standpipe before discharge begins on the second level is undesirable. 3. Plugging of the weep hole, caused by rust and corrosion, which prevents the stand pipe from draining. 4. Ice films build up in the piping and head during cold weather testing. 5. Poor soil drainage is often encountered in chemical plant areas. This has resulted in: (a) improper standpipe drainage and freezing; and (b) chemicals from repeated spills at loading docks entering the standpipe through the weep hole and being discharged on personnel when the shower is operated. Plant Tests and Studies. Four systems for controlling shower temperatures were built and operated by plant maintenance personnel at one of our major plants. A fifth system was built at another plant Two other types of safety showers which had been in opera tion in the plants for several years were also investigated. A brief description of each of the systems and the results obtained follows: Test 1. Electrically Heated Shower By Means of Induction Coils, Thermostatically Controlled, Insulated. Ten 110V, 60 cycle prewoend induction coils were spaced one foot apart along the 1J4 in. diameter shower piping from the supply header to the shower head. Standard thickness weatherproofed fibrous glass insulation was applied over the outside diameter of the coils. Temperature Was controlled by a single thermostat This was built to duplicate a typical underground supply shower, except that the valve was located overhead and operated with` a pull handle. Uniform heat distribution was not achieved t with this arrangement An appreciable im provement could not be obtained by rearrang ing the position of the coils. Since the system did net live np to the predictions of the manufacturer who furnished the induction coils, die test assembly was shipped to them for checking in their shop. The number of coils was increased from ten to thirteen and a slight change in posi tion was made. The results of this arrange ment were entirely satisfactory. Water temperatures were within 2* to 7* of the thermostat setting on different test runs. Variations in temperature were limited to only 7* F. Power consumption was low, approx. 100 watts for a temperature rise of 50" F above ambient. Test 2. Mechanically Circulated, Electri cally Traced with Copper-Clad, Mineral In sulated (MI) Heating Cable, Thermostati cally Controlled, Insulated. Two 1I0V, 300 watt metal sheathed cables were used. One cable was used to trace a section of pipe at the shower head and valve and another cables^ for a section at the supply header. A return line extended from the shower valve to the supply point forming a closed loop. A small water circulating pump continuously circu lated the water in the loop. The temperature was controlled by a thermostat which con trolled the current to the heating cables. Although the mechanically circulated shower gave more uniform temperatures than the induction heated system, it was derided that the pump could be an additional source of trouble thus, in effect, reducing the re liability of the system. Also, as a shower system became more spread out and the number of heads increased, the cost of addi tional pipe and insulation for the return loops would make such an installation unecononfi- 18 Chemical Section cal and heat losses on the return loop would become appreciable. Test 3. Warm jacketed Pipe, Steam Tracer Heated. A sheet metal jacket similar to a stove pipe was supported concentrically on the winterized piping with spacer rings. A single steam tracer was strapped to the pipe with a spacer between. The heated air was confined around the "piping by the metal jacket, creating an above-freezing ambient condition inside the metal jacket Temperature readings were not taken on this installation. The design was considered to be impractical for longer horizontal runs of piping. Maintenance costs were expected to be high and installation costs were esti mated to be higher than for other systems being tested. This system froze during the first winter's use. Test 4. Electrically Traced with Metal Sheathed Heating Cable, Thermostatically Controlled, Insulated. Shower piping, valve, and head were traced with two 1I0V, 300 watt metal sheathed cables and insulated. Temperature was controlled by thermostat Sliower systems of this type had been in stalled in the past. The water'temperature in the 'test sliower varied 45* F, This is too much to allow sufficient control to prevent reeling or overheating. Test 5. Insulated Steam Tracing, insulated Pipe, No Temperature Control. A parallel run of insulated copper tubing steam tracing was strapped to the shower piping, valve, and head. Standard insulation was applied over the pipe and tracer. An attempt was made to limit the heat input from the tracer to the stagnant water line so that the temperature rise over am bient would not exceed 50 `to 60 F.-No provisions were made to shut off the steam when the outside temperature exceeded 50 F with the result that the water became too hot during periods of widely fluctuating temperatures. Reliability of the heating sys tem was dependent on steam supply to the tracer and a properly functioning steam trap. This was not as reliable as an electrical supply and thermostat This test shower froze during the first winter's operation. Test 6. Multilevel-Multihead Loop, Con tinuous Mechanical Grcuiation, Steam Heat Exchanger, Automatic Temperature Control. Water is taken from the loop supply header when a shower head valve on the loop is opened. Discharge pressure at the head is developed acs^gjf a small orifice in the loop between the last shower head and the city water supply line. When, there is no shower demand the loop is full and the water, heated by steam in a small shell and tube exchanger, is circulated continuously by a pump. The circulation rate is determined by the orifice described above. The pump is sized to pro vide the total required head to the showers at the upper levels during flow, in addition to its function as a forced circulation pump. This has been found to be necessary in some of the older departments where city water pressure is low. The material list for this loop shower system appears to rival that of a manufacturing facility. Automatic controls include steam shut off on excessively high temperature, low water presssure alarm, and low water temperature alarm. (Reliability is reduced and maintenance costs increase as more and more mechanical equipment and instrumentation is added to a safety shower system). Four continuously circulated loop shower systems were examined in one of our larger plants during a period of time which included three winter seasons. At least one freeze up occurred in three of the systems each winter. The fourth system had only one freeze up during the entire period. Various reasons were found for these showers freez ing which included pump and steam trap failure and the temperature control valve sticking closed. Test 7. Electrically Traced and Insulated, Plastic or Lead-Covered Cable, Thermostati cally Controlled. Shower piping, valve, and head were parallel or spiral traced with elec tric resistance cables; and insulated. The temperature was controlled by a thermostat which in some cases was built into the cable. Many attempts have been made in our plants to design and build a simple low cost shower winterizing system using one of the many comer hardware store varieties of heating cables available today. Some design ers went a little farther and attempted to improve on the thermostat These systems have generally failed to keep stagnant water lines from freezing or overheating. In the long run, more installation and re pair money has been spent on some shower systems in a two or three year period than would have been spent on ait improved de sign such as induction heating. After ob serving several of the older cable traced 19 Chemical Section RESPIRATORY PROTECTION FOR OPERATIONS AND RESCUE WORK By BRUCE W. HOLBROOK Production Department, The British American Oil Co. Ltd., Calgary, Alberta, Canada One problem that is common to the chemi cal and petrochemical industries is the pro vision of adequate respiratory protection for personnel working in or around hazardous gases, a problem that also confronts many other widespread and diversified manufac turing operations. I will confine my remarks to the problems presented by hydrogen sul phide in the petroleum industry and specifi cally to operations in Alberta, Canada. A brief review of some of the properties of hydrogen sulphide may help to emphasize its lethal potential. Hydrogen sulphide is a colorless gas, heavier than air (specific grav ity 1.189) with a characteristic odor of "rot ten eggs." It bums readily with a blue flame and produces sulphur dioxide, a highly irri tating gas. It is also explosive within the limits of 4.3 per cent to 46 per cent with air and is soluble in water and alcohol Hydrogen sulphide occurs as a .by-product of many chemical processes involving production of viscose rayon, synthetic rubber, dyes, and leather. It is sometimes found in mines and commonly in sewers and in the products of putrefaction. It is found in the petroleum industry wherever "sour" crude oil or "sour" natural gas is produced, and probably no where as abundantly as in the Alberta oil fields. Continued exposure to low concentrations of less than 100 parts per million of hydro gen sulphide is irritating to the mucous membranes of eyes, throat, and lungs; con centrations above 100 parts per million cause progressively acute symptoms, and at over 800 parts per million unconsciousness results and the respiratory system is paralyzed im mediately. Death quickly follows if rescue and resuscitation are not carigttl out promptly- The maximum allowable xRicentration, formerly set at 20 parts per million, has recently been reduced to 10 parts per million. While hydrogen sulphide may be detected by the sense of smell in concentra tions as low as one part per million, the nose is not a reliable indicator since exposure to over IS parts per million for a short time can result in complete loss of smell. The only reliable method of determining the concen tration of hydrogen sulphide is by using one of the many types of detectors available, and during this operation protective breathing equipment must always be worn. To give you some idea of the magnitude of the hydrogen sulphide problem in Alberta, I would refer to the gas analyses published by the .Alberta Oil and Gas Conservation Board. Of 300 fields listed in this report, 124 contain hydrogen sulphide in concentrations varying from traces over fifty per cent by volume. One field not listed is reported to contain over 80 per cent You will notice that I said per cent, not parts per million. If we take .08 per cent, or 800 parts per mil lion, as a lethal concentration, over 1/3 of our oil and gas fields have the potential for killing unprotected personnel. Oil field operations may be classified broadly into two divisions, production and processing. Production includes the drilling and completion of oil or gas wells, and pro vision for' transmission of the products to either gas processing plants or oil storage and distribution facilities. Oil is taken from the wells through a gathering system to tank farms dr batteries. Here, gas in solution is separated from the oil and sent to gas plants or flared, depending on the quantity recov ered. Unfortunately, all hydrogen sulphide is not removed and enough can accumulate in the storage tanks to present a serious hazard to personnel switching or gauging' these tanks. Wltere hydrogen sulphide is present in any amount, the only positive protection for personnel is self-contained breathing ap paratus, and wearing of this apparatus is mandatory inside the firewalls, on tanks, and at any other location where hydrogen sul phide may be present The processing of natural gas containing hydrogen sulphide is accompanied by certain potential hazards. In any process involving the handling of toxic gases in closed sys tems under high pressures, there is always the possibility of the working atmosphere- 21 1968 National Safety Congress becoming contaminated from gas leaks at flanges, valves, compressors, or through rupture of gas lines caused by corrosion or other line failures. Hydrogen sulphide can be encountered in routine maintenance and repair procedures involving opening of piping systems, pumping equipment, and entry into vessels. For these reasons personnel must be provided with adequate breathing equipment not only for emergency situations but also for routine maintenance and operational pro- . cedures. ' Inbreathing equipment in gas plants are of two types; air supplied work masks and self- contained breathing apparatus. Work masks are used for planned operations such as repairs to equipment or work inside vessels. Air for these masks is supplied from the instrument air compressor and is piped through a separate system to various outlets throughout the plant The. work mask is connected to these outlets by air hoses of from SO to ISO feet in length. Each work mask has incorporated in the assembly a small emergency air cylinder and full face- piece, both mandatory by Alberta Workmen's Compensation Board regulations. The work mask has the advantage of unlimited air supply, light weight and small bulk, but limits the distance and choice of route in which the user can operate. The sell-contained breathing apparatus is the familiar half-hour back-pack type with lull facepiece. This unit affords greater mobility than the work mask and is better suited to operations of short duration and rescue work. Masks of this type arc placed at strategic locations throughout the plant and are mounted on racks or "elkhoms" in order to be immediately accessible. While it would be impossible to perform the day-to- day operation of a gas plant without these types of breathing equipment being used periodically, it would be impractical to re quire employees to wear breathing equipment for a full eight-hour shift Although these units perform satisfactorily, they were pri marily designed for rescue operations. At best they are hot, heavy, and uncomfortable. There is a need for equipment suitable for wearing over prolonged periods with comfort and protection for the wearer. Such equip ment is possible, as demonstrated by the life support systems developed to sustain man in ____Spaqe. More research is required to develop present breathing equipment to more ade quately meet the demands of prolonged use under widely varying requirements of work and temperature. In any gas plant processing sour gas, there is always the inherent danger of hydrogen sulphide suddenly escaping to atmosphere through leaks or line breaks. Since it is im practical to protect personnel by die con tinuous wearing of breathing equipment during a shift, and because of human error, it is inevitable that at some time an employee will be knocked out by hydrogen sulphide. His survival depends on how quickly he can be rescued. Because the victim's breathing has invariably been arrested, immediate re suscitation is mandatory. There are now two choices of action. Either remove the victim to fresh air and revive him by artificial re suscitation or take a mechanical resuscitator to him and apply it at the scene. Obviously the mouth-to-mouth and Holger Nielsen methods of resuscitation are precluded in an irrespirable atmosphere. Since the success or failure of a rescue operation of this na ture is dependent on the time elapsed between discovery of the victim and treatment, it is necessary to resuscitate the victim as quickly as possible. For this reason, it is more effec tive to take a mechanical resuscitator to the victim than to take the victim to the resusci tator. A few years ago most mechanical resusd- tators were relatively bulky, heavy and diffi cult to carry through process areas, especially up stairs and ladders. It was felt that a small resuscitator that could use the air supply being carried by the rescuer in his breathing apparatus would be very desirable. At that time, to my knowledge, none were available commercially. Most resusdtators had the controls and operating mechanism in the carrying case and did not lend themselves readily to modification. One type of resusci tator did appear with the operating mecha nism at the facepiece, and was connected to the regulator and oxygen supply by a hose with a quick disconnect fitting. The supplier of this equipment agreed to experi ment with connecting the resusdtator head to the self-contained breathing apparatus. The chances of recovery after breathing has stopped and artificial respiration has started are inversely proportional to the elapsed time: the longer the delay in starting artifidai respiration, the less chance of the victim recovering. There is roughly four 22 Chemical Section minutes to start resuscitation for a fifty-fifty chance of revival After five minutes without oxygen, there is a possibility of permanent brain damage. This clearly indicates the need for quick rescue action and a minimum delay in getting resuscitative equipment into operation. We started the experiment with a conven tional oxygen type mechanical resuscitator. It differed from other resuscitators at the time in that the second stage regulator and controls were located adjacent to the face mask, and the hose connecting the resusci tator head to the manifold outlet was equipped with a quick disconnect fitting. There only remained to attach the resusci tator head and hose to the self-contained breathing apparatus. The type of half-hour self-contained breathing apparatus first used in the experi ment had a nose cup inside the facepiece in a more recent modification to combat winter fogging and freezing conditions by directing the exhaled breath away from the facepiece lens and out to atmosphere through an' ex halation port The pressure relief device was removed and a three-way block assembly was con nected where the "pop valve" was formerly located, by a short pipe nipple. The threeway block was then fitted with two quick disconnect fittings to receive the resuscitator head connection and one for an auxiliary air hose line.' The pressure relief valve , was also replaced in the three-way block. A check valve ]Ras incorporated in the threeway block ana so regulated that as long as the air pressure in the supplied air line was slightly greater than the pressure m the low pressure regulator, air would not he drawn from the back-pack cylinder and thus con serve this air supply. Frequently, the transportation of a victim requires the resuscitator head to he left unattended while moving the victim and stretcher through confined spaces, or lower ing from vessels. The possibility of the re suscitator assembly falling off the victim's face at such times is apparent. To prevent the facepiece falling from the victim's face during transportation, the facepiece and re suscitator head were connected by a short length of corrugated breathing hose. The mask was secured as before with head'straps, and in addition the resuscitator head was anchored to the victim by means of an alli gator clamp. The self-contained breathing apparatus complete with resuscitator head adds very little weight to the breathing apparatus and provides mobility and use in any location the rescuer can reach. The speed and ease with which this resuscitator. unit can be made operational can be a critical factor in the successful resuscitation of an asphyxiation victim. While the air supplied work mask equipped to use the resuscitator head is not usually a first choice in rescue operations, it could be used if located nearer to an accident scene than the self-contained breathing apparatus., In actual practice, the resuscitator head, in its carrying bag, is taken to the location of planned operations where it is available should the necessity arisi In time, other manufacturers introduced their adaptation of resuscitation units to breathing apparatus. Th:s then is the story, of how the need for specialized resuscitation equipment was satisfied in one particular location. While not perfect, it has fulfilled expectations and operated successfully on numerous rescue occasions. Like mpst other pieces of simitar equipment, there is always room for improve ment A 23 1968 National Safety Congress Joint Session with Occupational Health Nursing Committee THE NURSE AND CHEMICAL PLANT SAFETY By ELEANOR H. MORT, RJL, M.N. Staff Nurse, Industrial Chemicals Div., Hooker Chemical Corp., Niagara Falls, N. Y. It is difficult to talk for or about industrial nurses in general. Our experiences and re sponsibilities vary so tremendously. The nurse in a chemical plant has very little in com mon with the nurse who works in a bank or office building. At least in this group we are all involved with the common problem of how to work safely with chemicals, but even within this category there is a wide variation m the duties of the nurse. In a recent survey on occupational health nurses conducted by the Public Health Service of the Department of Health, Education and Welfare--with 9,471 nurses responding to the question on the extent of their medical direction, less than 25 per cent indicated that they work with a full time physician. About 42 per cent have a physician part time, and 33 per Cent have no doctor present regularly. Even the 42 per cent who have a part time physician have very little medical direction. The busy physician who visits the plant for an hour or so a day does not have time to really get acquainted with the plant or its problems. Thus on^the one hand we have relatively few large well-organized industrial medical facilities with full time medical di rection, where the role of the nurse is simi lar to that of the nurse in the hospital. The doctor gives the orders and the nurse car ries them out On the other hand there is a much larger percentage of industrial nurses who work with very little medical direction! and who comprise the only full time medical representatives on the health and safety team. In the January 1968 Safety Newsletter, David Smith, chairman of the Chemical Section of the National Safety Council, stated that the level of safety in vie chemical industry has shown no improvement over the last five years--it even shows a slight worsening. I don't know how that compares with other industries, but it certainly indi cates that everyone in the business of han dling chemicals bad better adopt the Avis motto and try harder! Theoretically everyone believes in safety. It's like believing in motherhood, America, and a hob*lunch for orphans--as they say in that song from "Hello Dolly"--or being against sin! It cannot be achieved, however, by telling people to "be careful!" Safety has to become a way of life, and if you are trying to teach people to think safety and work safely and live safely--then safety must be maintained consistently in all areas, at all times, by everyone. In any plant the basis of a good safety program is: L Sound engineering 2. Preventive maintenance . 3. Good housekeeping 4. Adequate job training. 5. A good medical program. In a chemical plant each of these things is doubly important because of the nature of the materials involved. Safety begins on the drawing board. A chemical process which is not enclosed, or is lacking in such essential safety feature as proper ventilation and adequate scrubber systems ' creates unhealthy working condi tions both inside and outside of the building. This necessitate costly protective equipment and warning systems which are a poor sub stitute for safe engineering--and results in excessive injuries and illness, loss of pro duction, high overtime costs,- and low morale. Invariably this is also accompanied by ex cessive absenteeism and sick disability, plus a rapid turnover of personnel. The health and safety of workers in a chemical plant fundamentally depends upon skillful engi neering. Preventive maintenance is the second es sential ingredient of a good safety program. Maintaining equipment in a safe working condition in a chemical plant is at the same time more difficult because of the corrosivess of the materials being used--and more vitally important for the health and safety 24 Chemical Section of the workers. Lack of proper maintenance results in frequent injuries, and in poten tially hazardous working conditions .at all times. It is unrealistic to think that men can be trained to work safely under these con ditions. Good- housekeeping is an integral part of safety anywhere, and poor housekeeping in a chemical plant-is doubly hazardous. In the May 1968 issue of National Safety News there is an excellent article by E. W. Gustafson, employment and plans specialist for Procter and Gamble, on the importance of cleanliness and orderliness. In it he states "eventually a department or work area and its safety record will look like the man who supervises it "With rare exceptions, the supervisor who has unclean and disorderly areas also has poor accounts, excessive finished product deviation, poor adherence to policies, high costs, dishonest time practices, unreliable operation, needless injuries, and all the other indications of poor supervision." Mr. Gustafson presents a step by step plan for achieving cleanliness and orderli ness, but without first having preventive maintenance good housekeeping is impossible. The fourth basic essential of a good safety program is adequate job trailing. Tins is an area in which the nurse may be of some help, although she frequently sees the person because he has already gotten into trouble as a result of inadequate training. The nurse can provide a valuable line of communica tion between the men in the plant and the safety department. She is very often the first to pick up clues which may indicate some lapse or breakdown in safety proce dure, and can some times alert the safety department to potential trouble before it actually develops. By talking to a man about, his job and asking enough questions to find out where he works, what he (toes, and how he does it, she can sometimes learn more about the whole process than could be ob served by a visit to the area. On the other hand the nurse also has many opportunities to communicate to the workers the reason for and the importance of safety regulations. Most people under stand the need for hard hats, safety goggles and steel tofed shoes--but very few people know much about chemicals or their effect on the human body aside from the fact that some burn your skin, and others make you cough, or make your eyes water. A knowl edge of just a few basic facts about chemi cals and anatomy would make many of the rules which are necessary for the preserva tion of health in a chemical plant more meaningful, and also help to impress,every one with the necessity for good personal hygiene. If there can be said to be any one outstanding principle governing the safe handling of chemicals it is cleanliness.' The' importance of a .thorough shower every day, and frequent changes. of work clothes, including underclothing, cannot be stressed too often or too strongly. Wearing clothing, gloves or shoes contaminated with chemicals is dangerous. Depending on the nature of the chemical, it can result in a primary irritation or bum, some chemicals can cause a contact dermatitis, others invoke a violent systemic allergic reaction -- and a great many can be absorbed readily through the skin resulting in serious damage to the vital organs of the body. , People who work in chemical plants should also be made aware of the danger of in gesting chemicals by eating or smoking with chemicals on their hands. They should be provided with a dean place in which to eat, and facilities for washing their hands. The danger of absorbing or ingesting harmful amounts of chemicals is not nearly so great, however, as the danger of inhaling them. The skin covering the human body is about 1.5 square meters, and with proper protective dothing the amount of exposed skin can be reduced to .25 of a square me ter. Ingested chemicals are filtered through the liver, , which acts as 'a detoxifier; but chemicals inhaled into the lungs go directly into the blood stream, and are carried un changed to all parts of the body. It has been estimated that if the human lung were spread out in a single layer it would cover about 100 square meters--or more than 66 times the area of the skin covering the entire body. Obviously, preventing toxic materials from entering the body through the lungs, and protecting the lung surface itself from irritation, is one of the most important considerations involved in working with chemicals. In her book Occupational Health Nursing Mary Jane Brown says, "The potentialities of an adequate occupational health service cannot always be stated in dollars and cents. 25- 1968 National Safety Congress However it can be purchased and it has recogni2able values: Improved health Improved human relations Improved employee morale. Decreased compensation costs Reduced medical absenteeism." In the August 1966 Journal of Occupa tional Medicine, Dr. Emerson Day main tains that a good medical program results in : 50% reduction in compensation costs 30-40% reduction in turn over 30-40% reduction in absenteeism 45% reduction in accident frequency 63% reduction in occupational diseases 80% reduction in lost time A good occupational health program rests on the combined skills of medicine, nursing, chemical and safety engineering--but the scope and success of the program are de pendent upon the physician--his training, his interest, and his ability to formulate the medical policy that others are to follow. Without full time medical direction the rest of the occupational health team has to "try even harder." Nursing in a chemical plant is a demand ing and challenging job. It requires the as similation of a whole new body of material ---totally different from anything taught in nursing school or learned in the hospital, in order to become an effective member of the occupational health team in a chemical plant the nurse must first familiarize herself with the various areas of the plant, and learn what they use and make in each build ing. When this includes a large number of chemicals, the intermediate substances formed at various stages, plus dangerous by products which may evolve under certain circumstances--the task is a staggering one. In addition to this it is necessary for her to leant the effects of all these chemicals on the human body, become well enough ac quainted with toxic symptoms to be able to recognize any suspicious complaints -- and know the proper first aid treatment for any and all injuries which could occur. The tremendously rapid development and use of new chemical compounds makes this a neverending learning process. The job of the nurse in a chemical plant requires not only continuous learning--but continuous teaching as well. In many cases, where injuries from chemicals are concerned, every second counts. By teaching proper First Aid at every opportunity--to individ uals, at safety meetings, or in formal classes --the nurse can hope to educate enough people so that when an emergency arises, either the man himself, or someone with him, will know exactly what to do--and do it fast In the case of stoppage of breathing from hydrogen sulfide, or carbon monoxide, or electric shock if no one is there to. start rescue breathing within four to six minutes the chances of recovery are poor. If chemi cals ccpie in contact with eyes, the only thing Wat will decrease the severity of the burn is water--fast The best eye doctor in the, world could not do any more if he were there when it happened. From our experience we are convinced that water is the most effective First Aid for chemicals on the skin also; but we have found that trying to change the habits of people who have been using neutralizing agents for years is most difficult Chemical engineers also haye great faith in neutraliz ing agents. We try to convince them that this is time consuming and could be danger ous. The most important thing is to remove the chemical from the skin as quickly as possible, and water is usually the most ac cessible. Going for the neutralizing solution wastes time. There is always the possibility of using the wrong thing, and even when it is the right one, the chemical reaction which takes place- on the skin produces heat which can cause further damage to the al ready Injured tissue! One of the most dan gerous things that people use is alcohol to remove phenol. Phenol will dissolve in al cohol--but both the phenol and the alcohol cpn- be readily absorbed through the un broken skin! Putting the phenol in solution in alcohol greatly increases the absorbtion rate into the system which could be lethal. If phenol on the skin is flushed quickly with water--then alternately scrubbed with soap and immersed in cold water for about 15 minutes, eventually the blanched appear ance of the skin will disappear, the numb ness and tingling will subside, and no bum will result If the areas are still white after 2 or 3 scrubbings and cold soaks, they can be swabbed with alcohol, winch should then be quickly flushed off with water. 2& Chemical Section The repeated scrubbing with soap and soaking in cold water is a tremendously effective treatment for most chemicals. Those that are volatile and relatively insoluble in water can be treated with alternate cleansing with soap and fanning, until the skin, irrita tion subsides. Prompt and proper treatment of chemicals on the skin carried out for an adequate length jof time can make the differ ence between no injury or a deep, incapaci tating, slow healing bum. Most First Aid instructions relating to chemicals merely say "flush with water." They should also include "cleanse thoroughly with soap." This me chanically removes a great deal more of the chemical faster than water alone. The third step should read: "immerse in cold water-- or apply cold compresses." This appreciably slows down the penetration of the chemical deeper into the tissue. Many so called chemical bums are not chemical bums at all but thermal bums. Phosphorus on skin or clothing will not do any damage--so long as it is wet--but when it dries out it bums, producing so much heat that it will cause a third degree bum on hands even through rubber gloves, and cause clothing to burst' into flames. Hot caustic or a hot acid combine a thermal bum with the corrosive action of the chem ical. Some chemicals even when they are not hot, react violently with perspiration bn the skin or the fluid which they withdraw from the tissue, rapidly generating an enor mous amount of heat I don't know how many of you are using the cold water treatment for bums, but I certainly hope it has been, more widely adopted in industrial medical facilities than it has been elsewhere. This treatment was written up in the Journal of the American Medical Association as early as 1960. Dr. AlexjG. Shuhnan of Los Angeles, the authorjof that article, spoke on the same sub ject at the National Safety Congress in Chicago in October of 1962. The September 1963 issue of Industrial Medicine and Sur gery contained a paper entitled "The Treat ment of Bums with Ice Water, Phisohex, and Partial Hypothermia" by Dr. lung and Dr. Wade of Hurley Hospital, Flint, Michi gan. This paper was originally presented at the 22nd Annual Scientific Session of the American Association for the Surgery of Trauma in October of 1962. In it the au thors state, "when a bum occurs, not all the damage is produced at once. The path ological process continues. There is engorge ment of the injured vessels with increase in transudate into the interstitial spaces. A large number of cells are killed instantly by the immediate insult but a great number are only partially damaged. The membrane of these traumatized cells becomes more permeable with resultant intracellular accu mulation of fluids. As a result of this, many cells undergo necrosis. The final outcome is an external loss of water, electrolytes and proteins. We believe that the cold application can slow down and even stop this sequence of events by producing vasoconstriction, by decreasing capillary permeability, and by reducing the oxygen demand of the cell with resultant drop in cellular metabolism." In their summary they conclude "the advan tages of this method are: 1. Immediate pain control 2. Decrease in the amount of intracellular fluid accumulation, and decrease in external -fluid, protein and electrolyte losses 3. Prevention of infection 4. Expeditious healing of injured tissues. We believe that the cold treatment reverses some of the pathological chain of events." In spite of all this--and after all these years--so far as I have been able-to ascer tain, this miraculous new treatment for bums has not been adopted by the Araled Forces, is not taught in First Aid classes sponsored by the American Red Cross, and it is not used by the majority of doctors. I was re cently asked by our local Red Cross chapter, to view a new. First Aid training film just produced by a leading drug company. I ad vised them not to buy it--or to use it even if they received it as a gift There was not one single mention in that entire film of the use of cold water for burns. Since 1961 we have been using the cold water treatment on thermal bums, chemical bums, electrical bums even brush bums and sunburn--with amazing results. The effec tiveness of the treatment depends first on the speed with which it is initiated--and secondly on the continuation of the cold soak or applications for a sufficient length of time--which may be from 30 minutes to as long as three days. One of the best results we have ever had involved a heavy cotton work glove which ignited and burned on a man's hand before 27 1968 National Safety Congress systems in one of our larger plants,, the following reasons for failure have been noted: * 1. Insulationv and weather jacket damage or deterioration at fittings, valves, and power connection points. 2. Freezing at points of damaged or in adequate insulation. 3. Freezing of valves and ice plugs in the heads because of low heating capacity or improper installation of heating cables. " 4. Cracking of lead and plastic sheaths due to chemical attack. 5. Burnouts due to spot overheating of cables when heat conducting cement washes out or has not been provided to conduct heat from the cable to the pipe. 6. Non-uniform heating in stagnant lines resulting in freezing or high spot tempera tures; 7. Failure of thermostats not given suffi cient protection from corrosive fumes or materials. Evaluation of Shower Systems. After con sidering the deficiencies in the systems tested and studied, the decision was made to stand-. ardize- on the induction heated shower and eyebath system for areas subjected to freez ing temperatures. Induction heating has several advantages over other heating systems: 1. Heat is generated in the pipe, not in the coils or wiring. Thus, we can expect the electrical system to have a long life; no electrical insulation deterioration or burnouts. 2. Since the pipe is in effect the heater, heat input per unit of length is uniform. The induction shower system, being uni formly insulated and jacketed with a heavy PVC covering as protection from water and corrosive materials, loses heat uniformly. It may therefore be assumed that a tempera ture reading at any point is a representative temperature of all other points. This permits the use of a minimum number of thermostats for a multi-level multi-branch shower system. Water, although non-flowing summer or winter, will be held to a fairly uniform temperature throughout the system. Multi-level multi-head systems now being built incorporate several refinements based on field experience feed back made as re cently as May 1968. An important change is the type of thermostat now used. It can be easily replaced by a single craft without the need of disturbing insulation or piping. The eyebath is better insulated, including the strainer body and the valve. The bulb and capillary temperature sensing element was discarded for a direct acting element after a bad run of thermostats caused a number of costly shower failures. Aside from these failures, which were no fault of the basic design, the performance of these safety showers suggests that we have solved the problems previously listed and have achieved: 1. Close control of water temperature in a stagnant line. 2. High degree of reliability. 3. Greatly reduced necessity for mainte-. nance or inspection. 4. Weather jacket and insulation resists^ mechanical damage, attack by corrosive mate rials, and protects the heating system from these plus moisture. 5. Complete protection for the thermostat 6. Most efficient transfer of heat from the heating surface (pipe) to the water. 7. Uniform heating of .all parts of the piping system. 8. Eliminated deterioration of the heating system due to overheating or accelerated attack by chemicals on hot surfaces. (Heat is generated in the pipe, not the coils.) 9. Heated showers and winterized piping 0 can now be purchased completely prefabri cated and engineered for a single head, single level, or multihead, multilevel layout 10. Factory fabricated systems are more economical to purchase and install than job site fabricated systems. 11. Engineering and drafting time for merly spent on showers and eyebaths is now available for the dollar producing end of a project 12. Overall safety in the operation is im proved. The appearance of the prefabricated and shop assembled induction heated safety shower is better than field fabricated sys tems. Quality of manufacture and substantial construction instills confidence iirthe user of any items of- safety equipment 1968 National Safety Congress he could pull it off. Fortunately it was winter and he was outside, there was a snowbank there--and most important of all --he knew what to do. He thrust the severely burned hand into the snowbank--with im mediate relief of pain. Following this prompt initial cooling the hand was immersed in cold water for 16 hours then dressed with a bland ointment For the next few days the hand was soaked in cold water several hours a day. There was no recurrence of pain and no swelling. In two weeks the hand was healed. Without cold water a bum such as this would have required eight weeks or more of slow painful healing, very probably entailing costly hospitalization, and skin grafting. We also had a severe burn across the instep when a man's foot slipped down into a pan containing steam condensate. Without cold water treatment this type of bum al most always results in a lost time accident of several weeks. The man is unable to wear a shoe because of the swelling, and unable to walk because, of the pain. In this caseafter about 32 hours of cold soaking the man was back doing his regular job at seven o'clock the next morning. The. bum healed completely in two weeks. It is so simple and so miraculously effec tive. It requires no special equipment Cold water is immediately available almost every where--at home, at work, on a camping trip--unless you happen to be camping in a desert. It relieves pain instantly--and has a built in timer. If pain recurs when the injured area is allowed to return to normal body temperature further soaking is needed. The initial appearance of a severe bum is frequently deceiving. As Doctors lung and Wade stated in their report not all the dam age is done at once. The pathological process continues--and from our observation all bums--whether thermal, chemical or elec trical follow this same pattern for about three days. Even though the pain has sub sided, the longer the injured area is kept cold during this period the better the results. As the cold, water treatment of bums gradually becomes better known and more widely used, burn ointments and salves will become obsolete. Frequently no dressing at all is needed following the use of this treat ment When a protective dressing is neces sary a mild bland ointment will prevent the injured area from becoming dry and un comfortable between soaks. In' the case of extensive bums where the patient must be taken to the hospital, surgeons urge strongly that no grease or salve be used. Dr. George Collentine, Jr., director of the hospital bum unit in Milwaukee, stated in the March 1968 issue of Industrial Medicine and. Surgery, "we wish patients would come to us with a simple application of the cleanest cold, moist cloth available, period, exclamation point, that's all. There isn't anything that will give more comfort, prevent further contamina tion of an easily infected wound, and will interfere less with the definitive management at a place of final treatment than a cold, moist cloth." The nurse can become a useful member of the- occupational health team by diligent learning and constant teaching: and the widespread knowledge and use of proper First Aid can appreciably lessen the severity of an injury, but it does not eliminate the accident, or change the conditions that caused it The occupational health team as a whole can only help to implement the basic pro gram which exists. Too many people think that safety is the job of the safety depart ment just as they regard selling the business of the sales department or developing new products the responsibility of the research group. Psychologically it might be a good idea to change the name of the safety de partment to something else. Safety cannot be achieved by any one group. There is no magic formula. No posters, parties, prizes or other gimmicks will /bring it about It can only be accomplished by a firm policy based on the sincere conviction that an ini tial investment in safe engineering, preven tive maintenance, good housekeeping, ade quate' job training and a good medical program more than pays for itself--and when strict adherence to these principles is demanded at all times of every group and every individual. 28 9 Chemical Section PREVENTION REQUIRES TEAMWORK By ANNE J. MURPHY, RJf. Nursing Services Co-ordinator, Scott Paper Co, Philadelphia, Pennsylvania In today's society, no group can be isola tionists. We must pool our efforts and re sources to achieve our ultimate goals. Our present daily living is enhanced by the products which chemical engineers have made possible through research, ingenuity, and per severance. Those of us who are concerned with the employee's health are indirectly making a contribution to this overall effort for better living. Even though our work differs greatly, there is some degree of simi larity. We are all concerned with the proper performance and maintenance of the ma chines involved in our work. The human machines about which indus trial nurses are concerned are extremely complicated and have intricate systems with complex functions; for example, the nervous, circulatory, glandular and digestive systems. Man has yet to build a comparable machine. In your man-made machines, yon are con cerned with the efficiency of valves, joints, pipes, pumps, and the proper temperature of the operation. We have similar problems and concerns with comparable human parts. In both types of machine, protection and main tenance are essential for smooth operation and maximum output If we are successful in-our job of human engineering you will then have healthy, alert operators for your machines. Incidentally, these human machines are essential because of their, sense of hearing, sight, smell, taste and touch--you have not'been able to dupli cate these and' they are essential for the pro duction of man-made materials. There is one very important difference between tie human and man-made machine--you can prepare a formula, process it through a machine and get a duplicate of your results from repeti tive performances. In the human machine, there is extreme variation in both the reac tion and reaction tune. One human machine will respond favorably or tolerate a certain chemical while another will react violently to an equal amount of exposure to this same chemical. We human engineers must constantly be alert to these "extreme reactors" in order to be prepared for emergency action. Some human machines react adversely to a simple medication such as aspirin or even to the pollens in the air. The American Medical Association recently gave additional emphasis to this problem of adverse reactions to occupational exposures by setting tip a registry prepared by a special committee on occupational toxicology. Doc tors and nurses in industry are urged to report all adverse reactions, giving specific information that will enable further research into the area. Your awareness and coopera tion will certainly help to make this study a success which will enable us to better cope with this problem. The effectiveness of the health services team depends upon its awareness of the chemicals involved and the amount of human exposure. In evaluating the extent of the hazard we in the medical field need to know the following: L What chemicals are being used? 2. The toxicity and physical properties of these chemicals; 3. The probability of absorption by an in dividual 4. The time and concentration of the ex posure. 5. What control measures are being used? You have access to and can furnish much of this information. For this reason we wel come this opportunity to be with you today to explore areas of common concern and ways in which we may more effectively work together. Quite frankly, we need your help and we think you need ours. The area in which we can all make our greatest contribu tion is that of PREVENTION. The Procurement personnel could tell us what chemicals are purchased and the Plant Manager could tell us that they will be used to manufacture a certain product; but only you can supply the needed information re garding combinations, concentrations, proc esses and length of exposure of these chemi cals. Presently this is our Achilles heel in the early diagnosis of adverse reactions. If we are to exercise preventive measures, we must know where and to what extent hazards exist m 1968 National Safety Congress as well as to keep a constant vigil for early signs and symptoms of toxicity. If I may suggest, the following are spe cific areas in which your cooperation is invaluable: Identification Education Environmental and personal safety In identification the following information would be most helpful: 1. What chemicals are involved in the manufacturing process? 2. What are their concentrations? 3. What is their threshold limit value or maximum acceptable concentration in the air (USASI) ? 4. Are all containers adequately labeled? 5. In the occurrence of adverse reactions or toxicity, would the mode of entry be by swallowing, inhalation, or skin or mucus membrane absorption? 6. What would be the very early symp toms of toxicity? If you are not aware of these things, may I suggest that you request this information' from the supplier, particularly if it is a new material. The significance of such early warning signi as dull headache, nausea, ner vousness, excessive fatigue or cough could go undetected unless we are aware of these exposures. You can be our first line of de fense by being alert to any apparent physical or behavioral changes in an individual. A change in color or personality or complaints of dizziness, sneezing, visual difficulties, cough, inertia, tremors, or pain could be warning symptoms. We urge you to alert the Medical Department to the possibility of any chemical exposures and to send any employee with vague or persistent physical complaints to us for evaluation. If you are "tuned in to our frequency" you will see to it that any employee with such complaints is referred to us for early diagnosis. Be certain to communicate even vague suspicions of toxicity to us and ex plain the reason for your concern. This is being a humanitarian, not an alarmist It is very much better to err on the side of safety than to be sorry later. Believe me, we in the field of industrial medicine welcome the as sistance of non-medical personnel in early detection of physical peculiarities of fellow workers and setting in motion appropriate steps to prevent serious trouble. With your cooperation, early diagnostic tests along with prompt action may avert many potential tragedies. Regarding education-. Intra-departmental educational programs are extremely impor tant Knowledgeable as you are I fear that even you are sometimes guilty of compla cency. There is an old cliche that familiarity breeds contempt; may I add that it can also breed disaster. You have an obligation to yourself and to your subordinates to exercise safe practices and insist upon the same per formance by others. These chemicals do look quite harmless, and it is difficult for people with minimal training to realize their dan gerous potential. Chemical engineers should develop a sixth sense--a constant awareness of danger both immediate and long range. Safe practices and the wearing of adequate protective equipment should be both practiced and taught Remember, makeshift safeguards are frequently inadequate and should not be used. Men do not become immune to the effects of toxic chemicals. On the other hand, they may become acutely sensitive, and there isn't anyone too big or too tough to be affected. Another reminder is that maintenance per sonnel are people. They, too, are susceptible to exposures and should be protected. Their knowledge of the danger involved cannot be compared to yours; therefore, it is your re sponsibility to protect them. Indifference on your part could result in serious injury or death. You could be just as guilty in this way if someone died as if from your reck less driving someone was fatally injured. This is a nightmarish thought, but it is true. Related to this problem is another respon sibility which is presently being given more emphasis -- the causal relationship between work exposure and chronic'"disease. I now come to my third area--environmental con trol. I fed that a check list would be helpful in seeing that safety within the department is adequate, and the following questions should be asked: 1. What regulations, codes or standards are applicable and have tbqy been met? 2. What are the threshold limit values and toxic hazard ratings of the chemicals in volved? 30 Chemical Section 3. Is toxidty data and fire hazard infor mation available and properly publicized? 4. Is there a written procedure for the safe handling and storage of`materials? 5. What about dust control, dean-up after spills, and waste disposal? 6. Are the ventilating and exhaust systems adequate? If hood enclosures are needed, are they adequate? Are filters used to reduce air polution? , 7. Does the plant layout minimize ex posure? 8. Are sanitary facilities adequate--includ ing those for food, drinking water, and showers? 9. Is the, plant well equipped with safety appliances such as showers, masks, respira tors, eye fountains, and ventilating fans? Are safe operating, procedures outlined and enforced? 10. Is there an emcigency or disaster plan, and is it reviewed periodically? 11. Are the nursing and medical person nel involved? Do you invite the plant nurse to attend your departmental safety meetings? Do you alert the medical personnel to any addition of materials or changes in process ing? Another item worthy of mention from the toxicologic point of view is, could you use a less toxic chemical? For example, petro leum spirits instead of carbon tetrachloride or isopropyl alcohol rather than methyl alco hol. In our use of drugs in medicine there is a term for using a more potent drug than necessary--"Never send a man to do a boy's errand." Think about it This could be one way of minimizing exposure to ej tremely hazardous chemicals. The prevent*! of exposure beyond individual tolerance is important from both a humanitarian and a production point of view. ' Another aspect that should not be over looked is COST. To jrive you an idea of the proportions of this problem, let's consider contact dermatitis as an example. Seven out of ten industrial disease claims paid by com pensation insurance companies are for tem porary disability for dermatitis. The dollars involved in the direct cost of this "skin problem" annually is over one hundred mil lion dollars. One out of every four employees is exposed to some sHn irritant and approxi mately one per cent develop dermatitis. We are talking about 600,000 cases. These are very conservative estimates. With new ma terials and processes being developed daily, it is not difficult to visualize the enormousproportions of this one aspect of the adverse reaction problem. Contact dermatitis is the least dangerous of these reactions. Internal injury from inhalation, ingestion or absorp tion of a dangerous chemical is much more serious and the prognosis is less favorable. Another important factor is that early de tection of disease due to these insidious processes is not as readily observed as in an obviously irritating condition such as dermatitis. This is unfortunate because the damage to an internal organ is not only much more serious, but often irreversible. History has recorded millions of tragedies due to exposure to dangerous chemicals and the majority could have been prevented. The list of hazardous materials grows longer each day; however, we no longer need to bear the "physical mark" of our trade or pro fession. While the list of hazardous materials has' increased, so has our knowledge of proper handling, protection, prevention, early diagnosis and treatment Our greatest hurdle is that of communication--of being informed. It is to this point that I would like to direct my closing remarks. Chemical -engineers have the reputation of having keen, inquiring minds. Would you please keep the following thought in mind: "The health engineering departments need the dose cooperation of the chemical engi neers and the importance of dose communi cation and flow of information regarding the many hazards involved in your work." The medical, personnel can, in turn, be more effective in protecting the employee. This includes you as well as your fdlow workers. Bearing in mind the increased hazards of environmental pollution and radiation, the day may come when teamwork is essential for survival. Why not begin NOW in our places of work? 31 1968 National Safety Congress AN INTEGRATED APPROACH TO OCCUPATIONAL HEALTH MANAGEMENT By JOHN S. TOBIN, MX). Director, Health and Safety, Niagara Chemical Division, FMC Corporation, Middleport, New York The term "occupational health" denotes the complete effort on the part of a wide variety of specialists to safeguard the health. Of working men and women. These individuals work in a wide variety of establishments, governments, teaching, research institutions, and industry, as well as in voluntary organ izations such as the National Safety Council. Each of these people approaches the problem from a different view-point This report is restricted to those people working in indus try, particularly those working in the chem ical plant The occupational health team in the chemi cal plant consists,of three groups: The occupational medicine group consists of physicians, nurses, x-ray and laboratory technicians, and other paramedical and clerical people. uAftP The occupational safety gffiPjftisisfj df the safety engineers, safety their assistants. >gHr The industrial hygiene group consists of industrial hygiene engineers, chemists, lab--oratory rtchnidnns, and people from other engineering and science disciplines who as sist in various special instances. This team is augumented by individuals from other plant departments whose primary function is in some other field, but who must maintain a constant awareness of safety in their work. The process engineer must give safety a high priority in designing equipment and specifying materials. The plant engineer takes safety into account in designing and in building water supply and waste disposal systems. Lastly, the line supervisor, without whose constant efforts no safety program can be maintained. The thesis of the occupational physician as part of a team would not have held 30 or 40 years ago. At that time the physician rarely functioned as a part of an industrial organization. He was more likely to be a surgeon who saw trauma cases in his office or at best, one who came into the- plant a few hours a week to hold a-- "sick-call" type clinic. His responsibility was to suture lacer ations, repair hernias, reduce fractures, am putate severely injured parts, and otherwise treat injured employes. He was either a completely -independent practioner or one who, because of a retainer, was a sort of honorary employe who rarely was regarded or regarded himself as a part of any team. Gradually over the years, the concept of preventive medicine has assumed a greater importance with priority being given to the prevention of injury and disease rather than repair. There are many companies whose small size docs hot justify a full-time physician as a part of the organization. Perhaps my remarks should be directed more so to the industrial giants with an elaborate staff or ganization. What I am attempting to define is ideal relationships which, after all, should be the goal of all of us. These concepts must, of necessity, be modified to fit indi vidual situations, but even in a small com pany that has no physician in its employ they still apply. It is entirely practical to make an ar rangement with a local physician to render most, if not all, of these services without his being even a half-time employe. It is good practice in all occupational medical situ ations for the physician to familiarize him self with the problems and requirements of the industry to whom he provides service. My own company has a number of small pesticide plants. A couple of them, have less than ten employes. While I can provide over-all supervision of their health affairs, they are dependent on physicians in the com munity in which they are situated for their every day medical needs. In my experience, the closest and most continuing relationship of the medical unit has been with the safety department This is not unique with me It is shown by the 32 Chemical Section' organization charts of more and more com panies who are combining the two groups into a "Health and Safety" department With the chemical exposures of our modem tech nology, it is indeed difficult to demonstrate the boundaries of each one's responsibility. Since the interactions of disciplines are ob vious in combined departments, my comments will apply to those situations where separate departments exist The physician has many opportunities to reinforce the effectiveness of the safety supervisor. In the performance of preplace ment physical examination, the physician makes a judgment of the congraity of job demands and applicant abilities. The princi pal purpose of the examination is to evalu- ate die ability of the applicant to do the job in question without undue hazard to himself or others. One would not approve as a truck driver an applicant with tunnel vision due to glaucoma, although it were corrected to acceptable visual acuity. On the otUr hand, he could probably do certain assembly jobs with no problem. A logical extension of this concept is the periodic health appraisal. Here the doctor must, at times, recommend a job modification or change of assignment for an employe who has developed a health defect A person whose blood pressure has become significantly elevated should not be permitted to continue work that requires climbing. The company can continue to benefit from his valuable skills, however, on a ground-level job. The physician performs an epidemiologic function for the safety supervisor. By care fully noting the time, place, and mode of injury, as well as equipment and people in volved, individual accidents . can be better investigated and a pattern of injury can be developed. A disproportionate number of a certain type of injury at a given place or time identifies a safety problem that demands solution. It can be done very simply with 5x8 or 3x5 inch cards that have certain data written in the center and holes for punching out around the edge. Of course, this is not new, but often the simple things are overlooked these days. Naturally, any sort of information may be punched along the edge. Different color cards may be used for disabling injuries, hospital cases, eta Using this sort of data processor, the physician can easily determine the incidence of eye injuries, for instance, and subcate gorize them by type of work, by plant area, or other parameters. This approach will also identify individuals who have a higher rate of injury. Since the identification of a prob lem is a significant step towards its solution, the value of this type of information is obvious. In some cases, it is advantageous to have someone alert the safety director as soon as an injured employe arrives in the medi cal treatment unit If doing so does not im pede medical treatment or place a burden of harassment on the patient, there should be no objection to the safety director interview ing him right in the medical department before he is sent home or is taken to the hospital. The doctor's judgment should pre vail in the selection of this approach. In formation about the accident obtained at this time is frequently better than that obtained at a later data and the safety department, has the opportunity to investigate the situa tion. while the conditions that surround the accident prevail. The third component in the industrial health triad is industrial hygiene. This is a multi-disciplinary group composed of people with a very wide scope of backgrounds and interests. The first industrial hygienists were usually trained in one of the engineering fields or in chemistry. In this industry, chem ical engineering is probably the most com monly seen background. More recently, spe cific graduate training programs have been instituted in a number of universities to develop experts specifically in industrial hy giene. This is so broad a field, however, that for one individual to become expert in all its sub-areas is indeed an accomplishment For this reason, people trained in specific fields are still needed in industrial hygiene programs. This is patently true if health physicists are considered part of this group. These are scientists trained in the field of ionizing radiation as it applies to human health. The ever widening use of radioactive materials in chemicals has made their work more and more important For convenience, they are grouped with the industrial hy gienists here, but in many organizations they form a separate unit The physician, as a result of his epi demiologic approach to occupational disease 33 1968 National Safety Congress and injury, identifies processes in areas where an evaluation of the environment is needed. This evaluation may take the form of a noise-level survey, or a determination of the level of atmospheric concentration of a vapor or dust, or the level of ionizing radiation measurement Among other things, the in dustrial hygienist checks air flow characteris tics of mechanical exhaust ventilation sys tems to assure himself that the direction and volume of air moved is sufficient to carry unwanted substances from the breathing zone of the worker, as well as the general atmos phere. Often the industrial hygienist will make a routine survey of a plant or area, checking noise levels or sampling for a specific con taminant, such as carbon monoxide, solvent vapor or silicon-containing dust The results of his survey are evaluated with the phy sician's assistance to determine whether a health hazard exists. The doctor may assist the hygienist in evaluating various parameters of human physiology. With modem telemetric instru mentation, it is possible to measure many responses such as body temperature changes, heart rate, and oxygen consumption while the employe is performing his usual duties. Similarly, it is possible to take an' electro cardiogram and evaluate the ability of the heart to respond to various stresses. If this is done while the hygienist is recording the levels of physical or chemical substances in the worker's ambient air, a much more ac curate judgment as to the need for any engineering changes in equipment or per sonal protective devices for the employe can be determined. In conjunction with the plant engineers, the physician is concerned with the water supply and waste disposal systems of the plant Frequently, it is advisable to channel the flow of employes going to and from work in a particular direction so as' to insure their using proper personal decontamination procedures. In many plaits, for instance, there is use of double locker rooms with a shower room between them. The employe coming to work leaves his street clothes in the "clean" locker room and then goes to the "shop" locker room to put on his work clothes. Going home he reverses the proce dure placing his work clothes in a container for laundering and then showering before resuming his street clothes. This prevents Ms carrying any toxicant home on his clothing and terminates any absorption thru the skin. Emergency shower and eye irritation foun tains are important first-aid- devices in the treatment of chemical spills and splashes. For most effective use, they should be prop erly located throughout the plant with easy access for those who may need them. The doctor should review layout plans for new installations to insure their most advanta geous locations. The process engineer consults with the doctor on the biologic effects of materials to be used in manufacture or formulation of the plant's products. The latter provides him with advice and information on toxicity and biologic response to the chemicals whose use is contemplated. The design and arrange ment of machinery usually can be modified in the planning stages so as to minimize any hazardous exposures to the plant per sonnel. One of die basic principles of hazard control is the substitution of less hazardous materials for those whose potential for in jury is greater. Other aspects of the industrial physician's work have a positive effect on plant safety. Counseling is one of them. Anything that improves the employe's general health helps make him a safer wdrker. When the doctor discusses, a health abnormality as prosaic as overweight and motivates the employe to lose his excess poundage, he has probably de creased thejikelihood of injury a bit Simi larly, advising a worker of a need for a new eye glass prescription points out a potential negative influence on safety. Skilfull and proper treatment of industrial injuries and diseases decreases the duration of morbidity, and, thus, enhances one aspect of the safety picture, namely severity. Summary Outlined here, in some detail, are the ef forts of the industrial physician in the gen eral field of accident prevention using the chemical plant as a specific milieu. Assumed is an ideal staff organization in a company large enough to justify staffing the various individual activities which contribute to em ploye health and safety. In this situation, the physician relates to these various other experts in the discharge of their specific responsibilities. He works most closely with the safety engineers and the industrial hy gienists. In various special situations, he pro Chemical Section vides advice ^od technical assistance to line supervisors, process engineers and plant en gineers. In some instances, his activities reach outside the plant itself when he ad vises product development people on potential hazards to users of the goods the plant makes. Briefly traced is the development of occupa tional medicine to this point from its begin ning in the surgery of trauma. It is only by this concerted effort on the part of all who are concerned with the welfare of the employe in his work situation that the goal of all in the' prevention of accidents and illness can be achieved. 35 1968 National Safety Congress HANDLING CRYOGENIC FLUIDS IN # THE LABORATORY By T. SMIST Mgr. of Safety, Linde Division, Union Carbide Corporation, Tonawanda, N. Y. The use of cryogenic fluids has broadened and increased sharply in recent years as a result of expanded research and development applications and the advances in space, mis sile, and electronic industries. A considerable amount of safety information has been de veloped for the safe handling of these fluids and this has been well documented in the literature. Reference to some of the litera ture is included in this paper. The objective of this paper is to present some of' the general safety practices par ticularly related to the handling of liquefied atmospheric gases, H, and He, in laboratory operations. Properties of Liquefied Atmospheric Gases Safety in the laboratory handling of lique fied atmospheric gases, as with other chemi cals, is primarily a matter of knowing their properties and taking reasonable precaution ary measures to minimize hazards. Potential Hazards The properties of these fluids present the following potential hazards: 1. The fluids are extremely cold and in contact with the skin produce an effect that is similar to a severe bum. 2. The low temperatures have a drastic effect on the properties of materials. Many lands of sted lose almost all ductility and impact strength at these low temperatures. 3. These fluids will inevitably vaporize to gas with an expansion of 700-800 times in volume at atmospheric conditions. Adequate relief must be provided wher ever liquid can be trapped. '4. The ultra low temperatures of liquid helium and hydrogen will solidify all other gases. These solidified gase^sould plug small openings and cause pressure failures. S. The released gases from these liquids present additional potential hazards. 36 Thus: a. Oxygen enrichment increases the fire potential. b. Inerts like N2 and Ar are non life supporting and present an as phyxiation hazard. c. Hydrogen is flammable. Personnel Protection The extremely low temperatures of cryo genic fluids can cause skin injury similar to high temperature bums. Contact with the cold gas vaporizing from the liquid or with cold equipment or piping can produce the same effect Delicate tissues such as those of the eyes are most vulnerable to exposure to cold gas or liquid Eye protection is a must when working with cryogenic fluids. Wear a fare shield or safety glasses that provide protection against splashes. Safety spectacles with side shields are the minimum protection rr< <*mn<ndrd for laboratory operations. Avoid contact of any part of the f-Sy with liquid or uninsulated cold equipment or (oping at cryogenic temperatures. Wear clean, dry gloves when handling cold equipment. The gloves should fit loosely so that they may be thrown`off quickly if liquid should splash or spill on or in them. Asbestos gloves are preferable, but leather gloves are satisfac tory. Use tongs to withdraw specimens or ob jects immersed in liquid Cryogenic Hardware and Design Considerations In assembling laboratory systems for cryo genic operations, it is essential to consult with someone thoroughly experienced in low temperature work. The materials used must possess certain physical properties to qualify them for use at these extremely low temperatures. Ordi nary carbon steels, for example, lose almost all their ductility and impact strength at these temperatures and become extremely 4 1968 National Safety Congress Helium. Helium is in a class by itself. The liquid will solidify all. other gases. As with hydrogen, the problem of backflow of air into liquid helium systems is critical. It is the major safety hazard with liquid helium and hydrogen handling. Because of the general nature of this paper, the highly sophisticated procedures necessary for the safe handling of this unique cryogenic fluid will not be covered here. Only personnel completely familiar with these complicated procedures should at tempt laboratory work with liquid helium.. Conclusion / As with other chemicals, myogenic fluids can be handled safely in the laboratory if their properties are known and reasonable precautionary measures are taken to minimize die hazards related to the properties. Bibliography 1. Neary, B. M.; "Air-Condensing Cryogenic Fluids", National Safety Congress Trans- actions, Chicago, Illinois, 1963. 2. "Precautions and Safe Practices for Han dling Liquefied Atmospheric Gases", Tech nical Bulletin PS888-G, Union Carbide Cor poration, Linde Division. 3. Zabetalds, M. S.; "Safety With Cryogenic Fluids", Plenum Press, New Pork, 1967. A "Liquid Oxygen" National Safety Connell. Data Sheet tS3 (Revised), 193. ' 38 FERTILIZER SESSIONS CAN YOU STOP? By RICHARD D. MONTGOMERY SafetyDir., Ylstron Corp., Lima, Ohio On you stop a loaded 1,000 gallon anhydrous ammonia nurse tank weighing approximately four tons, a loaded dry spreader weighing four or five tons, or a loaded 1,000 gallon solution nurse tank weighing five or six tons while they are being towed at 35 or SO mph? There is no doubt that this equipment can be stopped, but stopping it safely under an emergency situation while it is being towed with a light pickup truck-is another matter. We are relatively new in the retail ferti lizer business, but after only one year of operation, in which time we had rolled several nurse tanks, it became very apparent that the towing of this equipment could create a hazardous situation. We' were con cerned not only about the safety of our own employees, but the safety of our customers and the general public as well. The incidents that were experienced had not resulted in personal injury.or any large liability claims, and only in one case was there a release of product; nevertheless, a potentially disas trous condition was there. After appraising- the problem, it was mut ually agreed that we would establish safe towing speeds. We contemplated 35 mph, which if nothing else, at least sounded like a safe speed. But we had no basis for this figure, and if we were going to establish and enforce such a rule, we needed additional information. We conducted two days of tests that involved 1,000 gallon anhydrous am monia nnrse tanks with both wagon -and tandem style frames, 1,000 gallon solution nurse tanks, four ton dry spreaders, 420 gallon solution applicators, and 300 gallon anhydrous ammonia applicators. The tests first involved the equipment being towed while empty, then loaded, on two types of dry road surfaces -- gravel and asphalt The asphalt. surfaces were coarse, in that the asphalt had not bled through over a period of time, which would have made, it smooth and stfppery. Experienced drivers were used, each of whom had several years of experi ence in towing this type of equipment To tow the equipment, we used % and one ton pickup trucks with no weight in die bed. The mileage on the M ton trucks was 1,100 and 1,400 miles, and on the one ton trade 11,000 miles; therefore, brake lining and drums were in good condition. The primary purpose of the* test was to see how far it took to stop this equipment during an emer gency stop, while traveling at various speeds. We started out at the slower speeds, then increased speeds in increments of five miles per hour. (At this point, a film of the tests was shown.--Ed.). We found that towing this equipment at speeds we normally consider to be safe is most certainly an invitation to a disaster. In most rases, at speeds of 30-35 mph the towing vehicle could not control the direction of the equipment being towed. In fact, jack knifing occurred in most cases, and many times the pickup truck was pushed to a point where it came to rest sitting crossways in the road This too, points out an additional hazard. For equipment towed by the ton truck, braking distances in feet were: Equipment Spreader 420GaLSoL Applicator Empty Full Empty Full Full MPH 35 35 35 'w Distance ht Feet Asphalt Stone 45 66 (JK) 160 COC) 83 (OC) 35 95 30 56 (Continued on next page) No Test 88 1968 National Safety Congress Distance in Feet Equipment Solution Nurse Tank NHX Nurse Tank (Wagon Style Frame) Empty Full Full Empty Empty Empty Full MPH 30 20 25 25 30 . 40 . 25 . Asphalt 58 (JK) 60 125 No Test 59 (JK) 105 (OC) 90 (SJK) (OC) Stone 70 (JK) 81 (SJK) 150 (SJK) 48 No Test No Test 95 (SJK) Note: JK--Jack-Knifed; SJK--Severe Jack-Kntfejr OC--Out of Control. As can be readily -seen, it takes a considerable distance to bring this equipment to. a fast stop. These drivers knew when and where they were going to start stopping, so to be realistic you' would have to add addi tional footage, for reaction time. Using an average time of % second to go from ac celerator to brake pedal, you would have to add 33 feet at 30 mph, 38.5 feet at 35 mph, and 44 feet at 40 mph. From these tests, we established what we feel to.be maximum safe towing speeds. For dry spreaders, all applicators, and anhydrous, ammonia nurse tanks, the speeds are 20 mph loaded and 25 mph empty. For solution nurse tanks, 15 mph loaded and 20 mph empty. This is in line with the various SMV emblem laws in most states. The immediate reaction is, "That's ridicu lous, we don't have that kind of time," "Too slow" or, "You are not being reasonable." But if you were to analyze the average distance from the plant to your customers, you would no doubt find it to be less than 10 miles, so when you consider the difference between 40 and 25 mph for a distance of 10 miles, you're talking approximately seven minutes. I can only ask, "Is the seven min utes worth the chance?" We don't think so! So far this year, we have experienced one, accident while towing this type of equipment While traveling at 20 mph on a dirt road, towing a loaded four ton new spreader behind a % ton pickup, the front wheel on the left side of the spreader locked and came off. The erratic action of the spreader' forced the truck into a ditch 84 feet from where the wheel came off. The spreader turned over, but the truck remained upright Injuries were a bruised shoulder, arm and leg; a bruised hand; and a laceration of the chin requiring six sutures. What would have happened if the speed had been 35 or 40 mph? I don't know, but considering what can happen at these higher speeds, a fatality would not have surprised me. We do not consider ourselves experts in the field of establishing safe towing speeds, and we do not wish to convey that thought but if, as a result of our work in this area, we have stimulated your concern, to the point that you take a serious look at this potential hazard, our mission has- been successful. Fertilizer Section TRUTHS ABOUT AMMONIUM NITRATE By A, F. DYER Technical Representative, Phillips Petroleum Company, Bartlesville, Qkla. Since the close of World War II am monium nitrate has become an economical source of nitrogen in the agricultural in dustry. Prior to the war, ammonium nitrate had long been known as a potential fertilizer, but the lack of sufficient production limited its broad application in the agricultural in dustry., However, with the increasing de mands brought on by the war, the United States Government became a major producer of ammonium nitrate. When the military demand for ammonium nitrate declined, the Army ordnance plants were put to civilian use. Thus, substantial quantities could be produced and more widespread use of the product -was possible. Ammonium nitrate, as originally produced, was unsuitable for direct agricultural ap plication. It was highly hygroscopic and deliquescent and would readily cake into a solid mass. In order to alleviate these diffi culties, wax coatings were added to ammo nium nitrate fertilizers. The development, however, brought on problems which were not apparent at the time In view of these difficulties, the industry conducted a program in product improve ment and handling. This program was suc cessful in developing a product of entirely different physical characteristics, consisting of uniform size pellets coated with small amounts of Inert material. Research was also conducted on the^poper methods of car-loading, ship-loading, and warehouse storage. These findings, combined with the extensive know-how obtained from our many years of marketing,, have enabled industry to not only market an improved product but to recommend safe warehousing prac tices. However, the unfortunate incidents which occurred at Texas City, Brest, and Oppau have focused public attention upon the han dling, transportation, and shipping of ammo nium nitrate which at the time was a waxcoated material. Immediately after the Texas City incident, the U. S. Coast Guard put into effect much stricter regulations for the handling and transportation of ammonium nitrate. As a result of these incidents, the Secre tary of the Treasury' directed the Coast Guard to organize the Interagency Commit tee on the Hazards in Transportation of Ammonium Nitrate., The Committee was made up of represAitatives from the Ord nance Corps, Bureau of Mines, Bureau of Explosives, National Bureau of Standards, and the National Academy of Sciences--Na tional Research Council. Also, assistance from interested organizations, such as As sociation of American Railroads, as well as many university authorities and industry ex perts was enlisted. The Committee's ob jective was to study every possible aspect of the characteristics of ammonium nitrate, to evaluate suggested proposals. for insuring safety iiwfransportation, handling, and stor age, and To recommend a national policy in conformity with these objectives. The industry has also conducted additional independent studies on ammonium nitrate and as a result has developed a product which has improved safety characteristics as well as improved quality, making it en tirely safe to store, handle, and transport, and satisfactory for application with the customary farm machinery: Fertilizer grade ammonium nitrate is an oxidizing material and can support combus tion if involved in a fire with combustible materials. With simple precautions, fertilizergrade ammonium nitrate is stored safely at the plant, in distributors' warehouses, or on the farm. The burning rate of paper or polyethlene bags and any combustible dun nage such as paper, wood, etc., will be in creased by the presence of ammonium ni trate. So long as the products of reaction escape freely and the back pressure o the gaseous products does not rise excessively, burning combustible material in contact with ammonium nitrate will not lead to an explo sion. As in the case of any oxidizing agent which stimulates the burning of combustible materials, ammonium nitrate deserves com mon-sense treatment during transportation, storage, and use. As a result of the successful handling of millions, of tons of this material, the U. S. 41 1968 National Safety Congress v. J Coast Guard and the Interstate Commerce useful in blasting operations. However, it Commission are now convinced that the should be emphasized that the ammonium present fertilizer grade ammonium nitrate nitrate must be sensitized first In actuality, (which both agencies classify as an oxidizing it is only one of the components rather .than agent) can be handled safely and have re the sole ingredient as is commonly inferred laxed their requirements for the shipment of in the dramatic type of article where the this product. Also, many municipal authori technical details are either left out or ig ties are rewriting their regulations-govern nored. ing the handling and storage of ammonium nitrate in view of the characteristics of the improved product and industry's more com plete knowledge and understanding of the product When ammonium nitrate is compounded with fuel (or diesel) oil, nut hulls, carbon black, or other similar substances it is classi fied by the ICC as "nitro-carbo-nitrate." It no longer has the properties of ammonium ni Further evidence of the safe handling and trate fertilizer and should not be referred to storage of ammonium nitrate can also be or treated as such. found in the industries that manufacture the product. Phillips Petroleum Company lias warehoused amounts ranging from SO to 7,500 tons in over 40 locations around the country. The industry, as a whole, has ware housed and "shipped over 13,000,000 tons since Texas City (and the annual rate today is over one and one-half million tons per year) with excellent experience. This is a testimonial in itself of the excellent safetyrecord of the industry. Probabl^ew-other classified or regulated commodifies can boast of a safety record as good as this. In view of the seasonal nature of the am monium nitrate market and the ever increas ing use of the product, it is becoming more and more necessary to acquire additional warehouses and storage facilities. The vast experience gained through the years in the safe handling of millions of tons of this material has been instrumental in the`modi fying of municipal regulations permitting greater latitude on storage requirements. However, it must be remembered that, the precautions which have been developed through the years for the safe handling of In the land transportation of ammonium ammonium nitrate must be observed. This, nitrate, there has never been an incident knowledge can be summarized in the follow where it has been known to cause any un ing recommendations. usual difficulty in case of derailments, fires, or handling even when the material was subjected to intense fire from the other goods involved. `Similar results have been experienced with ammonium nitrate stored in .warehouses where it has become involved in fire started in other stored goods. In no case has there been any unusuai difficulties as a result of the presence of ammonium nitrate, nor has there been any explosion of General. These recommendations apply to both bagged and bulk storage. 1.. Fertilizer grade ammonium nitrate may be stored in either a warehouse or a storage structure that is capable of ventilation or is of a construction that will be self ventilating to permit escape of products of decomposi tion and heat in event of fire. Wooden structures are permissible. ammonium nitrate in warehouse fires. 2. Allowable height or depth of stored One other fact that has received much material is limited by the pressure setting publicity lately is the widespread use of am tendency of the product However, in no monium nitrate as an ingredient in blasting case should the ammonium nitrate be piled or agents. The manner in which this subject^stacked higher than 36 inches below the has been bandied in the trade-press and inTM rafters of the roof" or supporting and advertisements has resulted - in a great deal spreader beams overhead. of misunderstanding regarding the properties 3. Ammonium nitrate should never be and characteristics of ammonium nitrate stored in an area subject to contamination fertilizer. Ammonium nitrate is not an ex by organic chemicals, flammable liquids, cor plosive. Ammonium nitrate is relatively inert in itself. When blended with the proper pro portion of diesel fuel or other sensitizing ingredient, and primed with a detonator, it is rosive adds, chlorates, permanganates, finely divided metals, or sulfur. It is especially important that such reactive materials should not be stored either above or below the ni- 42 Fertilizer Section trate, since accidental breakage of containers might permit mixing, With consequent danger of fire. 4. Ammonium nitrate should not be stored in close proximity to steam pipes, radiators, and similar sources of heat 5. Floor drains into which molten nitrate could run during a fire should be eliminated or plugged. If stored directly on a concrete floor, it is advisable to cover the floor first with a moisture barrier, such as a plastic sheet 6. Spilled material should be cleaned up promptly and removed. 7. Observe "No Smoking" rules. 8. Open flames should be prohibited adja cent to ammonium nitrate^ 9. Fire hydrants, exterior of the storage spaces and conveniently placed, with ade quate hose available, and capable of extension to all parts of the storage, should be pro vided if the warehouse or storage structure , is located in a built-up area. 10. Warehouses or structures used for ammonium nitrate storage should be dean and be maintained in good housekeeping or der. : 11. Explosives should not be stored with fertilizer grade ammonium nitrate unless the storage facilities are designed and ap proved for the storage of explosives. Bagged Storage 1. Bags of ammoniunjk nitrate fertilizer should be stored not les^han thirty inches from the storage building walls. Good ware housing practice dictates that bagged am monium' nitrate should be stacked to facilitate accessibility. Walkways, of suffident width to permit foot traffic should be provided at reasonable intervals around the stacks to allow inspection of stock. These walkways should be kept clean. Width of main aisles should-be governed by the requirements of the material handling equipment used. 2. Bagged fertilizer grade ammonium ni trate may be stored on dry, dean concrete floors, or on wooden pallets or dunnage on any type of clean floor. 3. A broken, or cracked bag containing uncontaminated fertilizer grade ammonium nitrate may be salvaged by placing it inside a clean, new slipover bag and closing se.curely. Bulk Stqragc 1. Since ammonium nitrate is a hygro scopic material (which tends to absorb moisture) it must be protected against con tact with damp surfaces and- exposure to humid atmosphere. Buildings and structures used for bulk storage should be dry and free from water seepage. Atmospheric exposure can be reduced by covering the material in storage with a plastic sheet 2. The warehouse may be sub-divided by partition walls into any desired number or size of bins. In "determining arrangement and capacity, so as to minimize caking of the ammonium nitrate, consideration should be given to the materials handling equipment, temperature and humidity in the warehouse, the length of time the nitrate is to be stored, etc. 3. Pressure setting is a factor affected by humidity and temperatures in the storage space and by pellet quality. Temperature cycles through 90F and high atmospheric humidty are undesirable for storage in depth. 4. Due to the corrosive action of am monium nitrate on galvanized iron, copper, lead, and zinc, they are not recommended where ammonium nitrate may come in con tact with them. Wooden surfaces in contact with ammonium nitrate should be protected against impregnation. Steel should be pro tected with two or more coats of paint which is resistant to ammonium nitrate, such as epoxy or polyvinyl chloride based paints. 5. Bins should be clean and free of ma terials which may contaminate the ammonium nitrate. In Case of Fire ' 1. Use air-supplied or oxygen-breathing apparatus if entering the fire area. 2. Open all windows and doors- 3. Apply large quantities of water,' suf ficient to quench the flames in the same manner as required to extinguish any similar Class A burning material. Do not use steam, dry chemical, or inert gas extinguishing mediums, as they are all very ineffective 'extinguishers for this type of fire. Fire in volving ammonium nitrate (or any other oxidizing material) can not be extinguished by blanketing -- it must be cooled. 43 OFFICERS OF THE CHEMICAL SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman--C.'M.'Olson, Manager-Safety & Health, Industrial Chemicals Division, Hooker Chemical Corporation, Niagara Falls, N. Y. Vice Chairman in Charge of Program--W. S. Wood, Safety Engineer, Research and Development Division, Sun Oil Co., Marcus Hook, Pa. Secretary--W. H. Lauderback, Safety Director, Texas Eastman Co., Div. of Eastman Kodak Co., Longview, Texas Newsletter Committee--]. S. Snyder (Chairman), Rahway Safety Manager, Merck & Co., Rahway, N. J.; F. Owen Kubias, Director of Health & Safety, Mallinckrodt Chemical Works, St. Louis, Mo. Engineering Committee---W. J. Rankin (Chairman), Division Safety Engineer, 3M Com pany, St Paul, Minn.; Da. R. Y. LeVine (Vice Chairman), Mgr., Fire Protection & Pollution Control, Olin Mathieson Chemical Corp., New York, N. Y.; J. B. Black, Hazards Control Officer, United States Public Health Service, Silver Spring, Md.; H. C. McGinnis, Safety Dir., Union Carbide Corp., Chemicals & Plastics, Institute Plant, Charleston, W. Va.; *S. F. Spence, Director, Safety and Loss-Prevention, American Cyanamid Company, Wayne, N. J. Public Relations Committee--G. H. Menter (Chairman), Safety Engineer, Bristol Labora tories, Division of Bristol-Myers Co., East Syracuse, N. Y.; A. L. Kling (Vice Chairman), Loss Prevention Consultant, Olin Mathieson Chemical Corp., New York, N. Y.; Joseph M. Allovio, Corporate Mgr., Loss Prevention, International Minerals & Chemical Corp., Skokie, III.; E. N. Deck, Consultant, Safety and Plant Protection, General Electric Company, New York, N. Y.; *J. R. Bollman, Head of Safety, Procter & Gamble Company, Ivorydale Technical Center, Cincinnati, Ohio Training Aids, Committee--C. R. Eastman (Chairman), Safety Advisor, Mobil-Chemical Co., New York, N. Y.; G. F. Scannell (Vice Chairman), Safety Dir., Bristol Works, Rohm & Haas Co:, Bristol, Pa.; A. P. Osti, Corporate Safety Engineer, Chas. Pfizer & Co., Inc, New York, N. Y.; *J. E. Nichols, Director of Safety, Reynolds Metals Co., Richmond, Va. Off-the-Job Committee--D. M. Van Wegen (Chairman), Safety Coordinator, Stauffer Chemical Company, New York, N. Y.; A. Mims (Vice Chairman), Safety Engineer, Procter & Gamble Co., Ivorydale Plant, Cincinnati, Ohio; W. T. Chouse, Safety Dir., Rohm & Haas Co., Deer Park, Texas Health Committee--D. J. Kilian, M.D. (Chairman), Industrial Medicine & Toxicology, Texas Div., Dow Chemical Co., Freeport, Texas; H. W. Rapp, Jr. (Vice Chairman), Asst. Supt., Chemical Engineering Div., The Travelers Insurance Co., Hartford, Conn.; E. L. Alpaugh, Supervisor, Industrial Hygiene Service, International Harvester Com pany, Chicago, 111.; R E Hawkinson, Mgr., Special Services, Employers Insurance of Wausau, Wausau, Wis.; F. A. Van Atta, Asst. Dir.,. Research & Technical Office of Occupational Safety, Bureau of Labor Standards, U. S. Department of Labor, Washington, D. C. 44 Technical Publication Committee--W. G. Meade (Chairman), Supt, Training & Technical Services Div., Engineering Dept, ` Hartford Insurance Group, Hartford, Conn.; E. Levens (Vice Chairman), Dir. of Safety, G-14, Douglas Aircraft Company, Santa Monica, Calif.; C. MacDlarmid, Supervisor, Polymer Corporation, Ltd, Sarnia, Ontario, Canada Membership Committee--Mike Krikorian (Chairman), Corporate Manager of Safety & Medical, Brunswick Corp., Chicago, IIL; EL A, Niles (Vice Chairman), Safety Services Mgr, Rexall Chemical Co, Paramus, N. J.; W. W. Sears, Mgr, Safety Administra tion, Olin Mathieson Chemical Corp, Stamford, Conn. Safety Awards & Contests Committee--]. E. Morrison (Chairman), Safety Dir, Houston Chemical Corporation, Beaumont, Texas; F. E. Macaulay (Vice Chairman), Safety Supervisor, Wyandotte Chemical Corp, Wyandotte, Mich.; KL L. McQuillen, Safety & Industrial Medicine Coordinator, Eli Lilly & Co, Tippecanoe Laboratories, Lafayette, Ind.; R. M. Neary, Safety Engineer, Safety Affairs Dept, Union Carbide Corp, Linde Div, New York, N. Y. Training Committee--L. D. Strohl (Chairman), Safety & Security Supervisor, U. S. Industrial Chemicals Co, Div. of National Distillers & Chemical Corp, Tuscola, 111.; L. P. Williams (Vice Chairman), Safety Dir, Jefferson Chemical CoAPort Neches, Texas; Roger W. Hoffman, Mgr.-Safety, American Potash & Chemjpl Corp, Sub sidiary of Kerr-McGee Corp, Los Angeles, Calif; George L. BAio^^Frainmg Supv, Hercules, Inc, Cumberland, Md. j ,* Associations' Committee--American Chemical Society: *H. H. Fawcett (Chairman), Technical Secretary, National Academy of Sciences, National'Research Council, Wash ington; D. C; American Association of Industrial Nurses: Mrs. M. E. Seaver, R.N, Charge Nurse, Mobil Oil Corporation, Trenton, Mich.; American Society of Safety Engineers: A. H. Christian, Division Safety Engineer, American Viscose & Chemical Divisions, FMC Corporation, Philadelphia, Pa.; Manufacturing Chemists' Association: G. G. Fleming, Corporate Director, Safety & Plant Protection, Celancse Corp, Char lotte, N. C.; American Inst, of Chemical Engineers: *J. N. Romine, Manager, Safety & Security, "Research and Development Dept., Phillips Petroleum Co, Phillips Research Center, Bartlesville, Okla. Nominating Committee--D. T. Smith (Chairman), Supt, Protection Div, Employee Relations Dept, E. I. duPont de Nemours & Co, Inc., Deepwater, N. J.; *J. N. Romine (Vice Chairman), Mgr, Safety & Security, Research and Development Dept, Phillips Petroleum Co, Phillips Research Center, Bartlesville, Okla.;; *H. W. Rapp, Jr, Asst Supt, Chemical Engineering Division, The Travelers Insurance Co, Hartford, Conn. Research Committee--*G. R. Cummings (Chairman) j Manager, Safety & Industrial Hy giene, Eli Lilly & Co, Indianapolis, Ind; *G. L. Gorbell, Manager, Personnel Safety, Monsanto Company, St Louis, Mo.; F. W. Wischmeyer, Supv, Accident Prevention Section, Industrial Safety Dept, Eastman Kodak Co,, Kodak Park Div, Rochester, N. Y. Advisory Committee-.*A. L. Cobb (Chairman), Director of Industrial Safety, Kodak Park Works, Eastman Kodak Co, Rochester, N. Y.; *]. J. Prabulos (Vice Chairman), Safety Dir, National Distillers & Chemical Corp, New York, N. Y.; *S. M. MacCotcheon, Director--Corporate Safety and Loss Prevention, Dow Chemical Company, Midland, Mich.; *R. H. Albisser, Coordinator, Corporate Safety, Merck & Co, Inc., Rahway, N. J. Staff Representative--Jon N Mark, National Safety Council, 425 N. Michigan Ave, Chicago, IIL 60611 *Past General Chairman 45 f OFFICERS OF THE FliTiUm SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman--J. A. Willis, Dir. of Safety, Coastal Chemical Corp., Pascagoula, Miss. First Vice Chairman and Program Chairman--Jessy C Bbooks, Safety Engineer, Cotton Producers Assn, Atlanta, Ga. Second Vice Chairman and Membership Chairman--Gene Harlan, Supvr., Employee Serv ices, Indiana Farm Bureau Cooperative Assa, Inc, Indianapolis, IndL Secretary--W. A. Stone, Gen. SupL, Prod. & Safety, Wilson & Toomer Fertilizer Co, Jacksonville, Fla. Nominating, Committee--^George EL Mueller (Chairman), Safety Dir, .Agrico Chemical Co, Div. of Continental Oil Co, Memphis, Term.; *Ray Engel, Safety Supervisor, Sinclair Oil Co, Fort Madison, Iowa. Newsletter Committee--Harold Greek (Editor), Mgr, Plant Food Production, the Cotton Producers Assn, Atlanta, Ga.; Mike C Ellison, Plant Protection & Safety Dir, Mississippi Chemical Corp, Yazoo City, Miss.; William S. Ritnoub, Sec. & Treas, . National Plant Food Institute, Washington, D. G Goals Conamitee--^George H. Mueller (Chairman), Safety Director, Agrico Chemical Co, Div. of Continental Oil Co, Memphis, Term.; *Ray Engel, Safety Supervisor, Sinclair Oil Co, Fort Madison, Iowa; *W. C Creel, Safety Dir, North Carolina DepL of Labor, Raleigh, N. C; *E. O. Burroughs, Jr, Mgr, Insurance Dept, F. S. Royster Gnano Co, Norfolk, Va.; *Gaithee T. Newman, Insurance & Loss Preven tion Coordinator, The Borden Chemical Co, New York, N. Y. Engineering Committee--David W. Bizby (Chairman), Chemical Engineer, The Sulphur Institute, Washington, D. C; *Gborg L. Pelton, Dir. of Safety, Smith-Douglas Div, The Borden Chemical Co, Norfolk, Vsl; James H. Starr, Asst Production Mgr, Agway, Inc, Fertilizer Div, Syracuse; N. Y.; Casmer Smith, Mgr, Labor Relations, Armour Agricultural Chemical Co, Atlanta, Ga.; Gary D. Meyersf Adm. Asst, Na tional Fertilizer Solutions Assn, Peoria, HL; Russell J. Lahut, Safety Dir, Vistron t Corp, Lima,. Ohia Supervisory Training Committee--HV. C Creel (Chairman), Safety Dir, North Carolina Dept of Labor, Raleigh, N. C; George Sloan, Jr, Exec Wee President Wilmington Fertilizer Co, Wilmington, N. C; Roger W. Hoffman, Mgr. of Safety, American Potash & Chem. Corp, Los Angeles, Calif.; Wuxiam S. Ritnour. Secretary & Treas urer, National Plant Food Institute, Washington, D. G; D. W. Bruffy, Safety Dir, Olin Agricultural Div, Pasadena, Texas; J. A. Wnxis, Dir. of Safety, Coastal Chemical Corp, Pascagoula, Miss. *. Public Relations Committee--W. A. Stone (Chairman), Gen. Supt, Production St Safety, Wilson & Toomer Fertilizer Co, Jacksonville, Fla.; Lawrence A. Long, Editor, Croplife, Minneapolis, Minn.; Virginia Crenshaw, Business Mgr, Commercial Fertilizer, Atlanta, Ga.; Charlotte Sine; Managing Editor, Farm Chemicals, Meister Publishing Co, 'Willoughby, Ohio. 46 Membership Committee--Gene Harlan (Chairman), Supvr., Employee Services, Indiana Farm Bureau 'Cooperative Assn., Inc., Indianapolis, Ind.; Gaither T. Newman, In surance Sr Loss Prevention Coordinator, The Borden Chemical Co., New York, N. Y. Statistics & Contest Committee--Robert L. Freeman (Chairman), Plant Supt, Hooker Farm Chemicals, Buffalo, Iowa; Neil N. Ruebsamen, Safety Supvr., Southwest Pot ash Drv., .Vicksburg, Miss. Insurance & Legislative Committee--*E. 0. Burroughs, Jr. (Chairman); Mgr. Insurance Dept, F. S. Royster Guano Co., Norfolk, Va.; W. A. Wilson, Safety; Director, Min erals & Chemicals Div., J. R. Simplot Co., Pocatello, Idaho. Off-the-Job Safety Committee--Paul Castacno (Chairman), Dir. of Safety & Chemical*1 Control, Federal Chemical Co., Louisville, Ky.; Ben F. Day, Mgr., Technical Services, Agricultural Nitrogen Institute, Memphis, Term.; F. V. Deal, Personnel & Safety Dir., Kaiser Agricultural Chemicals, Savannah, Ga. Industrial Hygiene Committee--Ed Burk (Chairman), Safety Inspector, Nitrin, Inc, Cordova, III; L. J. Barndt. Safety Dir., Comland Fertilizer Co., Plover, Wis.; W. T. Shelton, Personnel Mgr., Farmers Chemical Assn., Inc., Tyner, Tenn. House and Reception Committee--1Grayson B. Morris (Chairman), Mgr., Production & Construction, Southern States Cooperative, Richmond, Va.; W. T. Shelton, Personnel Mgr., Farmers Chemical Assn., Inc., Tyner, Tenn. Trade Association Committee--William S. Ritnour (Chairman), Secy. & Treas., Na tional Plant Food Institute, Washington, D. C.; Ben F. Day, Mgr. Technical Services, Agricultural Nitrogen Institute, Memphis, Tenn.; Gary D. Meyers, Administrative Asst, National Fertilizer Solutions Assn, Peoria, 111.; Sidney H. Bierly, General Mgr., California Fertilizer Assn., Sacramento, Calif. Fire Protection Committee--Marshall E. Petersen (Chairman), American Mutual In surance Alliance, Chicago, 111.; Lewis G. Hartwjc, Employee Relations Mgr., Hawkeyc Chemical Co., Clinton, Iowa; P. C. Ehrenfried, Loss Prevention Engineer, Interna tional Minerals & Chemical Cprp., Skokie, III,; Mike C. Ellison, Plant Protection & , Safety, Dir., Mississippi Chemical Corp., Yazoo City, Miss. Chaplain--Mike C. Ellison, Plant .Protection & Safety Dir., Mississippi Chemical Corp., Yazoo Gty, Miss. Research Committee--Russell J. Lahut (Chairman), Safety Dir., Vistron Corp., Lima, Ohio; Harold Green, Mgr. Plant Food Production, Cotton Producers Assn., Atlanta, Ga.; Ben F. Day, Mgr. Technical Services, Agricultural Nitrogen' Institute, Memphis, Tenn.; *George H. Mueller, Safety Dir., Agrico Chemical Co., Div. of Continental Oil Co., Memphis, Tenn. ^ Staff Representative--*John Mark, National Safety Council, 425 N. Michigan Ave., Chicago, I1L 60611 *Past General Chairman 47 Order Form 1968 Congress Transactions Quantity Stock Ordered _______Mo. Vo!. No. Title _____ 1-9 10 or Copies more 02138-1 1 General Sessions & Index to all Volumes $ .85 $.65 02138-2 2 Aerospace; Air Transport .85 .65 02138-3 3 Automotive & Machine Shop; Power Press & Forging .85 .65 021384 4 Cement, Quarry & Mineral Aggregates . .50 .45 02138-5 5 Chemical & Fertilizer .85 .65 02138-6 6 Civic Leadership; Church, Women, Youth, Farm .85 .65 022.38-7 7 Coal Mining .85 .65 02138-8 8 Construction; Public Employee .85. .65 02138-9 9 Electrical Equipment .50 .45 02138-10 10 Food & Beverage, Meat Packing, Tanning & Leather Products; Trades & Services .85 .65' 02138-11 11 Glass & Ceramics; Rubber .85 .65 02138-12 12' Industrial Subject Sessions; Associations 1.10 L00 02138-13 13 Labor .85 .65 02138-14 14 Marine .85 .65 02138-15 15 Metals .50 .45 02138-16 16 Mining .85 .65 02138-17 17 Motor Transport; Transit .85 .65 02138-18 18 Occupational Health Nursing .50 .45 02138-19 19 Petroleum .85 .65 02138-20 20 Public Utilities .85 .65 02138-21 21 Pulp & Paper; Printing & Publishing .85 .65 02138-22 22 Railroad 02138^3 23 School & Coliege 02138^4 24 Traffic .50 .45 1.10 1.00 .85 .65 02138-25 25 Wood Products; & Textile .85 .65 02138-26 26 Early Morning Sessions .50 .45 02138-27 27 Public Safety .85 .65 02138-28 28 Home Safety .85 .65 02118 COMPLETE SET OF 28 VOLUMES $13.60 Automatic 20% discount to National Safety Council members; or 10% discount to government agencies. Please enclose check with orders less than $3.00. SHIP TO: Organization ________________ _________ ___ Address ________________ ______________________________ __ ____ City_______________ State Zip Code____ to Attention of _____________ ' BILL TO: Organization ___________________ ' Address________ City' _.;________ ________________ _____ ________ State_Zip Code to Attention of _____________ __________ Customer's Purchase Order Number__________'______________ _ MAIL TO: NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 7C46902 48- PKIKTCD IX O.S.*. 022.38--5 cl Volume 6 NATIONAL SAFETY CONGRESS TRANSACTIONS CIVIC LEADERSHIP NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois .60511 56th NATIONAL SAFETY CONGRESS Papers Delivered in the CIVIC LEADERSHIP SESSIONS CONTENTS RELIGIOUS SESSION The Heart of Safety................................ .............. ..........Ervin D. Canham 5 WOMEN'S SESSIONS s, Rural Homemakers--Yesterday and Today........ .........Loretta V, Covden 8 A Recent Development for Urban Homemakers........Mrs. Asher Yaguda 10 New Directions in Home Economics.. Lydia Johnston and Mary Ruth Swope 12 Host or Friend------Alcohol in the Home................... .. .James Ray Adams 15 JOINT SESSION WITH TRAFFIC SECTION Evaluation of Effects of Educational and Mass Communication Techniques............................ Jack B. Haskins, Ph.D. 1$ Alcohol and Accidents: Public Health Education ............................... Richard E. Marfand, Ph.D. and Eugene L Lehr, P.E. 31 Why Not Teach People to Drink and Drive? ..................... Lamance Quane 34 Adult Education about Alcohol and Safety.. Julian A. Waller, M.D., MJP.H. 37 YOUTH SESSIONS What Is Being Done by the Judicial Judge in Traffic Safety?. Howard R. Hill 40 Home Fire'Safety--A Demonstration.................... ..Floyd Qglesbay 41 Drugs Effect on Safety........................ .................................... John Meyers 45 Members of the Farm Conference, 1968-69............. ........................................ 47 Members of the Conference for Religious Leaders, 1968-69............................. 49 Members of the Women's Conference, 1968-69............................ . 51 Members of the Youth Activities Conference, 1968-69..................................... 54 Other Volumes in the 1968 National Safety Congress Transactions.... .Back Cover 3 PLAN NOW TO ATTEND THE NATIONAL SAFETY CONGRESS OCTOBER 27-31, 19S9 / CONRAD HILTON HOTEL, CHICAGO 1970 The Congress is always a big week, a worthwhile week for the 13,000 safely people who attend. At the '69 Congress you.can meet other safety people, 1971 withthesameproblemsandresponsibilitiesasyourself. You can exchange views and ideas on accident preven tion, health, hyene, and fire prevention... on safety in industry, traffic, school, at home and on the farm* You can see the largest of all safety equipment exhibits 1972 at the Congress... an opportunity foryou to make wellinformed buying-decisions for your company. This four-day educational program, planned and pre sented by the National Safety Council, can be your most thought-provoking, most worthwhile safety expe 1973 rience in 1969. Make plans earlyto attend the 1969Congress and bring the other people in your organization who have safety responsibilities. FUTURE CONGRESS DATES 1969 October 27-30 1970 October 26-29 1971 October 25-28 1972 October 23-26 1973 Oct. 29- Nov. 1 NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVENUE - CHICAGO, ILLINOIS 60611 JOINT CIVIC LEADERSHIP SESSION WITH FARM, Religious, women's and youth conferences THE HEART OF SAFETY- By ERWIN D. CANHAM Editor in Chief, The Christian Science Monitor, Boston, Mass. I am -deeply persuaded that this conference of religious leaders is working at the very heart of the problem of safety. We can and must have laws, rules, and regulations which establish and fenforce safety standards. We can and must maintain pressures, self-imposed as well as imposed from without, to bring about the structural and mechanical conditions which will promote safety. We can improve designs and perfect devices. But everything we do in these and many other areas of safety work will be unavailing unless there is a far deeper awakening in the human heart to the sacredness of human life and our individual responsibility to safeguard it Our attitude toward the sacredness of life is singularly paradoxical. Nowadays, we are quite- ready to spend tens of thousands of dollars to save one human life in a hospital. We will spend similar thousands to prolong or preserve a single human life over years and decades of incapacity. But on the highways, to take the most flagrant of our areas of heedless irrespon sibility, we endanger and we destroy human life with a profligate irresponsibility which through history is only exceeded by the ruth lessness of the most extremg despot toward his luckless slaves aHd subjects. Recently, many of us have renewed and deepened our. sense of shock at the crimes of. our time by reading Robert Conquest's masterful compilation of Stalin's lethal poli cies which led to the death of some thirteen million people^ by political purges and in directly. It is a horrifying figure, comparable only to Hitler's systematic destruction of Jewish lives. But over a similar length of time, an ap palling number of Americans have lost their lives through our collective guilt -- our irresponsibility on the highways. If we add in other preventable deaths by accident, the statistics become even more horrifying. In 1967, deaths by accident in the United States totalled 112,000; happily, a reduction of 1,500 from 1966, but still a horrifying figure. To this total must be added injuries to 10,700,000 people. The money cost of these accidents was no less than' $21,300,000,000. If you project these figures over the quarter century during which Stalin's death toll of thirteen million people was amassed, you will reach a total of nearly three million people killed 'and 267,000,000 people injured. Since our rate has been rising, the actual totals were lower. But unless the remedial measures at which we are working so hard are more effective, the projection of the figures ahead is still more appalling. It can be said :-- however cynically -- that the toll on the highways is part of the price we pay for the motor age, regrettable of course, but compensated by various great advantages. It is true enough that the motor has altered nearly all the conditions of Amer ican life, that some of the alterations are clearly for the better, and that some of the death toll would have been unpreventable without restraints that would have been nearly intolerable. Whatever extenuations may be presented, the fact remains that the price we pay for the advantages of the motor age is far too high. It reflects a heedlessness and an irre sponsibility which can be prevented. And so, we must work much harder than ever to awaken in American thought and emotion the respect for individual human life which will quicken within each of us the inner restraints that could reform our whole highway behavior. The mesmerism which leads us into reck less driving is part of the same mesmerism 5 1968 National Safety Congress which would impose a mass society upon us. We are living at an extreme point in the development of mass regimentation. The industrial revolution, beginning a century and three-quarters ago, led us steadily into this regimentation. Mass production, mass dis tribution, mass communication, mass thinking, all followed. Finally, when the motor age dawned and Henry Ford led the way with a mass-pro duced and mass-marketed inexpensive car, the motorist began to think as a mass man. It was, again, a curious paradox, since pos session and operation of the automobile also fed the ego of the individual, giving him potency beyond his natural strength, evoking something of the centaur in him. In my ob servation of car drivers, I have seen some of the most gentle men turn into some of the most ferocious drivers. Once more, paradox. These considerate, gentle persons need to awaken to their responsibility behind the wheel. Our society needs to be aroused from the mesmeric sleep of mass regimentation. There must.be an awakening to.individual respon sibility. Can we not arouse in the consciences of men a greater degree of consistency to ward the sacredness of human life? A sense of respect for every other person is the basic answer to the evils of a mass society. It is the essence of freedom, on which our nation is based. But we negate it by our customary behavior on the highways. We are untrue to ourselves, as we permit an impersonal recklessness to dominate our decisions. Once more the paradox is evident, since this irresponsibility affects those near est and dearest and most precious to us as well as to the individuals involved "in the other car." A good deal of the present malaise so manifest in the world, especially among young people, is a revolt against the mass regimentation of modem society. We are un likely to change the terms of reference of modem life. It will still be highly efficient to utilize the motor car, to require great high way systems, to operate mass production and mass distribution in order to serve people effectively. But we can change our own attitudes as we take advantage of large scale operations. We can remember that society does not exist in the abstract, but that it is composed of in dividuals, and what is important and sacred about society is not the system but the man -- God's man. I have heard it said that one of the best precepts for safer driving is to assume that every other driver is a congenital idiot This may have some cynical and practical virtue, but is it not also.valuable to know as well as to assume that every other driver is God's precious child, made in His image and like ness, entitled to the fullest respect and con sideration? The emotional state of loudly expressed fury against other drivers, which many of us permit, does no good whatever. It does harm as it sprays the poison of anger over our sense of judgment and restraint There are many other habits and attitudes which are still more lethal. The most famil iar, of course, is drinking. Here, too, a visible lade of consideration for others is central to the problem. Drinking is selfish ness and self-indulgence. Under the mask of sociability, it is profoundly anti-sodaL If we are able to arouse in individuals some sense of the total irresponsibility of tie drinking driver we will have made the greatest pos sible contribution to safety. This kind of awakening can have part of its roots in fear, but fear is not enough. Responsibility must be more positive. It must rest upon a conscious respect for the individual birthright- of others. A basically religious awareness and motivation must be stirred. Another heart-breaking aspect of death on the highways, dosely related to the drinking driver, is the reckless driving of youth. How poignant to all of us are the human tragedies reported every week-end in connection with young people on the high ways. They will not be reached and prevented by prohibitions or external restraints. Young people must realize themselves the folly of suicide and murder, brought about by the mixture of irresponsibility and alcohol. How can we stir a sense of responsibility within young people? Here, again, an aware ness of social obligation is crucial. Young people have often a strong sodal sense. They want to do things together, they are very ready to perform acts of social service, they want to belong and to relate. This sodal sense must emerge as a sense of respect and recognition of the individual significance of every other person. The awakening comes 6 Civic Leadership Session only from within, kindled perhaps by spirit ual truths and analyses which it is our re sponsibility to share. As one whose main roots are in journal ism, I hope I can convey to you a deep re spect for the role and responsibility of the religious'leader. Yon are indeed at die heart of the matter. Yon can help rescue modem mass society from many of its mesmerisms. You can free man from domination by the machine. You can aid man to realize and manifest the dominion over the material universe which is his God-given birthright The problem of safety is so much a prob lem of attitudes, of states of mind. And we can get at and heal a state of mind through spiritual awareness. Merely psychological tinkering is not enough. There is no other real base for a sense of total human respon sibility than the recognition of man's in heritance from God. Religion is of supreme relevance to all our problems today. I congratulate all of you for your concern. You are enlisted in a noble cause and your tools are good, effective, practical tods as well as divinely inspired tools. You and I have great opportunities which we should recognize more fully than ever before, for' the' need and confusion of humankind is greater than ever before. I would say, "More power to you," but that is not true. You already have an in heritance of infinite power. The challenge is to understand it and to use it 7 Womens Sessions to school in another direction by bus, and the family may shop or handle business at another town fifty miles away. In spite of this, proportionally more rural homemakers than city homemakers today are involved, in community affairs. In some rural, counties of Oregon, Idaho, and Wyoming, over half the total county population of families were recently involved in county wide community improvement efforts. With a higher educational level, the rural woman today may be employed away from the home (in the bank, an office, a store, or school). Instead of hoeing the garden and feeding and dressing chickens, she may find she's better paid for her time in the local cannery or ' freezing plant Industry has moved to the country also. We all know, too, that rural areas are being engulfed in megopolis areas (Boswash, Chipitts, Sesan). Commercial production now can out-strip toe efficiency of home production in both dollar returns for time spent and, sometimes, in quality of goods produced. Such commer cial production and work off the farm may offer more or less creative satisfaction for the housewife, but society now shares a lessening of guilt feelings about women working away from the home. Today we understand that the quality of homemaking and the amount of time that women spend in the home are not necessarily synonymous jm Educational programs find the rural woman asking less for skills of home production and more on buymanship, human relations, and communications, and on ways of man aging time (as she divides it among man aging, operating the home, working on a job, and serving in community activities) to make the community a better place to Ixve~ Recent studies among all women find, them telling us that their greatest problem is tune management Our research shows that the homemaker today is still spending as much time at the job of being a homartaker as before, even with her unproved equipment In today's modem farm homes, clothes and bedding are being kept much cleaner. But entirely new problems are being faced in relation to health, sanitation, and health hazards. In earlier days, the kerosene can, the lye can, and a few home medical sup plies were some of the greatest hazards in the home except fire. Today, the farm home may contain 260 or more different chemicals. Problems arise about when to mix or not mix them, when to store or dispose of them. From Ihe hand powered clothes wringer and egg beater, we have moved to a multi plicity of powered equipment which add hazards, for rural homes today, like the city homes, are equipped with powered equip ment of all- lands. However, many rural homes were never adequately wired for all tiie equipment that is operating there. With the advent of rural electricity about 25 years ago, old homes were wired for a limited use of home equipment (often, a stove and refrigerator received special wiring) and it was anticipated that only a radio, iron, and electric lights would be used. Few thought that the average family in the country today might be "turned on" at a stove, refrigera tor, deep freeze, water pump, washer and dryer, television set, and hair dryer, all at the same time. Improper electric wiring may be replacing the overheated stove as a source of danger in rural America today. Scientific knowledge has advanced a great deal in understanding of human relations. Mrs. Rural Homemaker is aware of this and is concerned with being "in the know" on how to conduct effective committee work, how to get along with her married partner, how she can do a better job of helping her children develop to their greatest potential. She is more aware of the importance of experiences children have in their formative years and their bearing on her children's personality, their physiol and mental capa bilities, and their eventual chances of success or failure. 9 WOMEN'S SESSIONS RURAL HOMEMAKERS--YESTERDAY AND TODAY By LORETTA V. COWDEN Program Leader, Dhr. of Home Economies, Federal Extension Service, Washington, D. Cl Margaret Mead has said that perhaps the simply because a ten mile trip to town by greatest change that has taken place in the horse and buggy was not easy for mothers world recently has been the rapidity with with small children. Many isolated Montana which we change. We all know that there wives got to town only two or three times is a multiplicity of outside influences affect a year. They used the mail order catalogs ing rural hemes, as well as those in the city. to buy fte yard goods from which they pro Most o you are aware of these influences, duced clothing at home. The family was not but perhaps reviewing some pertinent ones only a producer of .goods but also of its will help us centralize our thinking. own recreation. Families read together, The influences we will focus ou are: iso lation, mobility, community influence, educa tional level, and national orientation and population balance. Isolation. played checkers, or simply worked together in the hand labor required to produce goods. By contrast, in some respects today's mod(.cm farm arid borne equipment isolates the family members from each other, leaving less for families to do together. With today's mechanization and vastly im proved highways, transportation, and com munication media (such as the radio, tele vision, and rural telephones) rural families are no longer isolated. Gusty winds of mod em communications bring the world into the home and in effect have blown fHRMUpe walls around the family. H In addition to disadvantages of location, often the early day farm families were less advantaged because of lower incomes. How ever, they did not feel it as much, because their neighbors were in the same situation. They were not affected by the outside world of radio and television, constantly motivating them to want a multiplicity of other goods Some of you can picture the farmstead of and services. Today's rural family is much SO years ago--before mechanized equipment the same as the city family, except there is for travel, before radio, before television still a higher proportion of low income in (although a very few had telephones and some areas; more elderly in rural neighbor running water). There was no electricity or hoods, as younger people move to cities and good roads to reach the small rural towns, more elderly' tend to stay in same rural scattered 10 or 12 miles apart, until much areas and, by geography, for some a short later. The farm family in those early days age of community facilities such as medical had to be pretty self sufficient They pro services and are facilities. duced most of their own food, they produced their own fuel for horsepower transporta tion. The food, of course, was prepared from the raw state and preserved for the winter months. Ranchers (in Montana, where I came from), stocked up such items as flour, coffee, sugar, kerosene, and lye for six months' needs- This, home food production included butchering, canning or curing their own meats, making their own cheese and butter, growing and storing their own vege tables and fruits. Because of? Emits of transportation, fam ilies used to socialize mostly with dose neighbors. They learned to get along with their neighbors and developed an interde pendence with them. Today this is less evi dent, and it takes a concentrated effort to get people together to plan for and develop the community services that will make the rural community a better place in which to live. This breakdown of community connec tions often spreads out to several com munities, with a greater diversity for various It was not uncommon for the farmer to family member's interests. A family may go do most of the shopping for the family. in one direction to church, the children go a 3968 National Safety Congress A RECENT DEVELOPMENT FOR URBAN HOMEMAKERS By MRS. ASHER YAGUDA President, National Council for Homemaker Services, Inc, New .York, N. Y. In oar mobile, urbanized society, families often live many miles from relatives and close friends. What happens to them in times of crisis? Too often, children are uprooted from their homes and cared for elsewhere; die chronically ill, the handicapped, and the elderly must seek refuge in institutions. But it need not be this way. The help once provided by relatives can be given today by a homemaker-home health aide. A home maker is a "homesaver"--a mature, under standing, and professionally supervised woman who likes people and is trained and experienced in looking after children, man aging a household, and giving personal care to the ill andjaged. " Homemaker services are built on- several premisesfcamong them, that die family is important^n our society, and that community life is strengthened when home life is strengthened. This means that those of us who carry responsibility for provision of tihe service are committed to working closely together to benefit those families who are in need. Homemaker service is not a new service-- actually, it is forty-five years old in this country. It is interesting to note that the service grew in ten year leaps. Beginning in 1903, Family Service Association for the improvement of conditions of die poor in New York Qty supplemented nurse's serv ices by "lifting temporarily the simple every day domestic burdens from sick mothers." Ten years later, in 1913, the work of the visiting housekeepers in Detroit was started by the Advisory Commit of the Associ ated Charities. In 1923, til Jewish Welfare Society of Philadelphia recognized the need for a staff of "motherly women" to act as housekeepers in homes where the mothers were temporarily. incapacitated. This pro gram was considered to be the first organ ized homemaker service in this country. The first national conference on supervised homemaker sendee was called in 1937 by the Children's Bureau. This conference led di- reedy to the establishment of a national committee made up of a group of profes sionals, largely from the social welfare field, active in programs for children. For many years, on a voluntary basis, they helped local agencies establish services and, in gen eral, became the "guardians" of this useful service. There were those who recognized (in the early '50s) that the majority of referrals for homemaker service were bong made be cause of family illness, regardless of agency Sponsorship--whether health or social wel fare based. Over the country it then de veloped rationally that die training of the homemaker and her supervision ware more closely geared to the health seeds of die patient Even though the focus was on keep ing the household running, personal needs of die patient could not be and were not ignored. With the addition of the medical dimension, the service took another leap forward. This trend started in New Jersey when that state, the first in the nation, passed a chronic illness control law which called for the establishment of homemaker services for all of its people. In 1963, the National Council for Home maker Services was established with the support and sponsorship of 29 national vol untary health and welfare organizations and . eight governmental bureaus. It performs fix major functions: 1. Encourages and guides communities in organizing and extending homemaker programs. 2. Provides a central source of information for its member agencies and other or ganizations. 3. Promotes understanding of the values of the service. 4. Promotes development of standards. 5. Publishes reports and distributes educa tional and promotional materials. 6. Sponsors conferences and seminars. To achieve its goals, the National Council works with many groups. It is supported by 10 Womeds Sessions membership dues and grants made by private and public groups. Many grants are given for specific purposes; for example, the prep aration, printing, and distribution of a guide for a training program for homemaker-home health aides funded by the Office of Educa tion, HEW, which, parenthetically, contains a section on "Home Accident Prevention." Less than five years ago, when the Na tional Council was established, there were 300 homemaker programs in 44 states. To day, there are more than 900 such programs, an increase of more than 200 per cent These services are now operating in all fifty states, the District of Colombia, and Puerto Rica The total of homemaker-home health aides has increased 160 per cent in the same time. We have 12,000, and we need 200,000. You will note that we have switched from using the simple term "homemaker" to "home-health aide." It was the passage and implementation of the Medicare law which brought about the change in- terminology. Instead of using the familiar term "homemaker," Congress decreed that the -worker who would be subsidized under Medicare would be called "home health aide." This tended to dichotomize the field and, in the beginning, seemed to spark off attempts to create differences in training, supervision, and salary. The National Council assumed a strong stance of "one worker--one activ ity*" and reaffirmed the principle set forth in standards for homemaker-home health aide service that the term "homemaker-home health aide is generic, denoting a worker whose function it is to maintain and safe guard family fife in a home disrupted by illness or other crisis." Although the Medicare law is somewhat responsible for our growth, it is by no means totally responsible. Much of the forging ahead is due to the many new uses of home maker service. Among the most timely, the most useful, is the prevention of family breakdown by upgrading family life. Al though not entirely an urban problem, the disadvantaged city family is more in the spotlight than the disadvantaged rural fam ily. . With the exception of specific areas . like Appalachia, families living in rural sub standard dwellings, suffering from malnutri tion in the midst of plenty, lacking the incentive for education, repeating the family poverty cycle, have not as yet evoked either the public attention or the empathy demon strated for their city cousins. This is the year all of ns will long remember. We have seen the improbable, and sometimes the impossible, happen. We have seen unbelievable violence and tragedy--and we have seen a rebirth of hope. It has been a time of confusion. The ultimate goal of every agency work ing. in the social welfare and health fields is the prevention of physical and social Sis. Yet, the charge id made that we are all so busy striving to cure the symptoms that we have neither the time nor the money to Spend on correcting the bask illnesses. We are seeing to it that the homemakerhome health aide services need not plead guilty to that charge. We have in oar hands a direct and extremely effective means of reaching out to the most disadvantaged families in our communities. We have , a service equipped to help them mobilize their resources and strengthen their resistance to the.pressures that threaten to destroy them. Our service is designed to assist all fam ilies, whatever their social or economic status. But perhaps our greatest possible challenge--or at least one of them--lies in finding the best possible ways of making the service available to those in greatest need. Today, a strong case is bring made for provision of more protective sendees for children. This is an area in which there are limitless opportunities to ( do a significant job of prevention. If a homemaker can help to create the kind of environment that will give these children a sense of security, of self-worth, then she can help to prevent the development of feelings ofi hopelessness and despair and isolation that', push them into delinquency. A great majority of our agencies are seasoned experts in training. We have much to contribute to the training of mothers who really do not know the basic rudiments of housekeeping. Among this group are many mothers on the welfare rolls (AFDC). We must be aware of double objectives. Through training, we have helped the mothers become employable as homemaker-home health aides; and at the same time, we are helping them to acquire skills they need to do a far better job of household management and child care. 11 1968 National Safety Congress The basic course of instruction as devel oped m the National Coundl's training man ual is the vehicle through which all home maker service training may be accomplished. There is always more time for follow-up in specialty training. As we have observed in working with AFDC mothers, they much prefer, and react infinitely better if they are in classes with other community homemaker trainees. There is no need to segregate these welfare clients in training. This upgrading family life may be considered a cure, but it is also prevention against continuation of generation after generation of "welfare families." Prevention is, necessarily, a long range objective--otherwise, we are simply treading water in a sea of social ills. But, at this pointy we cannot afford the luxury of con centrating on prevention alone. We are. committed to help families caught in emer gency situations. This is the purpose 'for which this service was founded. It is not a question of either-or. It is a question of both. We will continue to assist families in riding out a crisis without losing their foot ing and, at the same time, we will seek to identify and correct basic causes of the elements which undermine family life. Homemaker-home health aide service is indispensable to communities having well- planned, sensible, coordinated services. Its uses are legion. Our critical national prob lems have their roots in cities and towns and villages across the country where we are at work. Our social scientists tell us that underlying many of these problems is the instability of the family. In this area we pledge ourselves to our greatest effort . NEW DIRECTIONS IN HOME ECONOMICS By LYDIA JOHNSTON Chairman, Dept of Home Economics, Western Illinois University, Macomb, HL and MARY RUTH SWOPE Chairman, Dept of Home Economics, Eastern Illinois University, Charleston, HL Today's Extension Service has decided to focus on modem homemaker problems as follows: 1. Family Stability--helping families un derstand that what happens to a child in early years of life can vitally affect his personality, self feelings, relationships with others, and his success or failure in life. 2. Health--with more emphasis on nu trition, and understanding home care in nursing and facing up to emergencies. 3. Housing--to meet safety needs, planned for this "turned on" power available for home use, with time and satisfactions to meet needs. 4. Consumer Education--all homemakers should know how to choose, know what is done for his protection by government, what needs to be provided by the public and what he can do. to affect what s available to choose. 5. Community Development -- Here is where the rural as well as the urban woman actively participates in influencing the world around her. The Federal Extension Service has, in almost every county in the United States, a Home Economist who works in an Adult Education Program of the five areas listed above. There are over one million women (many rural, but not all) who are actively involved in these five program areas through Extension Homemaker Clubs. They are actively participating in highway safety pro grams, promoting acceptance of the 12 stand ards, and carrying out community projects of getting the slow moving vehicle signs used, getting pesticides, chemicals, and medi cines handled correctly. In addition to these one million women, the Extension Service is making the program available to about eight million, women and are not just work ing with the rural women. 12 1968 National Safety Congress income will be $25,000. (In the year 2000 AD). Miss Johnston: And what all tins means is that there will be no more need for tra ditional courses in foods and clothing.- Miss Swope: No, instead them will be: paper dishes; prepared foods; scientifically prepared for nntriiional soundness and delegated for use by the home computer; paper dresses; yet, a ranch greater need for family relations and child development knowledge because of the problems of confined living in clustered cities. Well need all the diplomacy and grace we can acquire to live sanely in a crowded society. Miss Johnston: And it will be crowded, with 90 per cent of us-in America living in the cities or suburban areas. Miss Swope: in the home; die computer will be boss-planning car lunches, telling us when and what to eat Miss Johnston: Yes! It will estimate the amount of exercise we need to balance our food Intake. And, if you order a cheese burger and french fries and milkshake, and the computer says, "No, you most have broth.. Miss Swope: -Then's when the safety factor comes in, as you hurt your fist or your big toe fay trying to bash in the computer.- Miss Johnston: These will be new ways of packaging foods, new convenience items, packages that themselves are edible when melted. Miss Swope: An accelerated pace of living-- and such acceleration often leads to safety hazards. Miss Johnston: An uncertain future, an un known future--yes, all these. Miss Swope: Our physical, mental, soda!, emotional environment will be different Miss Johnston: Ours will be a world of mass production, automation, research and, finis, our industrial-technical environment will change Atomic energy will be used much more so than today, in dramatic ways unthought of today. Miss Swope: Electronic devices will speed money transactions to mere fractions of seconds. Our whole economic, educational, cultural way of life will change Miss Johnston: Then, there will lie more affluence, more leisure time for recreation. Miss Swope: Intercontinental travel will be commonplace and exceedingly rapid--al most beyond belief. Miss &mston: Yet, in the future, there will still Be marriage and family--the marry ing and the giving in marriage. But fam ilies in the future mil be smaller, even more completely consuming units. Miss Swope: They'll also be more demo cratic, affectional, companionable, adapt able, versatile. Miss Johnston: Perhaps more concerned with the aesthetics of homemaking, more person-centered, more self-directing, inter nal directed, yet more concerned with events of the entire world. Miss Swope: Yes, the surface of things will inevitably change. But the same sure val ues of today will live on into tomorrow. The thread of honesty, beauty, truth, jus tice, love of one's fellowman will ran true then, as now. Miss Johnston: Religious observances may change, but shall not cease. The impor tant things that money cannot buy shall last, and endure. Miss Swope: New directions in home eco nomics? The new directions are limited only by our virion in seeing down the road of the future. Miss Johnston: But one thing is sure. We have the faith and hope that Home Eco nomics has the flexibility and adaptability to endure, for it is so much needed to be one of the positive building forces, buoying up and strengthening the homes and fam ilies yet to come. 14 Womens Sessions HOST OR FRIEND--ALOH01 N THE HOME By JAMES RAY ADAMS Safety Research and Education Project, Teachers CoHege, Columbia University. New York; N. Y. Drinking Is a custom of long tradition and immense soda! significance. The advent of the modern traffic system in America, in which almost everyone drives his own auto mobile, has combined with our drinking customs to make a mixture with tragic potential. This paper will present the view that the drinking driving problem has come about through the evolutionary confluence of independent soda! practices--drinking and driving, and the resultant accident toll can he ameliorated through effort by a commu nity to supplant certain drinking traditions with alternative and equally strong concerns. The history, of alcoholic beverages goes bade to the beginnings of agriculture, and anthropologists who have studied the prac tice have noted that among primitive people, drinking increases in proportion to their anxiety. Students of the practice in modem society see similar motives--to reduce tendon and anxiety, to buttress self-regard, to open the gates of pleasure, to relax the inhibitions of fear and guilt, to blend easily and effort lessly into soda! gatherings. Social sdentists see ours as a sodety rife with group conflicts and antagonisms. A competitive economy, job specialization that leads to ignorance of each man about his fellows, legacies of religious, racial and ethnic hostilities, all result in a segmented, stratified sodety. Here is fertile ground for mistrust, alienation and even enmities. In a sodety so fractionated, the strongest bond holding contrary groups together is recreation. Fox and Lyon1 have commented on tins: Here is our chief common ground. And here; chiefly, is why the consumption of recreation has become so important in our frightening complex sodety. We consume recreation in great gobs: television, the movies, radio, professional and amateur spects, card games, gambling of all kinds, And, as like as not, we wash the gobs down with alcoholic beverages. Consider how important an adjunct to the country dub is the nineteenth hole; consider how remunerative a business is the catering at professional baseball games or at race tracks; consider the cocktail party; conrider how routine is the serving of alco holic beverages to friends who drop in of an everting to watch television. The two are associated: alcohol and recreation. Alcohol is the solvent that enables the wheels of our recreational life to turn smoothly. Alcohol Involvement m Traffic Accidents Borkeustem* and his associates have re cently completed one of the most thorough going of the studies in tins area. They meas ured the Mood alcohol levels of accident involved drivers plus a control group ex posed to comparable IBdfliood of being in volved. This comparability of exposure to aeddent hazards was achieved by taking control samples at the same time and at the same location as the aeddent that occurred at a given place. Data from this study are abstracted in the table: DISTHIStmON or AXCOHOL ZJrem classes Blood Moohol Lewi Cognrotruopl 0.00% $M% 0M% 0.60-0.00% $JS% percent S3 103 0.58 0.73 &28 Aeddent group percent 8S 110 H7! ISO 8J9 It is dear from these data that blood alcohol levels over 0.04 per cent are definitely associated with increasedaeddent involve ment Aeddent involvement shows marked increase at alcohol levels over 0.08 per cent, and Borldenstein estimates that "When the 0-15 per cent alcohol levd is reached, the probability of causmg an* accident is in creased to more than 25 times." Scmoe *Eoth Fox and P. lyoa, AloohaMsm, its Scope, Cause and Treatment (New York: Bandom House, 3368). *R. F. BoricensWn, XL T. Crowthsr, B. P. Schumate, "W. B. ZUi and B. SSytaum, The Bole ofthe Drin^na Drteer to TrSfite Aeet- dents (Bloomington: Department of Police Administration, Indiana university, 1981}: 1968 National Safety Congress McFarland and Moore1 have stated that "The official estimates in previous years were that alcohol was causally related to no more than S to 10 per cent of fatal accidents. This estimate now has to be revised on the basis of. the recent studies. In general, the recent evidence suggests that alcohol- is causally related to about SO per cent of ratal accidents in the United States/' The study by Haddon and Bradess5 of fatal accidents in Westchester County, New York, is evidence on this point They took postmortem blood alcohol levels of a group of 83 drivers involved in one-car fatal acci dents. They report: "Forty-nine per cent of the 83 were found to have blood alcohol levels at death 'of 0.15 per cent or more, while those of an additional 20 per cent fell between 0.05 and 0.15 per cent" By the standard of 0.05 per cent, based on Borkenstein's study above, it is evident that two out of every three drivers in those one-car accidents were intoxicated. The Role of the Host One crucial aspect of the social drinking tradition ' which may be subject to change is the role of the host Perhaps the'most fervent activity of a host is the encouraging of drinking by his guest (the role of *host' includes the hostess, and the informal leader ship function of the person who assumes the host role in an informal group). Cisin4 has written of this: The guest who does^not drink is somewhat out of place at many parties; he is just not a part of the social group. The proper guest cooperates in making it easy for the host to play his defined role: that of press ing drinks upon his guests. The party host who tries to minimize his guest's drinking is regarded as stingy and runs the risk of becoming the target of gossip. The correct host stages a kind of alcoholic potlatch, making sure that everyone has a glass and that no glass is permitted to remain empty. It is reasonable to assume that this^flditional role is a significant element nr the sequence of drinking-driving-accident. Even the driver who sincerely wants to remain sober, is put into a conflict between his need to restrict his drinking and his desire to be cooperative and responsive to the friendly, well-meant overtures of his host Accident Prevention through Redefinition of the Role of the Host A person is most likely to change his behavior when he perceives both an un favorable effect of his present behavior and a feasible alternative to which he can change. Many people are not happy about playing the host role as described. The steadily increas ing toll of accidents by drinking drivers is weighing heavily on the consciences of peo ple who are rational enough to accept un pleasant realities. Already many of stronger personality will not encourage drinking by their guests who are driving. They recognize and follow another tradition, a tradition as ancient and honored as the tradition of the host,, and one which may be encouraged as the' alternative of the tradition of the host as drink-provider. It is the tradition of brotherhood--the con cern of a friend for the well-being of his friend. Might we not achieve something if we could make this tradition the predominant social custom, replacing the custom of the host as a drink provider? Might we not help in reducing the toll of driving while intoxicated by a deliberate effort to re-define the role of the host as primarily that of a concerned friend, and secondarily that of- a drink-provider. A theme for this effort could be: First a Friend... then a Host. A. McFarland and R. C. Moore, "Human Factors Sn Highway Safety: A Review and Evaluation," New England Journal of Medicine (April, 1957). *W. Haddon, Jr. and Victoria A Bradess, Alcohol in the Single Vehicle Fatal Accident: The Experience of Westchester County, New York (New York: Driver Research Center, New York State Department of Health, 1958). Mimeographed. * H. Cisin, "Social Psychological factors in Drinking-Driving," In B. H. Wax and J. H. Fox (Eds.). Alcohol and Traffic Safety (Be thesda, Maryland: National Institutes of Health, 1963). This theme could be associated with the intention on the part of one who is a host that he will not encourage drinking on the part of his guests who are driving automo biles. The open affirmation of this theme by the influential citizens of" a community could do much to; establish the primacy of brother hood as a standard for one's conduct as a host There should be no implication that a host attempt to "reform'' his guests, or that he 16 *>S take initiative to discourage drinking on their part It is implied only that the host provide non-alcoholic beverages and refrain from encouraging the drinking o'alcoholic beverages by those who are driving. The theme could be associated with a simple symbol through communication channels of the community. The host could indicate his affirmation of the standard By prior display of the symbol (as on a bumper sticker, cock tail napkins, match book covers, etc.), and Womens Sessions so communicate unobtrusively his concern for his guest's safe trip home. Civilizaribn has progressed- to the point that man need not accept with passive awe every custom or tradition which happens to prevail in his culture. Culture should be made to serve man, not man to serve culture. Can we not set about to rationally define our social ways so that they will conform to our most vital concern for our friends-- that they should stay alive? 17 JOINT SESSION WITH TRAFFIC CONFERENCE EVALUATION OF EFFECTS OF EDUCATIONAL AND MASS COMMUNICATION TECHNIQUES By JACK B. HASKINS, PhJD. Prot, Newhouse Communications Center, Syracuse Univ., Syracuse, N. Y. An intensive search of published literature was conducted to determine what is known about the effects of mass communication on drinking/driving in particular and safely in general. The results of that search may be sum marized as follows: 1. There has been relatively little research of any kind on the effects of the numerous campaigns that have been conducted. 2. The British have put more emphasis on such research than the United States. 3. Because of inadequate research design, one cannot be confident of the results ob tained in most published studies. The princi pal flaw in campaign evaluation studies has been the reliance on before-and-after re search designs with no control group, and an unfounded faith in the power of post hoc statistical analysis. In message pre-testing, the principal flaw has been unrealistic lab oratory environments and, the use of verbal measures of effect 4. The principal conclusion is that no one knows whether previous communications campaigns on traffic safety and drinking/ driving have 'had any effect or not (though many have strong beliefs about success or failure). 5. Some examples of good research stud ies whose methods or findings can serve as useful models for the future are: (a) For -pro-testing messages: "The Effects of a `Fear-Arousing' Safe ty Film on Physiological, Alti tudinal and Behavioral Measures." Beach (1966).TM (b) For pilot-testing campaigns: "An Experiment on the Effect of Spe cially Designed Safety Posters." Laner and Sell (I960).TM (c) For campaign evaluation: None available in field of traffic safety or drinking/driving. Otherwise, see Gosnell so,. Hartmann **, Spector, et al 40, and Haskins **. 6. Both campaign producers and re searchers find a morbid fascination in fear some, scary, threatening, gory, anxiety-pro ducing themes for communication and education safety campaigns. This despite almost overwhehning.evidence that such themes have, at best, no effect and, at worst, have a negative effect aggravating the very conditions they arc designed to reduce. An article fay MalfettP8 and individual studies in this report, as well as in another review of evidence to be produced separately, bear this out Campaigns With No Research A great deal of money and effort has gone into -various safety campaigns. On only a handful of these has any research at all been done, either to pretest die messages before release or to evaluate the campaign in opera tion. It is of little use to look at and analyze subjectively the various non-researched cam paigns, except possibly as a source of alter native ideas to be tested for subsequent rampatgnrwy, The dimensions of the "campaign with no research'* problem may perhaps be illustrated with an example. Starring in 196S, the Advertising Council pot together the "Buckle Up for Safety" and "Watch Out for the Other Guy" cam paigns. As of October 1966, it -was estimated that over $40,000,000 in advertising space, plus an unknown amount of creative and administrative effort, had been devoted to fins campaign -- in TV, radio, posters, magazines, and newspapers*1. Yet, according to published reports, no systematic research on the effects of tins campaign has been done and no one wiMhrer knew its effects, if any. Instead, one deduced to speculation such as this: It may even have done what it was supposed to do--help stop accidents ... the death toll... turned slightly down ward in 1965, the first year of this campaign. However, we all recognize that a dozen different factors arc involved in the accident equation--and arc'chilled by the fact that the 18 Womats Sessions statistics thus far for 1966 do ndt look bright"'*2. Or take the case of the British campaign of 1964, aimed at reducing drinking/ driving accidents over the Christmas season. The fiveweek campaign cost over $1 million. Some research was done, as will be seen in later sections of this report, yet the success of the campaign remains in doubt because the re search was inadequate. Many other such case studies could be reported. The point is that a very small imrf^fcent^ relatively speaking, in properly-designaf^P search will- pay big dividends in determining the effectiveness of such campaigns and drawing conclusions for future communica tions activities. Types of Research on Communication Campaigns Communications research of various kinds may be employed at various stages during the development and life of a campaign. It can range all the way from research into the early stages of idea development, to evaluation of the effects achieved by a whole campaign. Some of these research phases that may be involved, arranged on a chronological basis, are message development, including pretesting of messages, and pilot-testing of messages in media; and campaign evaluation, including post-testing of messages in media, and campaign evaluation of everall effort The research efforts fall onto a chrono logical continuum which more and more closely approximates the achievement of the full effort in the real world, as time pro gresses. For convenience, segments of the continuum of research effort may be labelled as: pre-testing, pilot testing; post-testing, and campaign evaluation. Pre-testing. A more precise, though more cumbersome, term for this phase of com munications research is "pre-appearance testing." It is preliminary message develop ment research employed before a campaign goes into operation to test and predict the effects of alternative messages and treat ments. Such small-scale research helps to identify good approaches, to eliminate poor approaches, to diagnose and modify message weaknesses, to experiment with previously untried possibilities, all before a campaign actually goes into operation. In advertising, such measurement is called "copy research" and "creative research." It can be employed at many stages of message development -- testing of themes (concepts, ideas, proposi tions, etc.), parts of messages (headlines, illustrations, layout, etc.), complete messages in rough form, or complete messages in fin ished form. Pilot-testing. Ibis is a form of pre-ap pearance testing conducted in a more realistic manner than pre-testing per se, but still con ducted before a full-scale campaign gets underway. It is intended to more closely approximate the effects that would be achieved in the real world, but on a smaller scale. In advertising, such tests may be con ducted in a single city before embarking on a national campaign, or in a single "pre dictor" magazine before insertion into a fall schedule of magazines -- with appropriate concurrent measurement, of course. There are varying levels of pilot testing, shading into pretesting on one end of die continuum and into campaign evaluation on the other. Post-testing. This might be more appro priately labelled "post-appearance testing." It usually measures particular sorts of effects achieved from messages in a real-life cam paign; for example, readership figures on newspaper articles and advertisements, the size of television and radio audiences, and so on. Post-testing reveals certain effects of particular individual messages in particular media, as contrasted with campaign evalua tion which measures the overall effect with out distinguishing the contribution of individ ual components. Campaign Evaluation. This is research to measure the actual effects achieved in a full scale real-life ongoing communications cam paign. While m a lengthy campaign it is sometimes possible to modify and make changes if early campaign evaluation shows the need, usually all the campaign decisions have been made and locked in by the time such effects are known. - Previous Communications Research on DrinkingIDriving and Safety Campaigns An attempt has been made to locate and evaluate as mam' published studies as pos sible. Ah initial observation is that the amount of published research on previous drinking/driving and safety communications campaigns is pitifully small. Hundreds-- even thousands---of communications research 1968 National Safety Congress studies on other topics are reported in the published literature. .This report deals only with drinking/driving and safety communi cations research. Pre-testing and Pilot Testing Studies Because' of the small number of studies, and the difficulty in precise categorization, previous pre-tests and pilot tests are grouped together here. Pre-test No. L "An Experimental Study of Traffic Safety Films, the Factors In volved hr Determining Driver Behavior, and the Predictive Effects of a Behavioral Change Analysis." (McAshan).29 This doc toral dissertation described a laboratory test of a film "Driving at Night" With college undergraduates as the subjects, divided into test and control groups, the effects of one showing of the film on verbally reported attitudes and knowledge were measured. 1. Conclusion: '"The film had a favorable effect on knowledge about night-driving practices, but had no effect on attitudes. 2. Study Design. Research Environment: Laboratory, non-realistic Design: Controlled experiment, measnrement/after only, test and control groups. 3. Comment: Effects of this film in the real world are indeterminate from tins , study because of: forced nature of ex posure in the laboratory situation; the atypical sample of subjects; only one exposure to the message; the use of unvalidated verbal measures of effect. As in many other studies,' knowledgegain is unrelated to attitude change, and relationship to actual behavioral change is unknown. Pre-test No. 2. "Effects of Fear-Arousing Communications on Driving Safety Attitudes and Driving' Behavior." (Moore) .30 This doctoral dissertation described a laboratory experiment on the relative effects of "good driving practice" Sims employing three levels of fear-arousal. College students were used as subjects, randomly divided into three test and one control group. The effects of one' film showing on verbally reported attitudes and on simulated driving behavior were measured. 1. Conclusion: None of the three differ ent fear-level films had any effect on either attitudes or behavior. 2. Study Design. Research Environment: Laboratory, non-realistic Design: Controlled experiment meas urement before-aiid-atter, test and con trol groups. 3. Comment. This study is superior to the previous case because of the use of a behavioral measure of effects. But the effects of these films in the real world are indeterminate for the same reasons as in the previous case Pre-test No. 3. "Psychological Analysis of Anti-Accident Posters." (Undeutsch).4* The original report of this foreign study was unavailable. The abstract indicates that tachistoscopic perception tests of anti-acci dent posters were conducted in a laboratory situation. 1. Conclusion: ". . . many posters are ineffective . . . the structural require ments that safety posters must'meet are stressed." ` 2. Study Design. Research Environment; Laboratory, non-realistic Design: Nan-experimental, ample com parison of results from different post ers. , 3. Comment: The validity of tachisto~ scopic measures -- Le., relationship to behavioral effects -- is unknown. How ever, the method may have some ad vantages over conventional questionand-answer measurement procedures, due to a lessened danger of reactivity of the measurement Pilot Test No. 1. "The Effect of a Tear- Arousing* Safety Film on Physiological, Attitudinal and Behavioral Measures: A Pilot Study." (Beach).10 Measures of physiological responses, verbal responses, and behavior were made to determine the relative effec tiveness of high-threat and. low-threat safety films designed to promote seat belts. A group, of 48 adult students and engineering workers were randomly assigned to two group?; one group saw the "Safety Through Seat Belts" film with a high-fear gory insert, the other group saw the same film with a non-fearful S i insert Verbal measures of attitudes were obtained before and after showing, physio logical responses (heart rate and skin con ductance) were measured during the show, and actual purchase of seat belts was deter mined some time after showing. 1. Conclusion: The low-threat film was more effective in creating intentions to install seat belts, and, strangely enough, in affecting heart rate Heir effects were equal on skin resistance measures. Regarding actual installation of seat belts some time later, there was no significant difference between the two films, though there was a tendency for the high-threat film to be more effec tive. 2. Study Design. Research Environment: Laboratory, non-realistic. Design: Experiment, with two treat ment groups but no control group to measure absolute effects; use of verbal, physiological, and behavioral measures. 3. Comment: An excellent, laboratory study, mainly by virtue of the experi mental' design and the use of non-re active physiological and behavioral measures. Conclusions are limited by the small sample and by some initial (before treatment) differences between the two treatment groups. Replication with larger groups very desirable meth odologically. Determining relationship between various kinds of measures de sirable. ^ Pilot Test No. 2. "An Experiment on the Effect of Specially Designed Safety Posters." (Laner and Sell).18 This British study closely approximates a campaign evaluation, except that it was conducted using a limited group of locations and therefore must be classified as a pilot test Posters were de signed to get workers in steel plants to hook up heavy steel slings when not in use. In some plants, three posters were on display, in others only one at .a time (though changed at two-week intervals), in others no posters were displayed. Unobtrusive behavioral meas ures were used to measure effects (actual counting of "safe" and "unsafe" instances while plants were in operation). Womens Sessions 1. Conclusion: The posters had a signifi cant beneficial effect on safety practices within steel plants. 2. Study Design. Research Environment: Field, realistic. Design: Controlled experiment, meas urement before-and-after, test and con trol groups, unobtrusive behavioral measurement 3. Comment: This is an excellent piece of research in every respect The posters were specifically designed to accomplish a specific, objective among specific target audiences. An experi mental design, with control group, en abled determination of cause and effect Unobtrusive measurement was em ployed. Actual behavior rather than verbal response was used as the de pendent variable. Hie study was con ducted in a real life situation rather than in a laboratory situation. Pilot Test No. 3. "The Ministry of Trans port's Leaflet on Drinking and Driving". (Sheppard and Colbome).38 An eight-page leaflet advocating the theme "Don't drink and drive" was distributed to those persons who ^requested it as one element of the British 1964 drinking/driving campaign. A mail questionnaire was later distributed to requesters get their impressions of the brochure's effectiveness; comparison was made with a group of non-requesters. 1. Conclusion: . . this leaflet had no observable effect" 2. Study Design. Research Environment: Field. Design: Non-experimental; one-shot descriptive survey of non-random selfselected respondents., 3. Comment: No conclusions about effec tiveness are justified because of inade quacy. of the research methods used. Other studies have^own that audience impressions of effectiveness are unre lated to actual effectiveness. In addition, this study reveals nothing because of: self-selected nature of audience under study; use of verbal response; no con trol group to determine effects from other influences; etc. Not even a good descriptive study. 21 1968 National Safety Congress Pilot Test No. 4. "The Film `Road Deaths bal measures of effect, no control group, --Xmas 1963'." (Sheppard and Colborae).87 etc. However, test may have some diag This was a pilot test of a "don't drink and nostic value for improvement of film drive" film, one element of the British 1964 content; although impressionistic reports drinking/driving campaign. A self-selected on film segments are of dubious valid audience at a public event saw one showing ity. of the film. Measurement consisted of a questionnaire after the showing to determine factual recall of content and impressions of the content Pilot Test No. 6. "Results of Street Inter views on Drinking and Driving Pay-off Lines." (Anonymous).6 A modest "portfolio" study to test possible negative reactions to 1. Conform: "Even alter seeing a the slogan expressed in anti-drinking/driving lengthy and what one would expect to- ' ads was conducted prior to the British 1967 be a convincing film ... quite a large campaign. The same advertisement was made proportion . .. still think it is safe to up in four different versions varying only in drink larger quantities of alcohol before the slogan expressed as 'the "pay-off" line. driving than the BMA safe level" Each of the four versions was exposed to an 2. Study Design. Research Environment: Semi-realistic. Design: Non-experimentai; measure- equal number of drivers for a few seconds, in individual interviews, then two short questions on meaning were asked. ment/after only, no control group. De scriptive and correlational data only. 3. Comment: No conclusions about effec . 1. Conclusion: The expected negative re actions were not as apparent in one version as in others. tiveness of this film can be drawn be 2. Study Design. cause of inadequacy of the research design: biased sample of subjects; lab oratory situation; use of verba! reports for measurement; lack of control group, etc. Research Environment: Field, semirealistic. Design: . Quasi-experiment; measure ment/after only with test and control groups. Pilot Test No. 5. "A Study of a Film on Drinking and Driving." (Sheppard and Col- borne).** A 27-minute film on drinking/driving, "Slaughter on the Avenue," was shown to an invited audience of British drivers. Verbal reports of attitudes toward drinking and driving, and impressions of film segment effectiveness, were obtained before and after 3. Comment: This "portfolio" technique has been used extensively to test alter native versions of ads.. For determining specific negative reactions, its semi-ex perimental design, can be quite useful, though it reveals little about overall effectiveness. viewing. Pilot Test No. 7. "Breath Test Campaign: 1. Conclusion: Most audience members were less tolerant of drinking drivers after the film than before. Impression istic reports showed men were more impressed by scientific data, women by humanitarian appeals. Research Findings on the Illustrations of the Testing Device." (Anonymous).* In the British 1967 drinking/driving campaign, there was some concern over a specific print ad showing the breath measurement device. The illustration, to some, resembled a test tube and, therefore, might inspire fear. An 2. Study Design. alternative advertisement; identical except Research Environment: Laboratory, non-realistic. Design: Non-experimental; measure ment before-and-after, no control group. 3. Comment: Real effects of the film are indeterminate because of audience that the breath measurement device- was shown with collection bag attached, was devised. Again, a "portfolio" test design was used. Each ad was exposed to an equal num ber of male drivers for a few seconds, in in dividual interviews, then a few simple ques tions were asked to get reactions -- word association, understanding of the illustration, sampling bias, laboratory situation, ver fear reactions, etc. 2 Warneds Sessions 1. Conclusion: There was no significant difference in response to the two differ ent illustrations, therefore the decision was made to continue with the "test tube" illustration. 2. Study Design. Research Environment: Field, semirealistic. Design: Quasi-experiment; measure ment/after only with test and control groups. 3. Comment: This "portfolio" technique has been used extensively to test alter native versions of ads. For determining specific negative reactions, its semi-ex perimental design can he quite useful, though it reveals little about overall effectiveness. Post-Testing As has been mentioned, post-testing refers to the performance of individual messages. Readership figures of individual advertise ments provide the only illustration available, at the time of this report. During 1967, the Mobil 02 Company em phasized the anti-drinMng/driving theme in much of its national advertising. The Daniel Starch research organization, in the course of its regular readership surveys, obtained readgrship figures on some of these ads along with others in national magazines.*1 Attention paid to such ads can' be deter mined-from the following figures: Campaign Evaluation Studies Campaign Evaluation No. 1. "A Survey of Successful Road Safety Campaigns." (Duurloo).18 The title of this article overstates the case, being merely a summary of several European safety campaigns with little or no measurement of success or failure; there fore, the adjective "successful" -- as in most other subjective evaluations -- must be inter preted as wishful thinking. Allusion is made to some pretesting of a Dutch campaign, but details are lacking. A reduction in acci dents in Belgium is mentioned, but this may or may not have been due to the communica tion campaigns. 1. Conclusion: No conclusion on the ef fectiveness of these campaigns can be drawn. Research was either lacking entirely, inadequate, ot not reported. Campaign Evaluation Noj2. "Effect of an Accident Reduction Campaign." (Swanson and Lauer).48 A four-month Iowa traffic safety campaign was cmWucted in 1958 with the theme "Save 100 lives in traffic tins year." A publicity campaign (presumably in a variety of media) was accompanied by spot checks of traffic. Measurement consisted of analysis of traffic accidents and fatalities before and after the campaign. 1. Conclusion: No conclusion about campaign effectiveness could be drawn. "The evaluation of before and after effect in traffic needs more attention, and suitable models for such procedures Average, 6 Life ads Average, 3 Post ads Percent Who Noted (saw) One-Page Block-and-White Ads Mobil Safety . Ads Men Women 37 21 ' 46 29 Regular Mobil Ads Men "* Women 33 20 35 24 Average, 5 Life ads Average, 3 Post ads* 2 3 Analysis of such figures can reveal some possibly useful conclusions regarding cam paign conduct For example, men consistently pay more attention to safety ads than women (in these publications); safety ads can be more interesting than normal commercial ads; some media vehicles may be better suited for such ads than others on the basis of attention paid by the audience. Much more detailed breakdowns of such results are possible. should be developed to account for the various influences which prevail," were the words of the report 2. Study Design. Research Environment: Realistic. Design: Non-experimental post hoc analysis; before-and-after analysis with no control or comparison group. 3. Comment: No conclusion possibly because no control group was used to 23 1968 National Safety Congress assess what would have happened with out the campaign. Campaign Evaluation No. 3. "Dippe-dHeadlights Campaigns in 1963-64." (Anony mous).2 The British conducted a "dip your headlights" campaign in 1963-64. To meas ure the effects, a test town and some "matched" control towns were selected; acci dents, fatalities, injuries and various other statistics were analyzed for the before-cam paign and after-campaign period. 1. Conclusion: No conclusion possible. In the words of the official report: "A detailed assessment of the ... campaign . . . was arranged . . . hut was aban doned . . . because several major road and traffic changes.ted occurred be tween ffie comparison periods.. .'These made the separate evaluation of the effect of dipped headlights impossible." 2. Study Design. Research Environment: Held, realistic. Design: Quasi-experimentai; measure ment before-and-after; test and quasi control towns ("matched" rather than randomly assigned to treatments). 3. Comment: The research design of this study is quite an improvement on the conventional before-and-after study. An attempt was made via matching to get a control group. Changes in behavior were assessed instead of using questionand-answer surveys only. But it is still only a quasi-experimentai design, and therefore no valid conclusions could be drawn. Campaign Evaluation No. 4.. "Cass at Public Houses." (Sheppard).24 "A Survey Among Drivers." (Sheppard),*8 During the 1964 Christmas season. Great Britain con ducted a five-week anti-drinking/driving campaign. To measure the effects, a sampling of bars and taverns produced figures on the number of cars parked outside before, dur ing, and after the campaign. In addition, personal interview surveys were conducted among the public before and after the cam paign.1 2 * * 1. J^Mfosion: No conclusion on cameffectiveness was possible. - 2. Study Design. . SResearch Environment: Field, realistic. Design: Non experimental; measure ment before-and-after with no'fcontrol group; unobtrusive measurement of cars at public houses, a positive feature. 3. Comment: Since no control group was built into the research design, no meas urement of the effects of communication influence as separated from other in fluences was possible. Campaign Evaluation No. 5. "Amended Formal Tender for Research on Drinking and Driving." (Anonymous).7 For the 1967 British drinking/driving campaign, surveys of the general population are to be conducted before September 1967 and after January 1968 as the campaign evaluation method The surveys are to measure public attitudes to ward drinking and driving, awareness of changes in the law, and verbal reactions to the publicity campaign. Results are to be cross-tabulated by drinking practices, driving habits, demographic characteristics, and vari ous other factors, to determine changes among specific sub-population. 1. Conclusion: See comment (3). 2. Study Design. Research Environment: Field, semirealistic. Design: Non-experimental; measure ment before-and-after with no control group. 3. Comment: No conclusions about the effectiveness of the communications campaign can be drawn from this study. Any changes that occur may be due to the change in law, to the publicity, to the breath measurement procedure it self, or any of many other factors that occur between the two measurement periods. The essential flaw is that no control group (no publicity) is avail able to determine what would have hap pened without the publicity campaign. It can be predicted that complex sta tistical procedures will be used after the surveys are completed to try and sepa rate out the various influences. Campaign Evaluation No. 6. "The Lack land Accident Countermeasure Experiment" (Bar-mack and Payne).8 In 1958-59, Lackland Air Force Base mounted an information/ 24 Womens Sessions education campaign to reduce drinking/driv ing accidents. (Unfortunately, at the same time there was increased activity by . Base police and changes in accident-reporting methods.) For one year, a theme roughly translatable as "drinking driven are dis turbed, not heroes" was put forth through meetings, bulletin boards, and the Base newspaper. Accident records were analyzed before and after the campaign. 1. Conclusions; ". . . there was a signifi cant reduction in accident experience . . . counter to rising national, state, and city trends, (and) . . . counter to the experience at Randolph AFB, a nearby base. An uncontrolled design contaminant was stepped-up on-base air police activity . . . Further research is suggested to determine which dements of the program were effective." 2. Study Design. Research Environment: Field, realistic. Design: Quasi-cxpcrimcntal; measure ment before-and-after campaign with test and quasi-control group; treatment consists of combined effects of cam-, paign and police-activity change! Meth od of measurement (accident records) changed during course of campaign. 3. Comment: Effects of the communica tion campaign itself are inseparable from various other uncontrolled activi ties, .therefore impossible to determine communications effects. A little extra care in and control of research design would have made this a landmark study. Campaign Evaluation No. 7. "The Great Holiday Massacre: A Study of Impact" Naisbitt).82 An attempt was made to meas ure the effects of a one-hour television docu mentary "The Great Holiday Massacre;" in 1960. The theme may be stated as "holiday driving is especially dangerous, particularly if drinking occurs." Interviews were con ducted before and after the pregram, among both viewers and non-viewers in four large cities, to detect changes in awareness and attitudes engendered by the program. L Conclusions: No specific effects were concluded in this article. However, an examination of the data presented re veals the following interesting findings: Before^md-after Change (bejore-to-ajter) Idea Net effect Non- on Viewers viewers viewers % %% Holiday driving 1* very or fairly dangerous --11 --8 A "cocky" attitude -- 3 ~4 -- 3 Alcoholism la a driving hazard -H7 Driving menage doesn't apply to me +20 +2 +38 If the results above were true. meas ures of effect (which they are not, as will be discussed below), they would indicate: a. The program caused fewer people to believe holiday driving is dan gerous--Le, a "boomerang" effect b. If had no effect cm "cocky" attitudes about driving. c. It caused more people to believe alcoholism u a driving hazard--i.e., a positive effect. (L It caused more people to believe safe driving practice nveiiages don't apply to themselves i r, * boom erang effect. 2. Study Design. Research Environment held, wnurealistic. Design: Non-experimoiUl. measure ment before-and-after program with cross-tabulation by self-selected viewers and non-viewers: i.e, "static group comparison"' design.1* 3. Comment: It is impossible to draw any valid conclusions about the effects of the program from this study. The use of non-viewers as a "control" group' gives a deceptive appearance of having here an experiment However, because of the self-selective nature of those who chose to become viewers, and non viewers, this indicates that the groups were different (in their interests, mo tivations, characteristics, behavior, etc.) to begin with. Therefore, it is impos sible to determine how much of the change-is due to the program and how much to the differences among the two groups initially. In many other respects this was an excellent study, but the fatal flaw in research 'design makes the results almost useless. 1968 National Safety Congress Prototypes for Campaign Evaluation Studies Since no truly adequate research studies for measuring traffic safety or drinking/driv ing campaign effects have beat conducted, cme must turn to other topics for models-- prototypes which may be used to guide future research design. Presented below are various examples of controlled field experi ments on communication which satisfy all the criteria for realistic measurement of cause-and-effect in the real world. For additional examples of such studies, advertising and non-advertising, and % com plete discussion of methodology, see a re cent monograph by the author.* Effects of Direct Mail on Voting The earliest reported non-commercial case of a controlled field experiment in mass com munications is the classic study reported by GosneU10. Gosnell tested the effect of a non-partisan "get out and vote'* direct mail campaign on registration and voting turnout among Chicago adults. This study is a worthy prototype of experimental design, naturalistic communication, and unobtrusive measurement In addition, the message itself was scientifically designed, based on a pre vious survey of non-voters to discover their reasons for abstinence. An additional feature was the testing of several different kinds of messages--factual; cartoons; personal re minders. The test campaign consisted primarily of a post card, a pamphlet and other registra tion and voting instructions mailed out at intervals prior to registration and election time. After-campaign measurement, con ducted on 6,000 adults randomly assigned to other a test or control group, consisted of auditing voting and registration records af ter elections. The study showed that the direct mail campaign significantly increased registrations and voting turnout for local elections, but had no effect on the turnout for the national election. Effects of Emotional vs Rational Themes The effects of two political leaflet themes oa voting was reported by Hartmann*1 in a study conducted among voters in a local and state election in Allentown, Pennsylvania. The city's 19 wards were non-randomly as signed to three treatment groups--an emo tional appeal (three wards), a rational appeal (four wards), and control (no leaflet, 12 wards). A single four-page "Vote Socialist" handbill with either an "emotional" or a "ra tional" appeal was delivered to homes during the week preceding the 1935 election. Meas urement consisted of analysis of ward-by ward voting results in 1934 and 1935. The study showed that the emotional ap peal tended to be more effective than the rational appeal, though in no case was the net change in socialist share-of-vote as much as one' per cent This study illustrates three important as pects of real-world communications effects: a very small change in behavior can usually he expected from tingle-message communica tions on established significant issues; ex tremely large samples are needed to reliably measure such small changes; the necessity for randomly assigning experimental units to treatments casmot be overcome by "matching" (the Hartmann study reveals large pre-test differences among the treat ment groups). Effects of a United Nations Information Campaign The effect of a heavy United Nations in formation program on community leaders' opinions and on newspaper UN contents was reported by Haskins and Jones** and the Carnegie Foundation1*. (This study is un usual in one of the dependent variables em ployed, the amount and kind of foreign affairs content of newspapers). The experi ment was conducted in six middle-sized U.S. cities, sponsored by the Carnegie Foundation for International Peace. In the pretest-post test design, six cities were randomly assigned to two groups--test (three cities) and con trol (three cities). The information program consisted of pamphlets, films, lectures and workshops for community leaders over a two-month period in 1956. Measurement over a five-month period before and after the campaign consisted of sample surveys of community leaders and content analysis of a sample of daily newspaper issues. The study showed that the information program had absolutely no effect either on community leaders' knowledge, attitudes, in terest, or activities, or" cm the kind and amount of UN/foreign affairs news printed in local newspapers. 2& 1968 National Safety Congress Note that the treatment group (top line) is presented with the opportunity for expo sure (X.) as in the real world, and not exposed forcibly (Xt) as in the case of the laboratory experiment. Among the group receiving the opportunity for exposure, there will be some who will selectively expose themselves and some who will not (X* and NX. respectively)- This group is compared with the control group (bottom line) from whom the opportunity for exposure is with held, or as it has been called, forcible nonexposure (NXr). A direct comparison of three post test-only designs--non-experimental design 1, labora tory experimental design 2, and controlled field experiment design 3---will make the distinctions between the three more dear. Design 1 non-experimental P. - X. M P, -- NX. M Design 2 Laboratory experiment Pj -- X* M -- NXt M Design 3 Controlled field experiment P, -- X* M P, -- NXr M Note the only notable difference between the laboratory experiment and the controlled field experiment is among the treatment group in the stimulus-exposure condition (top line, second cel!)--this distinguishes all of the unnatural conditions of the laboratory, as previously discussed, from the natural conditions encountered in real life. In the ideal controlled experiment -- where non-reactive measures such as sales or other natural forms of behavior are used -- we X = exposure to campaign cr message; NX = non-exposure; Xj= forced exposure; lected exposure; normal self-se X,= opportunity for exposure; t, tp V eta. = points in time; 8 = measurement; P -- population; Pu Px, = two different populations. might attach the subscript nr to the measure ment symbol. This would distinguish those controlled field experiments using the super ior technique of non-reactive or unobtrusive measurement from the others -- vs. Mr. The reported use of controlled field ex periments to measure the effects of mass communications goes back to 1923. The head of what was at that time the world's largest advertising agency has decribed in general terms the testing of alternative mail-order advertising approaches, the results measured in terms of behavior* -- coupon returns, sales, and cost efficiency. Hopkins' approach to scientific measurement of communications' effects in realistic situations has yet to be significantly improved upon. The advantages of controlled field experi ments have been discussal in various pro posals for use of that design. English?9 pro posed that controlled field experiments would be useful in testing the effectiveness of vari ous typographical approaches, in advertising. Campbell15 suggested that the "bandwagon" effect might be verified or refuted % testing effects on various direct ma3 treatments on voting behavior; he discounts the feasibility of newspapers for the purpose; a medium subsequently employed for experimentation. Towers, Goodman, and Zasd** give a par ticularly thorough discussion of the flaws in some commonly used designs, while advo cating the controlled field experiment; par ticularly in studying the effects of television. They note; "An essential aspect of a con trolled experiment is randomization in deter mining whether a family (or an individual subject) is to be in the control or experi mental group. When rigorous proof is <kta sired, randomization can not he replaced by any other device, be it by so-called matched samples ... by before-and-after studies, or by matched city studies, even if statistical adjustments of the date are introduced . . . In some field studies where attempts have been made to approximate controlled experi ments, the usual practice has been to substi tute for randomization the use of so-called matched samples (of, say, viewer and non viewer) or to rely upon statistical adjust ments of the data ... Nevertheless, because of audience pre-selection, similarity in re spect to (the matched) characteristics will not guarantee similarity in respect to others ... (p. 91). 28 Womafs Sessions "There is one flaw in the specific method proposed, however, in suggesting that the cooperation of participating families in such an experiment should be solicited by offering incentives; this would, of course, alert par ticipants to the fact that something special is going on and increase the possibility of a `Hawthorne' effect, and should be avoided in the ideal situation. Particularly appropriate is a comment to the effect that "the argu ments for the controlled field experiment are completely independent of the nature of the effects to be studied or of the difficulties in measuring those effects." (p. 95) A proposal for controlled field experimen tation on communications comes from an unusual quarter in an article by Schwartz58. He suggested that it be used in legal re search in preference to the case study, the survey, or the laboratory experiment. Schwartz concludes that the controlled field experiment is "a model of the type of re search that promises most for the empirical study of the consequences of law" and offers an example of how it might be used; patri otic vs. threatening vs. control direct mail appeals to taxpayers, with unobtrusive meas urement in the form of tax payment records by individuals. Experimental Units in Controlled Field Experiments The experimental unit used in controlled field experiments on mass communication is partially a function of the extent to which message distribution, or vehicle units, can be controlled. Case studies are reported, further on, in which three different categories of experimental units are used -- individuals,, plots or blocks, and geographical areas. Two or more treatments can be randomly assigned to .individuals in the case of direct mail and some printed media. An example is the "split run" magazine experiment, in which a complete list of subscribers is avail able and every, other name is assigned to either an A or' B treatment, designated in ABABAB fashion throughout the list; every other house in an area gets an A copy of the magazine, every other house gets a B copy. Such a design is possible anytime a complete listing of individuals or addresses is available, provided that distribution of the alternative treatments can be pinpointed by individuals or addresses. A somewhat larger experimental unit is the plot; a geographical area is split up into plots, blocks, wards, precincts, tracts, or other subdivisions in a checkerboard pattern. All individuals within each plot get the same treatment An example of this is the Mil waukee Advertising Laboratory4 in which a single market area is divisible into many small sub-areas with alternate versions of a newspaper going into each on an ABAB baas. 1 The third category of experimental unit employed in previous controlled field experi ments is the city!market area. When a num ber of cities or market areas are randomly assigned to two or more treatments, the alternative treatments and accompanying measurement can sometimes be controlled more precisely than when smaller units are employed. Many large-scale marketing ex periments take this form; for example, 60 metropolitan areas might be randomly divided into three groups of 20 each to test different levels of advertising effort, or to test differ ent message themes, etc. In the case of the indidBsWfcliltfnqf procedure, there exists the rislcti|MKgp uals in one treatment-group may^3|HEate individuals in another treatment Sr cSntrol group. Such contamination would always operate in the direction of minimizing real treatment differences and thus the measured effects would always be a conservative esti mate of true differences -- a bias toward the Type II error, the acceptance of a null hypothesis when it is, in fact, false. In the case of the checkerboard (split-plot) procedure, the conservative bias would be reduced but not eliminated. In the "market experiment" procedure, where isolated and non-contiguous markets are the experimental units, the amservative bias would be minimized. However, to ac count for within-market correlation, special statistical procedures may be required, and the requirement of at least two markets -- preferably three -- per treatment raises treatment and measurement costs consider ably- 1968 National Safety Congress Reference 2L Aaonymam. "What Motorists Really Think Aboot Traffic Safety." Washington E>. C,, ATA *Vxmd*fioa, lac, 1868. X Ancoyiaoo*. "Dipped Headlights Cssngslgn* la JSSMi/^Soadrat: Hep *DJerty** Stattooery Offiea, Road Research Labora tory. TednsjaslBsper No. 73, VM. l&.Dtnnioo, U.; "A Sarvey of Socceatfnl Road Satiety Campaign*." InteinmltOMl BoaS Safety md TragSe Bestow, ^ctag:, 1987, 90-28. "Uae of Siffit-Rns Tedmtawa Ad^yg^^jhy." Jotmuuitm MBwmdS^ loratory? Nw Yjotk: Advertiaiag Research FottftdfcUcn, 3968. A Asckjjsmj*. XQwaiihee Advertising SAb- sstloca gad Performance He- ssmM. ilwaukee: The Journal S. teKxtjmom. 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X; "The to* Safety SBm oi a Feer-Aroo~ X. l*er. 3.. *ad Sdl. R. G.; "An Ekperl- Phystologlcal, Atti* sneet txt the Effect of Spectator Dmlxoed t-od-*b s- al MalnUdlJfBj,e* Ittftwjye wee 3988,10 (2), 63-S7. LMeasareg" A pilot .Beteorck Bectow,. Setoty Posters." Oocupetknml PejftSmtm, im K US-189. 33. BskSsw. X C: "Acceptance of the Salk 1M68t-o3%Tecctae.'1 Ssrol Bodalomt, 1968, 33, 37. I<evy, g. X, and Greene, H.: The SffeoUoenem of Safety Mdwcatfcm Metenaht. ChKago: Social Research Inc., 3983 (Mmeographed tor Employers MntsaBs of 3X Blosngrem, S. W., Schenneman, T. W., and wansen, Wlaamain). X L.; Bffect of Exposure to a % Mslfettt, X E., "Scare Techtdone and Traffic Safety." Truffle Qmttmw, 3963, DasHtate, Northwesters University. Re I18-SS6L search Project RS-314, 3963. a KcAtosn. H. H. "An Experimentol Study IS. Bkmgres. G. W-. Haddock, X W., and WlDdttm. X L.% An Bodfuatton of Beat Sett Adeerffemmts. Evanston, Illinois: The Traffic Institute. Northwestern University, Research Project HR-250, 1963, of Traffic Safety Film*, toe Rhetor* Xs. vrotved In Determining Driver Behavior, and toe Predictive Effects of a Behavioral Change Analysis." Dissertation Abstract*, 3988; aioOss-m It CwnpWJ, 3>. T.; "On thePoeafbtllty of Ekperimenttag with the Bandwagon Ef fect" IvtermMoyuGi. Journal of Opbtton, mS Atmwle Smmvh, 3951. 5, Stt-SStt Itoore. H. L, Jr.; "Effects at Vmr-Arotmtng Communications on Driving Safety Attitodea and Driving Behavior. Dimerman Abstracts, 1 36(30). 62muL 15. Campbell, D. Tt, end Stanley. X C.: Sxpsrmenttd mS Qwmi-Bxtmimmebu Deafena for BesmrOk. Rand MCNally & Co.. QacagOi, M6S. 38. Omneft, C F,, and MacDonald, X C; <"9310 Impact of Health News on Attitudes sad Baky-JosT." Journalism Qumterip, 1968, SS, W . 37: Cwmegfe Foundation. "The United States Public and the United'Nations." Report oa s Stody of American attitndee on the V. K. m& the oomnmztation of tnforaation to the U. a peblic. New York: Cmv n^te Itodowment tor Intrmmttoaal Pease, KL MEoarprphtyo.r,D__.__R___.; W___k_s_f X__t_o_w__s_a__w__R__e_o__S and_ UU. A record of experiments with reedertolp oa Wallace^ Fenner and Wtsoosssis Agricnltnrist, 1S89-196L Ames: Jow State University Press, 3963. a.Naisbltt, X; "The Great Holiday Mamaa- oa" A study of impact: Pnblle xwetioa to teteriaitm doemnentaxy torows mew ^^on^^e^gopaganda. Troffle Safety, SS. Sheppard, !>., and OcXbtem, H. V.: "A Ste.cfr of a Film on Drtokinc ibi IJrirtar. Oowtooom, Great Britain: Road nSmarA Lahoratory, SM/908/DSMVC, June, 3985. Warned* Sessions 84. Sheppwrd, D.- "Car* at Bubitc Houses." Crowthorne, Great Britain: Boad Research laboratory, TN-1M/2, March, 1967. SSL Sheppard, D-: "A Surrey among Driver*." Crdwthowie, Great Britain: Roart Research Laboratory, TN-1S4/8, March. 1967. 88. Sheppard, IX, and Coffiorne, B. V.; The Ministry of Tranaporf* leaflet on drinking and driving. Crowtbome, Great Britain: Boad, Reee&reh Laboratory, TN-164/B, March, 1967. 37. Sheppard, D., and Colbome, H. Y.; "The FilmT'Rosd Deatha-Xmas, 1963*." Crowthome. Great Britain: Hood Research Lab oratory, TN-1B4/4, March,- 1967. 38. Schwarts, B. D.; "OTeld Experimentation in Sociological Reorasreh," Journal of Legal Education, 1961, 13, 481-410. 39. Scott, G.; "Anatomy of a Campaign." Ad vertising Quarterly, Spring, 1965, 14-22. 49. Specter, P., Toma, A., Idchtenatein, a, and Preston, H O.; "Commonicatloiia and Motivation in Community Development: An Experiment.'' AIR-D16-I1/68-PR Washing ton: Deportment of State, Agency for In ternational Development. December, 1984. 41. Starch. Daniel.; "Mobil Oil Safety Cam paign." Personal communication to Jack B. Haskins, October, 1967. 42. Sulcer, T. X>.; "The Advertising Council's Traffic Safety Campaign." New York: American Association of Advertising: Agen cies. AAAA Central Region Annual Meet ing, October 4,1966. 48 Swanson, C. 0., and Laser, A. R.; "Effect of an accident reduction campaign." Wash ington, D. C.: Highway Research Board Annua] Meeting, January, 1959 (Mimeo graphed, Iowa Department of Public 44. Towers, L, ML, Goodman, L. A., and ZelseL H.: "A Method of Measuring the Effects of Television Through Controlled Field Experiments." Studies in Public Communication, University of Chicago Press, 1962, (4). 87-110. 45. TJndeutsch, UL: "Anallsl Paycologica del Caxtelll Anttafortunistict'' (Psychological analysis of anti-accident porters). Secur itas, 1968L 61(5), 77-108. 46. Waiaenen, F. B.; Summary: "The Impact of Communication Rural Development: Costa Rica." East Lansing: Deportment of Sociology, Michigan State University, 1968 (Mimeographed). ` ALCOHOL AND ACCIDENTS: . PUBLIC HEALTH EPUCATIOH By RICHARD E. MARLAND, RHJX CMef, Injury Control Program, U, S. Public Health Service, Cincinnati, Ohio and EUGENE L. LEHR, PJE. Deputy Chief, Injury Control Program, U. S. Public Health Service, Cincinnati, Ohio It appears to many that the familiar ad monishment "If you drink, don't drive; ifyou drive, don't drink," hasn't done the job it was intended to do in reducing the large number of motor vehicle accidents in which alcohol plays a part Although it is the antkjpdal drinker who constitutes the greatest alcoholic menace on our streets and high ways, also involved is the strictly social drinker who has "one for the road," after several to be sociable, and ends up driving himself home with one eye shut to eliminate double vision. Sometimes he never makes it home. And sometimes he is the reason an other who has the d! fortune of sharing a roadway with him never makes it home. The fact that drinking has became a part of par culture is evident from the 65 to 70 mllEon adult Americans who drink in con trast to the 35 to 40 million who don't Eight of ten men over 21 and two of three women over 21 drink alcoholic beverages at least occasionally. Research has revealed that as many as half of all highway accidental deaths and injuries have alcohol involved as a prime contributing factor. Based on less definitive studies, it has been estimated that at least one-fifth of home injuries are associated with excessive use of alcohoL Too frequently, people combine drinking with activities re quiring sound judgment; fast reactions, and a high degree of skill and coordination -- precisely the body functions that alcohol im pairs. The first impairment is judgment; resulting in a false sense of confidence in ability. A state supreme court has held that a person is under the influence of alcohol when, due to the imbibing of alcohol, he has lost to any extent some of that clearness of intellect and self-control float he would otherwise possess. ? 3-1 1968 National Safety Congress People often grossly overestimate the num ber of drinks they can consume before en gaging safely in demanding activities such as driving a car, operating power machinery, or even participating in some sports. Some people have the impression that they can sober up any time they wish. This is a fallacy. Although alcohol is absorbed swiftly and directly into the bloodstream and takes effect almost immediately, it is eliminated only very slowly at a constant rate of about 34-ounce per hour. It takes an extended period of time for the effects of . only two or three drinks to wear off. No amount of coffee, fresh air, cold showers, or any other type of treatment does anything to speed the process. "While some persons may seem less groggy after such widely-used soberingup processes, their degree of intoxication is not reduced. There is no scientific basis for any conclusion except that one may, after treatment, amply have a wide-awake drunk on his hands. A report was completed just last month by the Public Health Service Injury Control Research Laboratory at Providence, Rhode Island, entitled, "The Effects of Alcohol on Decision-Making with Traffic Signals." The investigators* conclude from their studies, done under conditions similar to or in the real-life situation, that most persons can take a certain small amount of alcohol with no measurable behavior change (at least with respect to traffic signal response). Beyond that amount, the effect increases rapidly. For most drivers, levels of blood alcohol below .05 per cent apparently increase acci dent risks only moderately. Two bottles of beer or two ounces of whiskey consumed over a short period of time by a person weighing 150 pounds will raise the blood alcohol level to this percentage. A smaller person would have a higher blood alcohol level after having consumed an equivalent amount. The Uniform Vehicle Code (19<57 Rev.) states that an alcohol concentration in the body of .05 per cent or less is presump tive evidence of not bang under the influence of alcohol; while .10 per cent or more is prima fade evidence of being under the in fluence of alcohoL For the ambiguous area of concentration between .05 per cent and .10 per cent, there is no presumption either' way in the United States. However, in Sweden "Everett M. Lewi*. St., KWaXo Sailaate and Norway, the law considers .08 per .cent and .05 per cent respectively, to constitute concentrations of alcohol sufficient to render a person incapable of safe operation of a motor vehicle. Undo1 a new British road safety law it is an offense to drive, or "at tempt to drive, with 80 mg. (.08 per cent) or more of alcohol in the body for every 100 mL of blood. > The Providence study was designed to test whether or not impairment of a simpli fied driving task would occur at blood al cohol levds (BAX.) above .05 per cent but below .10 per cent The' results of the study lead us to condude that a moderate blood alcohol level of .05-.10 per cent will significantly impair performance on a simple driving task. However, performance differed, depending on whether blood alcohol levels were ascending or descending. It appeared that a rising blood alcohol level would pro duce a greater impairment of driving per formance. The descending alcohol level ses sions showed a marked reduction in total errors. Nevertheless both alcohol sessions showed more errors of judgment than nor mal sessions. Many people drink and drive for years without experiencing an accident This re inforces their belief that "accidents only happen to the other guy." It has led to the common misbelief that only the pathologi cally motivated heavy drinker, or the alco holic, presents a significant traffic hazard. Most recent studies now show that the alco holic is a major contributor to the problem, but there is still a substantial proportion of drivers killed, particularly under the age of 25, who have' been found to possess com paratively low blood alcofiol levels at the time of their deaths. Perhaps older social drinkers have learned the limitations of their driving ability and of their drinking prowess. The fact remains that alcohol affects judgment adversely to such a degree that it impairs the safe performance of acts which require skill or carry a large degree of indi vidual responsibility. According to the Secre tary of Transportation's report to Congress in August of this year, the use of alcohol by drivers and pedestrians leads to some 25,000 deaths and a total of at least 800,000 crashes in the United States each year. The sensible approach to control of the' problem would be to keep drinking and ac 32- Womans Sessions tivities. which demand skill far apart This has been attempted fay educational methods and by legal restraints. With respect to the alcoholic population, legal sanctions applied to drivers convicted of "driving under the influence" have been only partially effective. Apprehension takes place after the fact of an accident which they have caused or, more rarely, after police observation of erratic driving behavior. Penalties are far from being uniform. Driving after license suspen sion or revocation, is widespread. In short, most chronic alcoholics are not susceptible to persuasion or to the prospect of adminis trative restrictions. Recognizing that the traffic hazard is but one aspect of .the mani fold health and social issues of alcoholism, the Advisory Committee on Traffic Safety has recommended that there should be a national goal, backed up by a national pro gram, to eradicate the disease of alcoholism. It is not our purpose to discuss the many ramifications of such a program. Suffice to say it would. include educational measures quite different from those which might in fluence casual, occasional, or social drinkers. Alcohol-related injuries and deaths, on and off the highways, are of such magnitude as to warrant utilization of all possible avenues of corrective action. It would seem in order for tire organizations and agencies now grappling with the alcohol-accident problem to supplement existing educational efforts by an experimental approach directed toward that large segment of the population com prised of the social drinkers -- not chronic alcoholics in the viewpoint of- society or the medical profession. An additional approach which might be highly effective would be an educational program designed to inform peo ple who drink before driving or walking oa the highway, or undertaking other poten tially hazardous activities, that the higher the alcohol concentration in their blood, the greater their risk of being involved in an injury producing accident An essential de ment of such a program would be informa tion on hcsv individuals might determine their own accident risk factor in relation to the number and kinds of drinks they consume. They should be able to know generally where their danger level starts, and where it may be expected to rise rapidly. If a national educational effort of this nature were mounted, working at state and local levels, primarily through health and education agencies, I believe that a substan tial reduction in alcohol-related accidents could be brought about Most people are poorly informed and many are misinfarmed about the role alcohol may play in accidental injuries. This results in hazardous drinking patterns that greatly increase the likelihood of accidents and injuries. In summary, we reiterate that abstinence from drinking before driving, or mowing the lawn, or working around the home, or engaging in outdoor recreational activities, would be the simple and obvious solution to one of the major, direct causes of accidents. Drinking of alcoholic beverages is so wide spread, so socially acceptable in many circles, and so compulsive among alcoholics that many individuals are unlikely to follow this course. Among several feasible alternative solutions, we suggest that the reasonable person might well be persuaded to drink in such a manner that he will not be under the influence when he drives or carries out other activities for which he must exercise skill and unimpaired judgment Data is available upon which to base the necessary educational material. We urge that such material be de veloped, tested and refined in selected.areas; then utilized on a national scale. Practicing physicians, public health agen cies, and voluntary health organizations would be particularly effective if they would combine their efforts, and treat this subject as a special aspect of health education. 3S 1968 National Safety Congress WHY NOT TEACH PEOPLE TO DRINK AND DRIVE? By LAURANCE QTfANE Illinois State University, Normal, IIL Driver education at the present time is beginning to undergo major changes. In the past, "driver training" was just thattraining kids in braking, steering, and gassin.' In the future, starting very soon, I hope, driver education will be a more practical, more useful, and certainly more meaningful course than just the acquiring of the physi cal skills of driving by sixteen year olds. One aspect of driver education which will receive much more attention in the future than it has in die past is the whole area of .alcohoL The question winch is raised often by many people Is, why should the study of alcohol be included in school, and espe cially why in driver education? Why not in health or `physical education or science? It would be extremely beneficial if alcohol were studied in all these subjects,. but driver education by its nature requires an adequate study of alcohoL Several research studies have shown that many of the Individuals who are involved in fatal traffic accidents have alcohol blood levels which ate surprisingly high. Accident Facts 1967 states that drinking is indicated to be a factor in at least half of the fatal motor vehicle accidents in the United States. For example, California"reports three out of five of those driven injured bad been drinking; Wisconsin, two out of three; Minnesota, two out of three; and in Massa chusetts three out of four of the drivers in single-car fatalities had been drinking. Another reason why the study of alco hol should be included in driver education is really a matter of default Even though most states have laws which prescribe a certain amount .of alcohol education, this does not seem to be enough; or it is not taught adequately, as die number and scope of misconceptions about alcohol is stagger ing. For example, how often is it repeated that giving an inebriated person a cup of blade coffee will sober him up? When, in stead, all you have is a wide-awake drank when you are done. Or the misconception about the amount of alcohol in different drinks. "I can't get drunk on beer, no one can!" Not so! One serving of beer con tains die same amount of alcohol as any other average serving of alcoholic beverage. And if enough alcohol is ingested, a person becomes inebriated. Or the misconception about the sobering effects of a cold shower. The elimination process or oxidation of al cohol is constant for each individual, and it can not be made faster by various meth ods. Or the misconception about alcohol and disease. While it is true that heavy drink ers do have more alcohol-related diseases (cirrhosis, malnutrition, etc.), the problem belongs to heavy drinkers.and not soda! or occasional drinkers. And the misconception about the stimulating effect of alcohol-- alcohol is a depressant to the %itral nervous system, even though it doesn't appear that way. These misconceptions may seem to be far-fetched or contrived, but they are held by many uninformed or misinformed young and old people alike today. Who does driver education hope to influ ence or educate? In our fondest dreams, we can not imagine reaching all people W our country, even though each driver must have this vital information concerning al cohoL The largest single group of people that driver education must reach is the young driver or potential driver. The liter ally millions of young adults at approxi mately age sixteen comprise the overwhelm ing number of students in driver education. However, another group, although not ex tremely large in number, is one which must not be overlooked--die adult learner. These drivers can have a more significant influence in their circle of acquaintances than can the sixteen-year-olds, and this must be recog nized, as this can be an important help in oar cause. Even though we can not hope to educate all the drivers in the . country, we can hope to have some impact on the general adult population. The question is then raised concerning the content of the study of alcohol--what par ticulars should be studied out of this broad and rapidly expanding field. Professional opinions vary widely as to the exact cos- 34 Warneds Sessions tent, but there is much agreement as to some particular points. First, I should like to present some of my own feelings about the study of alcohol in driver education classrooms, and then dwell upon the con sensus of most professional educators. From very limited personal research that has been conducted concerning the source of information about alcohol, it has been found that teens are getting very little of it from the schools. What little information they are receiving is obtained in subjects ranging from Physical Education and Science to English and Gvics. In research conducted at Michigan State University, it was found that students received their alcohol infor mation mostly from non-school sources, and that which was school-based was inadequate. There does not seem to be any one place that students can say, "Yes, I learned about that" Since alcohol is so closely related to the fatalities on our highways, why shouldn't driver education. attempt Sq do this necessary job? But what content is to make up the in dividual lessons in school? The effects of alcohol can be (Bedded into three groups-- physiological, psychological, and pharmaco logical. All. three of these divisions are important as drivers win be affected in these three ways and therefore must under stand each. . A very dramatic demonstration of the psychological affects of alcohol is easy to present A similar phenomenon occurs ev eryday in many doctor's offices. A patient complains of indescribable and unidentifiable ills. The doctor, knowing his patient Pre scribes a certain medication which he knows is nothing but a sugar pill or the like--a "placebo." The patient makes a hasty re covery even though there was no real medi cation. A similar event can occur with alcohol. At many institutions, subjects in volved in experiments dealing with alcohol have been thoroughly drunk or "bombed", on grape juice or other non-alcoholic beverages. All the outward symptoms of drunkenness appear even though no alcohol was present in the body. Another psychological effect which Is easily seen is the "life of the party" effect Many of ns have seen some one whom wc have thought to be very quiet, and yet after a few, drinks, no one else can get a word in. A similar effect is tire tone of a party where alcohol is served. Often, at the outset, most people are jovial but relatively quiet As tire alcohol intake increases and tire effects begin to be felt the party gets louder, and the people who were unbearable before become easier to talk to, as well as more friendly. This in creases until the effects begin to wear off. It then appears that intoxication is not only related to the amount of alcohol present in the blood stream, but also to the mental and emotional state of the individual. This idea is extremely important to driver educa tion and young drivers. It is not typical that the teen drinker-driver has ingested enough alcohol to physiologically intoxicate himself, and yet he is truly intoxicaledWd drives in a corresponding manner. This psychological intoxication is the biggest danger for teen age or inexperienced drinking-drivers. With only small amounts of alcohol, tins driver responds as if he had consumed much, much more. Inexperienced drinkers and drivers should be made aware that they nay be subject to such a phenomenon and how to compensate for it The physiological effects of alcohol are many and varied, depending on the type and amount of alcoholic beverage consumed, the time span in which drinking takes place, the amount of food in the stomach, as well as the size of the person. Different alcoholic beverages have differ ent physiological effects on people. While each serving of beer, wine, or distilled spirits has tiie same amount of alcohol in the so lution, some are absorbed faster than others. If a beverage contains CO, bubbled through it the drink will be absorbed much faster than if CO- is not present This is to say that the "bubbly" will be absorbed in less than the hour or so needed for absorption of other alcoholic beverages. It has been shown on many occasions that alcohol will be absorbed at a tremendously slower rate if food is present in the stomach at the time of the consumption of alcohol One such occasion took place is Finland, when a subject was given two ounces of alcohol on an empty stomach. His blood alcohol level readied over .10 per cent How ever, after eating two and one-half pounds of potatoes on another occasion, with the same dose of alcohol his blood alcohol took twice as long to peak at less than .05 per 35 1968 National Safety Congress cent This, of course, was not a typical troversial viewpoint on one more aspect of meal; but it does amply demonstrate the the subject effects that pulpy, oily, or just plain food will have on the absorption rate of alcohol. A final idea concerning the physiological effects of alcohol is the relationship of body size to the amount of alcohol consumed. For example, in your mind's eye picture a six foot one inch tall football player, weigh ing 250 pounds. Naturally, he marries a girl- If we look at the national statistics of the numbers of drinkers, we find that about two-thirds of the people in the United States consume alcoholic beverages. If schooling, , and especially driver education, is to be effective it must Hkve some observable effect on the students. Many driver education stu dents (typically 15)4-16 year old sopho who is four feet ten inches tall and weighs 94 pounds. If they went to a party and each had a couple of average drinks, the results would be extremely different blood alcohol levels. While his 250 pound mass can dis tribute and dilute the alcohol in much more fluid, her body has less than half the amount of fluid to dilute the alcohol Her blood alcohol level may be as high as .05 per cent, mores) still have not completely formed their ideas, concepts, and attitudes concern ing alcohoL This process has, of course, been started at home with the parents' feel ings and their use or non-use of alcoholic beverages. But, I feel that if students are confronted with the whole story, they can better make their decision when- the time comes. while his may be as low as .02 per cent Body size and the corresponding amount of fluid present have a definite relationship to the physiological effects of alcohol The third division* alcohol effects are the pharmacological effects. The most mis understood of these is that alcohol acts as a depressant and not as a stimulant The chemical effects of alcohol are much the same as those of ether, but not nearly as fast Even though people seem to be stimu lated, as their activity usually increases in intensity and amount their central nervous system is being depressed, as well as other body functions. Their inhibitions are broken down and they do more than they normally would do; they give vent to their emotions more fully and vividly; but this pseudostim ulation is nothing more than a false mask which will soon be lost Another aspect of the pharmacological ef fects of alcohol is the way in which the body rids itself of the substance. Alcohol, is oxidized or burned up almost exclusively in the liver. Approximately 90 per cent of the oxidation occurs there. Exercise, black coffee, or other such remedies have no effect on the oxidation process in the liver, and only little effect on the total elimination of alcohol Thus, each of us has a specific rate at which alcohol will be eliminated, and this can not be changed. We should not force our opinions and ideals on students, but influence them we must! It is not my intent to, make all the students drinkers. On the contrary, I hope that they all will make their own personal decision after I have presented them with the facts about alcohol. I do. not intend to disrupt or contradict teachings from the home, but I feel that in drver education we have the moral obligation to help students obtain the concepts about alcohol that they must have. While teaching -about alcohol, we are also attempting to teach students to make decisions, of which their future choice of indulgence or abstinence is but one. The real meaning of the old slogan "If you drink, don't drive" should be explained to students in Driver Education. I perceive this meaning to be "If you drink too much, don't drive." The logical question to follow is, "How much is too much?" It is gen erally felt that the effects of one drink in the body does not cause a great deteriora tion in the ability to perform the driving task. - Therefore, I am of the opinion that students should he taught how to know when they could drive safely after djMjftg; This includes the spacing of drinks one hour intervals, to allow the is to oxidize the alcohol as fast as it enters; this means the counting of drinks, so as to be able to compute the amount of alcohol in Before proceeding to some of the other the body, and computing the amount of al professional opinions concerning what should cohol that, has been oxidized (approximately be included in the study of alcohol in driver one drink per hour). If the general adult education, I should like to present a con population (at least the 25,000 plus that 36 Women's Sessions were killed in traffic collisions last year with alcohol in their bodies) knew how to apply these ideas, they would be better and safer drivers. The last comments I would like to make concern a somewhat controversial subject which I feel very strongly about--implied consent Perhaps you do not know what implied consent is. You are not in the mi nority, as research conducted by students at Illinois State University shows. Of a ran- sample -of townspeople, it was found only 29 per cent knew what implied consent was. Of a selected random sample of students at Illinois State, only nine per cent knew what implied consent was. What is implied consent? The law allows a police officer, when he has reason to sus; pcct that a driver has been drinking, to administer a chemical test to determine the alcoholic content of the blood. This law has been passed in about half of the states (28). I feel that it is absolutely necessary for us, if we hope to reduce the drinking and driving problem. Does implied consent work--does the al cohol related death rate drop? I shall dte two examples. Accident Facts 1968 reports that the states which have implied consent laws in operation, do have lower death rates. Time magazine reported on the recent enact ment of England's implied consent law and its results. The drop in accidents and fatali ties was astounding. Of course, a basic pre mise is that an implied consent law will be enforced as it was in England: I hope that I , have shown the directions in which driver education must go in alcohol education. If students leam the pharmaco logical, psychological, and physiological ef fects of alcohol; if misconceptions about alcohol are wiped out and basic concepts are put in their place; if the drinking and driving problem is"made real as well as meaningful to students; and, finally, if public support, not only student support, can be gotten for legislation like implied consent, the death rate will have only one way to go! AUULT EDUCATION ABOUT ALCOHOL AND SAFETY By JULIAN A. WALLER, MJ>,, MJP.H. Department of Community Medicine, University of Vermont College of Medicine, Burlington, Yt. The National Safety Council motto accu rately describes the goal of education about alcohol and injury. "In safety it's perform ance that counts." Our main interest is not in popular ideas, in catchy slogans, or in programs that will avoid upsetting people. Rather, we are interested in reducing the toll of injury and death that results from ' use and misuse of alcohol It is appropriate to note that alcohol is a major factor not only in unintentional injury, commonly called accidents, but also in intentional injury such as assault, homicide, and suicide. Traditionally, education about alcohol and safety has been limited to admonishing peo ple about the hazards of combining drinidng and driving. And traditionally we have been missing the boat Most people who drink and who drive do so in combination at least occasionally, despite educational programs. and as long as accurate figures have been available--about 40 years--alcohol has been known to be a consistent factor in about half of severe or fatal crashes. The current educational approach has been a grand ex periment in pouring good money and good effort after lad. Why have we failed thus far? Education about alcohol and safety has ignored four realities that are necessary for success, that is, for reducing the toll of injury and death. 1. The designers of educational programs have assumed homogeneity of the audience' to be reached, and further have assumed that those who get into trouble are merely ordinary social drinkers, who have ignored the admonitions. Increasingly, evidence is showing that the population to be reached is not homogeneous, and that those who get 37 1968 National Safety Congress into trouble by and large--but not entirely --are not ordinary social drinkers. 2. We have attempted to educate people about proper actions with respect to their personal drinking only, instead of dealing with other areas for action, such as their ability directly or indirectly to affect the behavior of .others, or their ability to reduce injury or death in ways that might not even involve changing drinking behavior. 3. Programs have been concerned only with- alcohol and driving. We now know that alcohol ingestion by pedestrians Is a major factor in pedestrian injuries, and that alcohol is involved in fatal oonhighway injuries such as burns, drowning, poisoning, and private plane crashes about as often as it is in highway fatalities. 4. Finally, there has been almost no attempt to evaluate the success of educa tional programs. This is why for years we have been able to delude ourselves and the public into believing that educational pro grams as currently practiced are of value. The truth is, we don't really know and, as noted before, there is good reason to believe that much of our effort is being wasted. What, then, can be done? Educational programs must be defined in terms of specific goals. These include: 1. Education of the genera! public as to the nature and extent of the problem of alcohol end injury. People must know how often alcohol is involved. In what types of injuries, what types of persons are most commonly involved, and what options exist for attacking the problem. We have been singularly uninventive in informing the pub lic of the options.1 These include not only changing behavior but also changing the complexity of tasks people are required to perform whether or not they have been drinking. We have the option of modifying the transfer of energy so that mishaps need not necessarily result in injury. Even though a persoa falls asleep with a lighted cigarette after drinking too much, he needn't burn to death if he is wearing fire retardant clothing or if the bed or chair is made of such material Another option is to improve emergency .health services. Many persons with alcohol who are injured, and many of the innocent victims they involve, die only because even the simplest of first aid pro cedures are not bring applied or are being applied ineptly. 2. Direct modification of personal drink ing behavior. Insofar as injury results from overzealous social drinking, such behavior can be modified by helping to define modera tion and by suggesting how it can be achieved. Obviously, with respect to injury control, it would be better to avoid alcohol altogether. But this suggestion ignores a reality that was apparent even in biblical times. People do not take kindly to prohibi tion. We can inform people tliat one drink per hour is, for most individuals, a moderate intake, and that the dilution of alcohol with food and nonalcoholic mixers further re duces the risk of injury. We can also print out that even this amount is immoderate for certain high risk groups such as new drivers, the elderly, and the ilL 3. We ran reach those segments of the population that can directly affect drinking behavior or can affect the actions of those who have Been drinking. I refer to police * officers, fire prevention personnel, judges, TM physicians, and other health personnel, driv ing license authorities, and others who main tain surveillance, who intercede during pro scribed behavior such as drunken driving, dr who are in a position to identify previously undiagnosed alcoholism and to institute therapy. Such persons need to know the frequency with which the presence,of alcohol and the existence of problem drinking are missed, and to learn how to increase their acumen in both areas. 4. We can educate the special segments of tile public who are in a position to reduce injury and through indirect means, such as improvements in urban' planning, in emergency care, or in design and construc tion of automobiles and other consumer products, highways, or other aspects of the environment in the home and elsewhere. Education of these groups is especially likely to yield results, because the numbers of people to be reached are relatively few, they are in professional and educational groups that are most responsive to usual educational techniques, they often can be reached through already existing organiza tions and group media, and because the re education of even one person in such groups can affect hundreds or even thousands of the general public; including those at highest risk of injury. 38 Womssfs Sessions 5.. Again working with special groups in cluding some of those described above, edu cation must be provided-^ to the need and methods for collecting accurate and com prehensive data about alcohol and injury in order to properly define the nature and extent of the problem and to evaluate any changes resulting from educational or other programs. Within this context, what specific things can be taught? The most specific informa tion is available on the subject of alcohol and highway safety. Three recent sources of information are the pamphlet. The Way to Go, by the late Kenneth Rouse of Kemper Insurance Group; the Report to Congress on Alcohol and Highway Safety from the U.S. Dept of Transportation; and myrecent article, "Suggestions for Educational Pro grams About Alcohol and Highway Safety," in the 1968 issue of Traffic Safety Research Review. Relatively little ss available'as yet about alcohol and nonhigbway injury. The development of such material is a challenge that befits the skills of The National Safety Council Committee on Alcohol and Drugs, the Public Health Service Injary Control Program, and others. In summary, educational programs about alcohol and safety will succeed only if they are based upon a recognition that there ate . several goals and several aucSawes, each of which must be approached differently,. and only if such programs are carefully eval uated and redesigned as necessary, using appropriate scientific techniques which are available but all too often me ignored. YOUTH SESSIONS WHAT IS BEING DONE BY THE JUDICIAL JUDGE IN TRAFFIC SAFETY? By HOWARD R, HILL Nevada Safely Council, Las Vegas, Nev. - Juvenile Court vs. Municipal Court In Handling of Teenage Ticket Violators. I. Municipal Court A. Parents--When juvenile traffic offenders appeared in Municipal Court, parents did not have to appear. Some parents were unaware their son or daughter received a traffic citation. B. Fines--The juvenile could forfeit his bail and not even appear in court C. Recidivism--money was no problem to some repeated offenders. The Juvenile had enough money himself or, in some cases, the parents would provide the financial backing. D. Records--Municipal Courts had no rec ords of previous offenses in other juris dictions. Example: A juvenile offender conceivably could have received four speeding citations, and in each case he might be on record as a first offender in four municipal courts. (Las Vegas, North Las Vegas, Henderson, Boulder City) II. Juvenile Court -- Clark County (Example) A. Parents--In Juvenile Traffic Court, at least one parent is required to accompany the teenager. Naturally,, parents are now aware of every citation their son or daughter receives. B. Fines--There are no fines or bail in con nection with Juvenile Traffic Court, so the offender must appear. C. Recidivism--Juvenile Traffic Court uses a demerit system, the policy being that a license is suspended for the first moving, offense. ,, D. Records--Up to date files are kept on all offenders. That is to say, if a juvenile receives three citations from three differ ent county law enforcement agencies, the juvenile appears in the Clark Comity Juvenile Traffic Court to account for all three citations. This also holds true when a Clark County juvenile is cited by an other county or state HI. Operation of Juvenile Traffic Court -- Educate Parents A. Point System B. Fines ' C. License Suspension D. Statistical information concerning: 1. Types of tickets 2. Days of tickets 3. How many in car IV. Court Traffic School A. Teenage classes B. Uniform instructors C Eight-hour course of laws, etc. D. Fee for school E. Compare with Driver Education classes. V. Teenage Juries A. Judged bppeers B. Truth is more probable VI. Judges Also Aid in: A. Traffic Safety Programs 1. "Teen Ticket Tally" contest 2. Governor's Youth Traffic Safety Conference B. Riding with local law enforcement VII. Parents Can Be Judges A. Profiles passed on from generation to generation B. Reaction time C. Social status -- speeding violations D. Youngsters driving habits -- under five years of age. Parents are teachers and, in effect, judges, E. Emotional problem F. Parents not strict enough. 40 Youth Sessions HOME FIRE SAFETY A Demonstration By FLOYD OGLESBAY IT. S, Public Health Service, Cincinnati, Ohio How many of you have watched the danc ing, flickering fingers of a fire and asked yourself these questions: What is fire? What makes fire born? What things are needed to make a fire? Let's answer them by the fire triangle board. Three dungs must be present before a fire win born. First, we must have some thing that will bora, a piece of wood or paper. We'll call it*aeL In order for a fuel to born, it must be in die form of vapor. Well learn later that some fuels have to be hotter than others before they will give off vapors that will bum. - The second thing we need ,is- heat It doesn't have to be a flame. Still, fire will not occur unless we have the third ingredient, that specia' something in die air called oxygen. Fire can be your best friend or your worst enemy. Fire can be your servant or your destroyer. There -is no in-between for fire. Fire as a friend will heat your home, cook year food, and run your jets. However, if fire is not properly controlled it can bum you, bum your home, even cause injury or. death. I think that you want to be- friends with fire. Last year, thousands of persons died in the United States as a result of fire and ex plosions. The most tragic part was that many of these deaths occurred to small children. Fite, Sts Prevention and Control Why should I tell you what it takes to make a fire, when I am interested in fire prevention? Only by learning what dements are required to make a fire are we able to gtern how to control or prevent a fire. ^^ire will go out if any one of these three dements is removed: (1) we may remove the air or-oxygen; (2) we may remove the fuel; (3) we may remove the heat We have learned that if you take away the air, the fire will go out Let's try that, We'D place a jar over the flame of a candle. In about three seconds, when the air is used up, the fire will go out (Demonstrates) If your clothing were on fire, fall to the floor or ground and roll over slowly. If possible, roll up in a blanket or rug. This will shut off the supply of air. We've learned that if you take away the fuel, the fire will go out By removing the fud from the path of the fire, the fire goes out If you remove a full trash container from near the cook stove, the tea towel from above the burners, then your chances of hav ing a fire are lessened. A dean home very seldom burns because excess fud has been removed. We've learned that if you take away the heat, the fire will go out We can take away the heat by pouring water on the burning material. When water is poured on a burning material it lowers the temperature, and the material then ceases to give off vapors that will burn. Paper gives off vapor at about 360F; wood at 500F. Everything Will Bum, and Nothing is Fireproof Let me say something about the term "fireproof." No material or building, regard less of its nature or construction is fire proof. Although the floors, ceilings, and walls of modem buildings are made of steel and concrete, the; combustible interiors of these buildings can be burnt out and lives can be lost Let's forget the term "fireproof;" al most anything will bum if you have the right conditions. Here are some wwmples: Notice that I can hold the smooth side of a piece of wood over the flame and nothing much happens. A little carbon is deposited. (Demonstrates) When. I place the splintered part over the flame, the splinters bum quickly, because more air reaches the smaller pieces of wood. We have also increased the surface area, thus giving-it the ability to absorb more-heat. Everything will bum if we have the right conditions. Do you think sted will bum? This is a piece of sted wool; it is minute partides of 41 1968 National Safety Congress steel Let's divide the steel wool so that we have more surface area, and get more air between the particles. (Demonstrates) The steel is burning; steel is a fuel. Remember, nothing is tb.-proof. Every thing -will burn if you have the right condi tions. Remember, I stated that you do not neces sarily need a flame in order to have a fire. Let's see what would happen if someone were to accidentally drop or toss a piece of steel wool (fuel) onto a battery (heat--elec trical. energy) where plenty of air is present Fires don't just happen, they are caused! Most fires are caused by three things: men, women, children -- things they do or don't do. Only you can prevent a fire. Don't Fan a Skillet of Burning Grease. Fats and grease in a hot skillet often catch on fire. A serious fire may result if the proper methods are not used to bring the fire under centred. If a fire should occur, the first thing to do is to turn off the burner under She skillet But turning off the burner will not put out the fire. We have learned that the quickest way to put out a fire is by removing the air. Let's try it By placing a lid on the skillet, the fire quickly goes out (Demonstrates) We bring the lid in from the side to protect ourselves. If you have no lid, throw baking soda into the skillet When baking soda comes in contact with heat, it produces car bon dioxide (C02) which shuts off the air as did the lid. Without air, fire will not burn. A word of caution -- never use flour or dry cereals, as they are very explosive when mixed with air. Never attempt to run with a skillet. This will give the flames more air and cause the flames to leap into your face. While the skillet is motionless the flames don't burn too high, because the fire is not receiving much air. When I start to move the skillet, the flames grow higher. (Demonstrates) If I move the skillet faster, the flames mount up because they are receiving more air. Why trade a small, controllable fire in a skillet for a more serious house fire and possible bum injury? Leave the skillet on the stove, turn off the burner, and shut off the air or oxygen. A Petroleum Product Misused-- Gasoline Sometimes it is the things that we can't see that harm us the most There are invisi ble vapors which are heavier than. air. Some of these vapors are doubly dangerous be cause they are highly flammable. For exam ple, gasoline gives off vapors -- dangerous, invisible vapors, even at room temperature. This is also true of other items such as naptha, benzene, paints, turpentine, and some cleaning fluids. Gasoline gives off vapors which will burn at a temperature of 45 degrees below zero. Kerosene, another petroleum product can also be hazardous. Kerosene will give off flammable vapors at 130*F. In this can is a rag that has been soaked in gasoline. This will demonstrate how dan gerous, flammable vapors can cause a serious fire. The lighted candle in the trough repre sents any of the pilot lights in your home, or an electric spark from motor, such as a refrigerator or washing machine. Watch what happens when I place the rag in the top of the trough. (Demonstrates) We put out the fire by dosing the door and shutting off the air. Did you notice that the invisible vapors "walked'' down the trough and ignited some distance from the doth? Flammable, petroleum vapors are dan gerous! Rags, pieces of doth, and even dothing that have been used around gasoline and other volatile liquids can catch on fire some distance from a flame. Place all such rags and other materials in a dosed, metal container and remove them from the build ing before the end of the day. Gasoline -- Power and Proper Storage Here is an example of the power of petro leum vapors. Remember the three dements necessary to make fire? Oxygen, fuel, and heat We'll scoop some air into a tube. Now we'll place one drop of gasoline into the tube, and a penny to mix up the vapors. There is the fad. The heat will come through the spark plugs. Where do you think the vapors will locate after shaking the tube? Will they be at the top? No. The bottom? Only one drop of gasoline produces quite a loud explosion. A gallon of gasoline con tains approximately 255,000 drops; and under 42 Youth Sessions ideal conditions it could produce an explosive force of- about 155,000 times the force of one drop. This could be equal to the power of at least 30 sticks of dynamite.. Never store flammable liquids in the house or utility room, especially in a utility room containing a water heater, and definitely not in a glass container. Always store flammable liquids in a metal safety can or a dearly marked metal container with a tight fitting lid. Remember, gasoline is made to bum and explode. If you use gasoline as a deaning agent, you can expect it to explode. Perhaps you do not use gasoline or kero sene as a deaning agent or to boost a fire. Do you know that several other household and personal items are a dangerous when misused? For instance, hair spray net People sel dom read the directions on the labels on these containers. This one states that the product should be kept away from excessive heat or flames. Watch as I spray the mist into the flame. Do you see what could happen when a spray comes in contact with a' source of heat or a flame? Be careful when you apply an aerosol hair spray. Another item which would prove danger ous is an ordinary bug bomb. This particular label states that nearly (varies with dif ferent brands) of this container is a petro leum distillate, about the same thing as kerosent Let's see what would happen if you spray this near a flame. Another frequently used item fingernail polish remover. This product is equally as dangerous as gasoline if misused Let's place two drops of fingernail polish remover in this dear lucite tube. Add a penny to shake up the vapors. Will these vapors dissipate in^ie air or will they act like gasoline and settle? Nothing happens at the top. How about the bottom? You can see that there is an explosion. We have learned that fingernail polish remover acts the same as gasoline. Remember, many vapors, which are often invisible, plus oxygen or air and some source of heat or flame can produce a fire or serious explosion. Electricity Commands Respect Electricity was thought to be quite a miracle when first harnessed by man. Elec tricity probably does more jobs easier in the home, shop, and school than any other source of power. But the lack of adequate knowl edge about dectriaty has been a factor in causing fires which have claimed the lives of many victims each year. Overloaded cir cuits and improper fusing are high on the list as causes of fires. If we try to force too much electricity through any size wire, such as when too many appliances are pulling current from one circuit, the wire becomes hot, even red hot This will ignite the insulation covering the wire or anything near that will bum. To protect Hie electrical wiring in your home from getting too hot, a fuse or circuit breaker has been placed in the electrical system to break or disrupt the flow of elec tricity before a danger point has been reached Different size wires carry different amount of dectriaty safely. We must protect each size wire with the proper size fuse. The physical sizes of fuses are the same, but each has a number such as ten, fifteen, twenty, or thirty on the base and on the inside; which tells you how much electricity will have to flow through the fuse before the fuse will blow and break the circuit Normal household circuits are provided with 15 ampere fuses to protect normal cir cuit wires from getting hot and causing a serious fire. In this demonstration, I will pretend that I know nothing about the proper fusing of circuits or the danger of overleading. . I enter the house, at the end of the day, very tired and hungry. I turn on the light in the kitchen. You notice I have only one outlet in this room. Maybe that's all you have in your kitchen. I enter the living room and turn on the light We are always needing additional out lets, so the other day I called in an dectrician to give me the cost of installing a wall out let He said it would cost at least $30. I told him I would do it myself. (Extending my electrical system is when I made my first big mistake.) I placed a two-way outlet in the ceiling outlet added an extension cord, and hooked it over a nail (This is very dangerous) Now we plug in a light bulb 43 1968 National Safety Congress which uses about the same amount of elec tricity a radio uses (60 watts). After listening to the radio for a few minutes, I call to my wife, who is in the kitchen, "When will dinner be ready?" She states that since the company is expected tonight it will be two hours before dinner. I can't wait two hours, so I'll go to the kitchen and make some coffee. I have no outlet in the kitchen, because I am using the light bulb. I'll take out the light bulb, screw in this two-way outlet, replace the light bulb, and I'll soon have some coffee. Now, I'll plug in the heating element which uses about the same amount of current that a percolator uses (660 watts). Now I have made my second mistake, by placing two appliances where only one should be. Toast would go well with the coffee, and I do have two more hours to wait I don't have any more outlets, but I do have this three-way extension cord. I'll take the per colator out and install this item -- plug in the percolator plug in the toaster. Now I have three appliances where only one should be, and two of them are heavy current drawing appliances. While waiting for the coffee, my wife asks me to iron her blouse since she is busy in the kitchen and company is coming. Be fore I plug this element in to represent the amount of current an iron uses (1000 watts) let's count and see how many items I will have where only two should be. One-two-three-four-five-six, and three of them (iron, toaster, percolator) require a lot of electricity. I'll turn on the iron and see what happens. The fuse blew. Somebody told me that I could stop blow ing fuses by putting a penny behind the fuse or by using a larger ampere fuse. I don't have a penny, so I'll try a 30 ampere fuse. A 30 ampere fuse does not cost any more and fits the same hole. We might as well go first dass. 4f The lights are back on, and everything is working. Even the iron that caused the fuse to blow the first time is heating up, I sure fixed that circuit. What's this -- smoke? Where there is smoke, there's fire. Let's see what takes place in the walls when the proper size safety valve is removed and circuits are overloaded. The evening is when most electrical sys tems experience the heaviest load. This can be illustrated by turning on one or more additional appliances in an already over loaded circuit If someone should turn off an appliance or . the refrigerator quits running, perhaps you won't have a fire -- only a little smoke. Plug all in at the same time, and some day a situation like this could occur. This can cause a serious fire to bum /or hours undetected, which will break out in all its furor after the family is asleep. What caused these fires and what could have been done to prevent them? Normal wiring is not large enough to safely carry 30 amperes of electricity, which the 30 ampere fuse allowed to flow.. The wires became red-hot and caused a fire to bum behind the baseboards and in the walls. This type of fire will bum out of control long before it is detected ; By replacing the burned-out IS ampere fuse with a 30.ampere fuse, I removed the only "safety-valve" in our electrical system. If a IS ampere fuses continues to blow, it means that you should either add another circuit or remove, some appliances from the electrical system of your home while others are in use. Never replace a IS ampere fuse with a larger ampere fuse. Never place a penny behind the fuse. Remember, a 15 ampere fuse will protect almost any size wire in. your home from over-heating and causing a seri ous fire Many fires of this type are blamed on faulty wiring. I wonder how many should be blamed on faulty thinking? In this demonstration, we have tried to show the basic facts about fire, its use and control. If everyone, including you, would refrain from misusing flammable liquids, and would use the correct size fuses in your home, many of the fires and resulting deaths and injuries would never occur. It's either fire prevention or fire investigation -- Which do you choose? 44 Youth Sessions DRUGS EFFECT ON SAFETY By JOHN MEYERS Danville, HL In America today, there is an epidemic very well have leukemia or may be abnor of drug abuse. It is on our college campuses, mally shaped. it infects our high school students, adults Drug abuse is nothing new. It can be in our cities, suburbs and small towns. No traced, from Sheng Nung, who lived in one seems to be immune. Our whole society China about 2737 B.C., from Central Asia seems to be getting dependent on drugs. centuries ago, from the Incas and the Aztecs Many can't sleep, wake up, or fed com right down to modem times. What are the fortable without drugs. Young people smoke drugs most misused in America, where do marijuana and use LSD. Barbiturates, which they come from, and what is their effect? are depressants, and amphetamines, which Marijuana, whose proper name is canabis are stimulants, are taken by both youths and satiua, comes from a very old plant known adults with utter disregard for the indi as Indian hemp. Every race and creed, from vidual's future health condition. ancient China to America's Harlem to our Drugs are no longer only a slum or ghetto present day universities and junior colleges, problem. Their improper and illegal use are have used marijuana in some form. There 1 affecting all stratas of our society. Over 12 are records of its use some 3,000 years billion amphetamines and barbiturate tab before Christ Marijuana has no established lets and over SO million .tranquilizers are medical use. Its reaction on man seems de manufactured in the U.S. every year. About pendent on the . individual's personality and half of these are diverted into the illegal physical structure. It may excite or depress market In many communities, police report the person using it within the same reaction arrests for the sale of illidt drugs are up period. 400 per cent this year. , In the U.S., marijuana is most commonly A 1967 survey of 2,800 students in an smoked. The tops of the female hemp plant upper middle class neighborhood that in are cut and dried; then chopped or crumbled. cluded two high schools showed that right The cigarettes are hanfl made, usually with per cent were smoking marijuana, six per a double thickness ft paper to prevent cent took barbiturates without a doctor's coarse pieces from puncturing the paper. prescription, and two per cent used LSD. They are easy to recognize; they are shorter LSD and marijuana use, the major problem and thinner than regular cigarettes. The on the college level, reaches from the Naval ends are tucked in, and the paper is usually Academy to the so called add heads at the brown. The cigarettes have a variety of University of California campus at Berkeley names such as reefers, hay, muggies, tea, to the Harvard freshman class. weed, sticks, brownies. They must be smoked What is this LSD you have heard so continually to remain lit. much about? To the chemist, the letters When marijuana is smoked, the pulse rate stand for lysergic acid diethylamide. That and blood pressure increase. If the intake is the formal name for one of the most is too high for the smoker's tolerance, nau powerful mind-altering drugs that has teen sea, vomiting, and diarrhea may occur. Mari known for many years. To the hippie, LSD juana works on the central nervous system. is known as "Acid" or "The Chief" or "The The user becomes dissociated with reality, Hawk." he may be exuberant one moment and A droplet of LSD can take one on a moody, fearing death, the next Imagination mental trip to the Lord knows where. Medi- runs riot. Perceptions are confused. Minutes cal scientists now studying the effects of seem hours. Fast seems slow. Far seems LSD on the human body say that it is a near. The smoker's head, hands, and feet threat of deadly damage to the human body. seem swollen and heavy. Behavior is im It can cause appalling defects for genera pulsive, and he may feel a dual personality. tions yet unborn in that LSD creates prob In some individuals, it can produce a true lems with the chromosomes of the person psychotic state. Inhibitions are released, and using it, and when that person takes part this often leads to experimentation with in the conception of a child, the child may drugs of a higher order, usually opiates. 45 1968 National Safety Congress Most opiate addicts in the U.S. start from the use of marijuana. I need not point out the obvious safety hazards caused by the use of this drug. When we use the term opiates, we mean drugs that are derivatives of opium. It is difficult to exaggerate the tragedy that opium has brought to humanity. No other drug has caused such corruption and heartbreak. Opium comes from a species of the poppy; its cultivation is forbidden in most countries, but today it is grown illicitly on millions of acres. By a strange quirk of nature, the opium poppy has perfectly harmless roots and flowers; its seeds are so safe they are com monly sprinkled on rolls or buns, and an oil pressed from them is widely used as an adulterant of olive oil. Only in the unripe pods is there real danger, and the care and harvesting of them occupy an army of men, women, and children in Turkey, Iran, Leba non, Yugoslavia, Bulgaria, China, and India. A few days after the poppy petals fall, the unripe' greenish pod is carefully, slit by a very sharp knife, but not deeply enough to cut into the interior of the capsule. From the cut rind there exudes, especially in hot weather, a milky juice which coagulates in about 24 hours. This is then carefully scraped off and, after cleaning, becomes commercial opium, which is gummy and dark colored. Legitimate imports of opium for the U.S. do not ordinarily exceed 350,000 pounds a year and are wholly used for the extraction of its aWaloids, chiefly for medicinal pur poses. In addition to this legitimate importa tion, there is an enormous traffic in illicit opium from Red China. Seizures of this illicit opium in every port in the world are generally traced bade to Red China; there are. however, other illicit sources. The two most powerful derivatives of opium are morphine and heroin; the latter is so dangerous that its importation even for medical use in this country is forbidden, yet heroin is the drug most frequently used by addicts in the U.S. Many famous people have succumbed and become slaves to opi ates: Thomas tie Quincy. Coleridge. Foe. Swinburne, and many others. Coleridge warned Ms followers what that slavery meant He said, "After my death I earn estly entreat that a Ml and unquaEfied narrative of my wretchedness and of its guilty cause may be made public, that at least some little good may be effected by my direful example." ' The U.S? is the main target of illegal opium traffic. Addiction to opium costs the victims over $500 million a year. The aver age heroin addict spends between $3) to $50 a day for the drug. A Turkish fanner may sell his raw opium at $23 a pound, but in New York, Chicago, and LA, when reduced to heroin, that pound yields the illicit trafficer $16,000. Profits are so huge that criminal prosecutions are only a par tial deterrent In an attempt to stop this traffic, millions of dollars and many de voted men and women are involved, for the criminal purveyors of narcotics are preying on weak and all but helpless addicts. No crime could be worse and no penalty too severe for these sellers of heartbreak and death. Heroin extraction plants exist in China, Japan, Turkey, Italy, France,' and the U.S.-- aU, illicit except in Red China, where the government appears to harbor the thought that spreading heroin addiction will hasten communist domination. The opiates such as morphine and heroin produce drowsiness, inability to concentrate, apathy, lessened physical activity, reduced visual acuity, and mental and physical per formance is impaired. The body feds ex tremely heavy and warm, the face, especially the nose, may itch, the mouth is dry, pain is relieved, and hunger abolished. Tolerance to opiates develops through re peated use. If the drug is withdrawn for a few days, tolerance disappears and small doses will again produce narcotic reaction. As the drug is readmmistered, tolerance builds more rapidly than the first time. The development of tolerance means addicts re quire larger and larger doses to achieve the narcotic effect Death may result if tolerance is misjudged and too large a dose injected. Aside from personality defects, addicts do not differ from the rest of society. They appear normal while receiving sustaining doses of drugs. Initially, they dress and act as they did before ad(fiction. They gen erally experience a decrease.of sexual urge. Their ultimate derelict appearance results from the exorbitant cost of maintaining their habit. When their supply of drugs is threatened, addicts exist only to secure more. Maintenance of their supply of drugs is their only purpose for living: 46 Chemical Section brittle. Likewise, rubber becomes as brittle as glass and shatters under the slightest stress. There is now a good assortment of cryo genic handling equipment on the market for laboratory use. Cryogenic containers are made from certain ferrous alloys or, in some cases, non-ferrous metals which can withstand the rapid changes and extreme temperature differentials encountered in working with these liquids. However, even these special containers should be filled slowly to minimize thermal shocks which oc cur when any material is cooled. Always follow all of the procedures pre scribed by the manufacturer for operating and maintaining his equipment This is es pecially important in laboratory work where (because of changing projects) there is a tendency to improvise or adapt a piece of equipment purchased for a particular experi ment for use in a different project under widely different conditions. Fill containers only with the liquids they are designed to hold. Because of the wide difference in physical properties of cryogenic fluids, it may be unsafe to switch a vessel to a different service. Even if a vessel is safe to use with more than one fluid, it is a good practice to have every vessel identified for use with a specific fluid. The reason for this is to prevent the accidental mixing of fluids or the inadvertent use of the wrong fluid, such as oxygen in stead of nitrogen, which could be extremely hazardous. Thus, if liquid oxygen were added to a liquid nitrogen refrigerator, the O, could cause any organic matter in the refrigerator to burst into flames. Pressure relief devices must be installed in every part of a setup where liquid may be trapped; for example, in piping between valves, within valve bodies, vaporizers, pumps and other accessory equipment Again, it is important to get competent advice on the type of relief device needed .and its proper maintenance. Ventilation The inert gases do not support life; oxy gen increases the fire hazard; hydrogen is highly flammable. Adequate ventilation must, therefore, be provided to remove the gases vaporizing from cryogenic fluids. Except for hydrogen, -which is flammable, this is not a serious problem in laboratory operations be cause the quantities of fluid involved are generally small and the ventilation is good. However, this factor should not be over looked. If ventilation-is lacking, vapors from liquefied inerts could reduce the atmospheric oxygen to an unsafe level. A person entering such an area could lose consciousness without sensing any warning signals. Additional Precautions for Specific Fluids Hydrogen. The low temperature of liquid hydrogen can solidify any gas except helium. Its vapors are flammable. The liquid should, therefore, be handled .in closed systems and its vapors vented to a hood or other safe area. ' Particular care must be exercised to pre vent air or other gases from entering vessels or systems containing liquid hydrogen. The solidified gases can plug vent paths, valves, or small openings and cause failure of vessels or associated equipment because of pressure. Also, solid oxygen-enriched air in liquefied hydrogen may present an explosion hazard. Small-scale laboratory or test operations in volving one to two liters of liquid hydrogen may be safely performed in open Dewar vessels properly stoppered and vented, as explained above. V AH equipment used to transfer liquid hy drogen should be grounded to prevent elec trostatic sparks, which might ignite an ex plosion mixture of hydrogen and air. Experiments involving the use of liquid hydrogen must be confined to laboratories specially prepared for such work. Typical considerations for such areas are general ventilation, local exhaust systems, elimina tion of ignition sources, hydrogen detectors, and provision for safe delivery and storage of liquid hydrogen. Oxygen. Liquid oxygen has a much greater capacity to support combustion than air. Or ganic materials exposed to liquid oxygen will bum violently if ignited, even several minutes after exposure. Under proper tem perature and pressure conditions, materials such as oil, grease, alcohols, hydrocarbons, ethers, and other organics may react vio lently with oxygen. All equipment used in liquid oxygen work must be specially cleaned for this service. Care must be taken to make certain that any material used is suitable for liquid oxygen work. 37 Women's Sessions There followed the accompanying dialogue. between Miss Johnston and Miss Swope: Miss Johnston: New directions in home eco nomics. Miss Swofe: This means that we have come from one direction and we'll change direc tion, now. Do you agree? Miss Johnston: Yes--and here's the direction we have come from: chemistry, food, and nutrition; clothing and textiles; home management; family relations; child de velopment; family economics. These were the curricula emphases from the past Miss Swope: Yes, the emphases in the col lege curricula. But, wait a minute, Lydia. That was theoretically the path down which we have come. But that isn't the way that public school home economics has been run. Actually, studies show that high school home economics teachers are spending nearly 80 per cent of their time on two subjects--50 per cent on food preparation and 30 per cent on clothing construction. Miss Johnston: No wonder then that John Q. Public thinks of Home Economics as cooking and sewing. Miss Swope: And, no wonder too, that avant garde leaders in Home Economics are pre dicting the doom of the old type of Home Economics. Miss Johnston: Thus, wc are suggesting specific ways to give home economics a vital new sense of direction--a direction future-oriented as best' we can know the future. Let's lode for a moment at what is in the offing for America in the future. What do you see in your crystal ball. Miry Ruth? Miss Swope: I see Home Economics subject matter bring used in many different waysto meet the needs of many different kinds of people and families. These changes are resulting naturally from the vast changes in our society. Miss Johnston: Such as: 1. New. ways of processing and preserving foods--freeze drying; irradiation, and spaceman-type foods. 2. The changing food patterns of families. 3. The cashless, checkless society in which things are ordered by card dialer tele phones, your bank balance is immediately adjusted with each purchase--the era when carrying cash around will be obsolete. Miss Swope: 4. The he-she fashions, with no need to be individualistic. Many's has , a place for girls to try on boy's fashions in the boy's fashion department, places for boys to try on clothes in the girl's clothing departments--the same with Sale's 34th and Gimbel's. This means, that only a few key designers will be needed to mass produce our clothes. Then, sewing will become only a craft, a hobby, not a neces sity. Clothes will be made of paper. Miss Johnston: Then, there is the vast move of people to the cities and the revitaliza tion of cities. Miss Swope: Bringing new impetus to the need for sound family relations and child development knowledge, consumer educa tion, family service. Miss Johnston: Think of communications-- all the vast improvements in only a brief span of years. There's TV, the cjpference telephone, the phones with TV receivers attached, single concept films, filmstrips, movies. Miss Swope: Marvelous new ways to reach the people. Miss Johnston: Then, too, there are the fantastic advancements in travel in the world. Home Economics has much to contribute to the international scene Miss Swope: But, only 1.7 per cent of all Peace Corps Volunteers are Home Econ omists, despite the 500 additional places made for them internationally just last year alone 'What do you see in your crystal ball, Lydia? Miss Johnstonr The rise of megalopolises; drive-in stores just like drive-in banks; fully automated cars; homes with auto matic cleaner robots that come out at night, clean the house of .dust and dirt, and then return themselves to their clean ing closets automatically; computer rooms in the home; wallsize TV receiver screens; moving aisles in stores and mov ing sidewalks; large skyscraper complexes with banking, entertainment, and school facilities. Miss Swope: That will be the era of the four day work week, with three months off per year, when the median family 13 Womens Sessions An Experimental Method for Pilot Testing Tbe effects of many different magazine typographical and editorial treatments on reader attention have been measured in a regular "split run" testing program reported by Morphy*1. Some of the variations tested over a period of several years include the use of color, pictorial matter, cover subjects, headlines, and other typographical variations. In regular issues of Wallace's Farmer, al ternative A and B versions of a treatment were distributed to every other name on the subscriber list (the standard "split run" pro cedure). Several days after receipt of the test issues, a sample of about 400 subscribers (200, per treatment) were questioned-in per sonal interviews on readership by the recog-, nirion method, in a post test-only design. These studies show that, with content held constant, variations in form or typographical treatment do create substantial differences in reader attention and readership. This design has, strictly speaking, no con trol group, bring concerned only with the relative performance of two alternatives rather than absolute effects. Similar proce dures for pilot testing entire campaigns, in newspapers and on television, are available*-4- Radio vs Audio-Visual vs Combined Campaigns Possibly the most remarkable angle non advertising study, in terms of sophistication of design, complexity of execution, ingenious analysis, and implications of the results is the controlled field experiment reported by Spec- tor et aL40 Under sponsorship of the Agency for In ternational Development; the comparative ef fects of three different media usages on adoption of innovations were tested in iso lated towns in the Andean. Mountains of Ecuador. The purpose of the campaign was to stimulate the adoption of such innovations as building latrines and stoves, making mar malade, and being vaccinated. In addition to the adoption rate on these practices, depend ent variables included amount of time , and amount of money invested in them by village residents. Six cities' v/ere randomly assigned as a test or control town for one of three treat ments (radio, audio-visual, and combined tadio/audio-visual). The media treatments consisted of a radio series (248 hours of programming) and an andio-visual campaign (movies, demonstra tions, posters, slides, and exhibits for a total of 244 hoars) and a combined radio/audio visual treatment, spread over a nine-week period in 1963. Measurement consisted of personal interviews and observation just. before, just after, and several months after tise campaign. The study showed that radio and audio-visual media were both effective in creating participation, but they served different functions in terms of the type of action and effort induced; tbe double-media treatment was not appreciably more effective than one used alone. Radio vs Booktets-and-Discussion A comparison of tire effects of two com munications media on knowledge of health, education, and agriculture Innovations was reported by Waisanen4. Rural residents in a developing nation, Costa Rica, were the subjects. The media treatment was either radio (52 weekly half-hour programs) or "literacy campaign" (52 booklets with dis cussion) over a period of one year. Measure ment consisted of personal interview sample surveys before and after the campaign. 14 villages (of 50 to 150 households each) were assigned randomly to three groups--radio (four), literacy campaign (four) and con trol (six). The results were not available at the time of Waisanen's progress report Methodology of the Controlled Field Experiment The controlled Grid experiment, property executed, combines the advantages of the field survey and laboratory experiment and minimizes most of their disadvantages. It is an experimental design executed under na turalistic environmental conditions. Executional problems, including costs, can be much greater than in either field surveys or lab oratory experiments. Design Notation For Controlled Field Experiments* After Only Measurement, Controlled Field Experiment fa Px -- Px - fa fa X. M NX* M Before-and-After Measurement Controlled Field Experiment fa Px M Px M fa, fa X. .M' NX* M 27 MEMBERS Of THE FARM CONFERENCE NATIONAL SAFETY COUNCIL 1968-69 Mbs. Viola Armstrong, Honey Creek Farm, Greenwood, Ind.; Tkeo Brown, Steep Meadow Club, Rock Island, IU.; E. W. Lehmann, Urbana, 111.; Bruce Lourie, Moline, IIL Samuel P. Lyle, Huntingdon, Tam.; Earl D. Mebriu., DeBary, Fla.; Harry M. Pontkjus, Columbus, Ohio; Harry L, Powell, Orange Park, Fla.; Marten Ronning, West Fork, Ark.; A. j. Schwantes, St Paul, Minn. The above are Honorary Life members. Other members are: Dr. Joseph Ackerman, Managing Dirctor, Farm Foundation, Chicago, IU.; Edward S. Adams,, Director of Safety, Iowa Farm Bureau Federation, Des Moines, Iowa; Mrs. Donna Agness, Indiana Farm Safety Council, Bunker Hill, Ind.; John Banning, Assistant Director, 4-H Chib and YMW Programs, U.S. Department of Agriculture, Washington, D. C; Page L. Bellinger, Product Safety Department, Deere & Company, Moline, IIL; Dr. Bond Bible, Council on Rural Health, American Medical Association, Chicago, HL; W. J. Brake, Lecturer, National Grange, Haslett, Mich.; Harry L. Bryson, University of Missouri, Columbia, Mo.; Dr. John B. Claar, Associate Director of Cooperative Extension Service, University of Illinois, Urbana, IU.; Maynard Coe, Agricultural Consultant, Des Plaines, UL; Ward Cross, Texas Farm Bureau, Waco, Texas; Harvey Dastkui*, Director, Livestock Conservation, Inc., Chicago, 111.; Robert E. Davenport, Associate Editor, Hoard's Dairyman, Fort Atkinson,.Wis.; Frank S. Depew, Product Marketing Manager, MasseyFerguson, Inc., Des Moines, Iowa; ClaOdE de St. Paer, Assistant Director, Program Development Division, American Farm Bureau Federation, Chkagot IIL; Homes K. Edwards, VTE Program Officer, Office of Education, DHEW, Chicago, III.; Roger Fleming, Public Relations Staff, General Motors Corporation, Detroit, Mich.; Charles Frederick, Executive Secretary, National Farm & Power Equipment Dealers Association, St. Louts, Ma; Dalton K. Gandy, National Cottonseal Products Association, Inc., Memphis, Tap.; Harold Halter, Managing Director, Farm Equipment Manufacturers Assa, St Louis, Mo.; Harold Kamil, Senior Vice President, Farmland Industries, Inc., Kansas Gty,' Mo.; Marion E Hart, Manager of Administration, Farm Equipment Division, Allis-Chalmers, Milwaukee, Wis.; Denis Hayley, Director of Information, National Agricultural Chemicals Assn., Washington, D. C; Jotnr P. Hein, Safety-Personnel, The Larsen Company, Fort Atkinson, Wis.; Russell Heston, Director of Engineering, GrinneU Mutual Reinsurance Company, Gritmell, Iowa; Gerhard Heutzenroeder, Production Manager, National Farmers Union, Jamestown,. N. D.; Douglas Hewitt, Executive Secretary, Farm and Industrial Equipment Institute, Chicago, 111.; John Hove, Chief, Field Operations, Injury Control Program, U.S. Public Health Service, Cincinnati, Ohio; Da. A. H. Ismail, Director of Research, Department of Physical Education For Men, Purdue University, Lafayette, Ind.; Keith Kirkpatrick, Associate Farm Director, Radio Station WHO, Des Moines, Iowa; Edward R. Klamm, Manager, Accident Prevention Division Allstate Insurance Company, Northbrook, IIL; L. W. Knapp, Jr., Chief, Accident Prevention Section, Institute of Agricultural Medicine, Iowa City, Iowa; William Kuhfuss, President, Illinois Agricultural Assoc, Bloomington, IIL; Frank Ladereh, Director of Safety, Nationwide Insurance Company, Columbus, Ohio; Dr. Frank Lanham, Head, Agri cultural Engineering Dept, University of Illinois, Urbana, IIL; Fred Lark, Farm Director, KFAB Radio, Omaha, Neb.; John McLaughlin, College of Ag. and Home Eo, University of Nebraska, Lincoln, Neb.; C. W. McMillan, Executive Secretary, American National Cattlemen's Association, Denver, Colo.; Norman C. Mindrum, Director, National 4-H Service Committee, Chicago, III.; Stella L. Mitchell, Home Management Specialist, U.S. Dept of Agriculture, Washington, D. G; Mxxscrel Newsom, Master, National Grange, Washington, D. G; John Owens, Director of 47 Education, National Association of Mutual Insurance Companies, Indianapolis, Ind. ; R D. Patrick, Vice President, National Grange Mutual Ins. Co., Syracuse, N. Y.; Ralph Patterson, Extension Specialist, U.S. Department of Agriculture, Washing ton, D. C.; V. S. PETERSON, R I. du Pont dc Nemours & Company, Atlanta, Ga.; Dr. Richard Pfister, Extension Safety Engineer, Michigan State University, East Lansing, Mich, ; Russell Poynqr, General Supervisor, Product Planning Research, International Harvester Company, Chicago, UL; L. W. Randt, Director of Product Programming, Oliver Corporation, Chicago, 11L; Frank Reynolds, General Manager of Ag. Industries, U. S. Steel Corporation, Pittsburgh, Pa.; Miss Louise Rosenfeld, Assistant Director--Home Economics, Iowa State University, Ames Iowa; Robert Rupp, Managing Editor, The Farmer, St Paul, Mhm.; Dr. Paul D. Sanders, Rich mond, Va.; Rolun Schnieder, Extension Specialist, Safety, University of Nebraska, Lincoln, Neb.; C G; Scruggs, Editor, Progressive Fanner, Dallas, Texas; Charles B. Shuman, President American Farm Bateau Federation, Chicago, ILL; Edwin Sommers, Master, Wisconsin State Grange, Clinton, Wis.; Arthur Stapel, Manager, Fox Valley Cooperative, Inc., Appleton, Wis.; W. R Stuckey, Leader, Safety & Emergency Pre paredness, The Ohio State University, Columbus, Ohio; Becky Surface, The Hoosier Farmer, Indianapolis, Ind.; Randall C; Swanson, Stumyside Seed Farms, Inc, Middleton, Wis.; Edwin W. Tanquarv, Elmhurst, III; Robert R Taylor, Republic Steel Corp., Cleveland, Ohio; James G Thompson, Editor, Prairie Farmer, Chicago, III; Mss. Milton Vaufel, Central Director, National Extension Homemakers Council Ashton, I1L; James Wall, Executive Secretary, National Vocational Agricultural Teachers' Association, Inc, Lincoln, Neb.; Mrs. Leota M. Westfall, Traffic Specialist Highway Traffic Safety Center, Michigan State University, East Lansing, Mich.; Dr. F. R. Willsey, Extension Safety Specialist Purdue University, Lafayette, Ind; John H. Zich, Mgr., Tech. Data & Standards Dept, Ford Motor Co., Bloomfield Hills, Mich., and Carlton L. Zink, Moline, III MEMBERS OF THE CONFERENCE FOR RELIGIOUS LEADERS NATIONAL SAFETY COUNCIL 1968-69 Rev. Edgar H. Albers, Immanuel Lutheran Church, Mokena, 111.; Rt. Rev. Robert B. Appletard, D.D, Bishop Coadjutor, The Diocese of Pittsburgh, Pittsburgh, Pa.; George G Bubolz, East Lansing, Mich. (Rep. The Am. Lutheran- Church),; Erwin D. Canham, Editor, The Christian Science Monitor, Boston, Mass.; The Church Federation of Greater Chicago, Chicago, I1L (Representative to be announced); Bishop Edward L. Choate, The Presiding Bishopric, Re-Organized Church of Jesus Christ of Latter Day Saints, Independence, Mo.; Dr. Seymour J. Cohen, The Anshe Emet Synagogue, Chicago; HL; Rev. Evagoras Constanhnides, Anaheim, Calif. (Rep. Greek Orthodox Church); Arthur Dore, Director, Office of Interchurch Relations and Communications, Greek Orthodox Archdiocese of N. & S. America, New York, N. Y.; James P. Economos, Director, Traffic Court Program, American Bar Asso ciation, Chicago, I1L; J. Lloyd Evans, Director, Minnesota-Dakotas Region, National Conference of Christians and Jews, Inc, Minneapolis, Minn.; Rev. Francis L. Foas, Loyola University, Chicago, BL; Rev. Lawrence P. Fitzgerald, Director, Depart ment of Ministry to Armed Forces Personnel, The General Commission on Chaplains, Washington, D. C.; Rev. Robert A. Grunow, Director of Seminary Relations Con cordia Seminary, St Louis, Mo.; Dr. Howard Harper, Marco Island, Fla.; Dr. Frederick Brown Harris, Office of the Chaplain, United States Senate, Washington, D. C; Samuel Hepburn, National Commander, The Salvation Army, New York, N. Y.; Rev. Theodore M. Hesburgh, C.S.C., President; University of Notre Dame, Notre Dame, IndL, Rt. Rev. Msgs. George G. Higgins, Director, Social Action De partment, U.S. Catholic Conference, Washington, D. C; Dr. Kenneth Hildebrand, The Central Church of Chicago, Chicago; HL; Rev. Everett J. Jensen, Gl Secy., Washington-No. Idaho CncL of Churches, Seattle, Wash.; Charles H. KaiSTADtr (Past Chairman of the Religious Leaders Committee), Chicago, III.; Mss. Hideo Kodani, Pacific Palisades, Calif.; Rev. M. P. Lutness, Division of Service to Military Personnel, Lutheran Council in the U.SA, Washington, D. G; George Masks, Chi cago, 111. (Rep. Greek Orthodox Church); Howard G Maxwell, Office of Church and Society, Board of Christian Education, The United Presbyterian Church in the U.S.A. Philadelphia, Pa.; Dr. Duke McCall, President, Southern Baptist Theologi cal Seminary, Louisville, Ky.; Rev. Billy McCormack, Executive Director, American Council on Alcoholic Problems Inc, Washington, D. C. ; John McDowell, Social Justice Department, National Council of Churches, New York, N. Y.; Miss Margaret Mealey, Executive Director, Naticcal Council of Catholic Women, Washington, D. G; Dr. Robert Menhlly, Chiron., Religious Activities Committee; Greater Kansas City Area Safety Council, Prairie Village, Kan.; A H. Merkle, Loveland, Ohio; Rev. W. A Nelson, President Illinois Conference of Seventh-day Adventists, Brookfield, 111,; Jack Pahl, Chicago, III. (Rep. Missouri Synod Lutheran Church); Rabbi Nathanial A L. Pollack, United Hebrew Center, Pueblo, Colo.; The Honorable Thomas M. Powers, Judge, Municipal Bldg, Akron, Ohio; Dr. Carl F. Reuss, Director, Research and Social Action, The American Lutheran Church, Minneapolis, Minn.; Rev. Father James Roache, Secy, to the Cardinal, for Communications, Archdiocese of Chicago, Chicago. BL; Dr. Frederick A Roblee, Executive Secretary, Illinois Council of Churches, Springfield, III.; Dr. Lawrence E Schwarz, The Winnetka Congregational Church, WInnetka, IlL; Dr W. HjSixy Shojuncton, Field Secretary, General Board of Pensions of the Methodist Church, Evanston, BL; Shelby E. Southard, Assistant Director, The Cooperative League of the U.S.A, Washing- ' ton, D. G; Rabbi Marc Tanenbaum, Director, Interreligious Affairs Dept, The American Jewish Committee, New York, N. Y.; Dr Albert F. Tucker, Executive 49 Director, Texas Alcohol Narcotics Education, Inc, Dallas, Texas; Ernest Villas, Director, Department of Laity, Greek Orthodox Archdiocese of N. & S. America, New York, N. Y.; Rev. Edwin T. Williams, St. Barnabas Episcopal Church, Dflloc, S. C; Rev. W. R. Wold, Getfasemane Lutheran Church, Racine, Wis.; Martin Work, Executive Director, The National Council of Catholic Men, Washington, D. C, and Rev. David A. Works, Executive Vice President, The North Conway Institute, Boston, Mass. SO MEMBERS OF THE WOMEN'S CONFERENCE NATIONAL SAFETY COUNCIL 1968-69 Mbs. Lucas. S. Alexander, Jacksonville, Fla. (Member-at-large); *Mrs. Helen Allen, National Women's Christian Temperance Union, Evanston, HI.; Kps, Leone G. Alien, Safety Chairman, National Association of Insurance Women, Portland, Maine; Mas. Weldon- H. Anderson, National Prudent, Indies Auxiliary to the National Rural Letter Carriers' Association, Newell, Iowa; Mas. Agnes D. Beaton, Director, Women's Division, Allstate Insurance Company, Washington, D. C. (Member-at-large); Mrs. Marcella Beatty, Executive Director, AFL-CIO National Auxiliaries, Washington, D. C; Mrs. Margaret L. Belcher, President, The National Association of Negro Business and Profesaoaal Women's Qnbs, Inc, Columbus, Ga.; *Mrs. Edwin B. Bernsen, Haifagah, Highland Park, BL; Mrs. Richard Black, Chairman, Women's Division, Seattle-King County Safety Council, Seattle, Wash.; Mrs. Sue Boe, Wash ington, D. C. (Member-at-large); *Mss. Louise Bradbury, Secretary, National Wom en's Christian Temperance. Umoo, Evanston, 10.; *Miss Helen Burkin, National Secretaries Association, Chicago, IIL; *Miss Mary Ellen Burke, Safety Chairman, American National Cowbefles, Inc, Alliance, Neb.; Da. Alice D. Chenoweth, President, American Medical Women's Association, Arlington, Va.; Mas.^Robert W. Claytor, President, Young Women's Christian Association of the U.SA^ Grand Rapids, Mich.; Mrs. Norma H. Coburn, Member of City Counril, Syracuse, N. Y, (Member-at-large); Miss L. Ann Conley, Preadent, National League for Nursing, Inc., New York; N. Y.; *MisS Loretta Cowden, Program Leader, Division of Home Economics, U.S. Department of Agriculture, Washington, D. C; Miss Martha Crane, Women's Imerest, WLS, Inc, Chicago, IIL (Member-at-Iargc); Mrs. Mildred R. Crawford, CMA, President, American Assodation of Medial Assistants, San Antonio, Texas; Mss. Owaissa M. Crttes, President, National Assodation of Ex tension Home Economists, Clayton, N. M,; Mrs. William Damaskps, Grand Presi dent, Daughters of Penelope, Gary, Ind,; *Mrs. Dorothy Darling, MB, American Medical Women's Assodation, Gary, Ind, ; fJudge Mattie Belle Davis, Metropolitan Court of Dade County, Miami, Fla. (Conference Chairman) (Member-at-large); Honorable Frances L, Dawson, Member, Illinois State Legislature, Evanston, IIL (Member-at-large); Mrs. Charles 0. Dean, Presidtitt, National Council of State Garden Qnbs, Leland, Miss.; Mrs. Eons DeBusk, Mias, Texas (Member-at-large); Miss Mary JXjrr, National President, American Woroea in Radio and Television^ lac, Santa esnea, Calif.; Mrs. Lewis Edmundson, Walsenbnrg, Colorado (Member-at-Iarge); *Miss Doris EcctEStON, Chairman, Community Service Committee, Altrusa International West Des Moines, Iowa; *Mrs. Robert Eisenburg, Hadassah, Chicago, IIL; Mrs. Melvin S. Faick, Albuquerque, N. M. (Member-ai-large); *Mrs. Elvera Fischer, American Assodation of Medial Assistants, Chicago, 111.; Mas. . Norma Folba, President, National Council of Catholic Women, Washington, D. C; . Mrs. Lenose S. Form, President, National Secretaries Association, St Clair Shoos, Mich.; Mrs. John G- Fowler, National Vice Chairman of Volunteers, American National Red Cross, Washington, D. C; *Mxss Barbara Fox, Society of Women Engineers, Chicago, IIL; Miss Eleanor Freeman, Evanston, IIL (Member-at-large); Honorable Earra. B. Gardner, Preadent National Order of Women Legislators, Laconia, N. H.; Miss Corene Gibson, Tdedo-Lucas Comity Safety Council, Toledo* Ohio; Dr. Lillian M. Ghbeeth, New York, N. Y. (Member-at-large); Mrs. Lionel C Gilmour, Bellevue, Wash. (Member-at-large); Mrs. Vera Hall, President Quota Club International, Cheyenne, Wyo,; *Mrs, John Halseth, Safety Chairman, Women's Auxiliary, to the American Medical Assoaation, Great Falls, Mont_; Mrs, Arthur B. Hanneu, National Prerident American Legion Auxiliary, Indianapolis, Ind.; Miss 51 Mamie Hardy, Consumer Issues Committee, Chamber of Commerce of the United States, Washington, D, C (Member-at-large); *Mrs. Helen Hawley, Vice Presi dent, Women's Conference, Toledo-Lncas County Safety Council, Toledo, Ohio; *Mrs. Dora Lee Haynes, General Secretary, Quota dob International, Washington, D. C.; Mss. Lucnzz Hecht, Director, Public Relations, Altrusa Internationa], Chicago, 111.; Miss Dorothy Height, President, National Council of Negro Women, Washington, D. C; *Mrs. Katherine Heuman, Safety Chairman, National Extension Home makers Council, Shoreham, Vt.; Mrs. Irvin Hendryson, Albuquerque, N. M. (Mem ber-at-large) ; Mrs. J. M. Herndon, Safety Chairman, National Congress of Parents and Teachers, Columbia, S. C. (Observer); *Mrs. Edwin S. Hewitt; National Council of State Garden dobs. Rural Route #1, Box 56, Libertyville, I1L; *Mrs, Frances E. Hildebrand, National Chairman of Volunteers, The American National Red Cross, Washington, D, C; *Mss. F. H. Hcgkinson, National Assodation of Legal Secretaries, Chicago, ILL; Dr. Irmagene N. Houoway, Arlington, Va. (Mem ber-at-large) ; Mrs. Barbara Ireion, Public Relations, National Agricultural Chemicals Assm, The Madison Bldg.; Washington, D. C. (Member-at-large); Mrs. J. L Jeffe, B'nai B'rith Women, Chicago, IE; Dr. Fanny Kenyon, Chairman, Women's Division, Safety Council of Greater Lansing, Lansing, Mich.; Mrs. William R. Kb, Chair man, National Assodation of Women Highway Safety Leaders, Inc, Ocala, Fla.; Mrs. Catherine Krxmm, President, National Association of Railway Business Women, Baltimore, Md; Mss. John E. KxoegES, Milwaukee, Wis. (Member-at-large); Mrs. Russell C. Larsen, President; American National Cowbellcs, Ioc~, Kimberly, Idaho; Mrs. Helen K. Leslie, St Petersburg; Fla- (Member-at-Laige); Mrs. Gertrude F. Logan, Sarasota, Fla. (Member-at-large); Mrs. C C. Long, President, Women's Auxiliary to the American Medical Association, Inc., Ozark, Ark.; Judge Geraldine Macelwane, Court of Common Pleas, Lucas County, Toledo, Ohio (Member-atlarge) ; Mrs. Walter V. Magee, President General Federation of Women's dubs, Washington, D. C.; Mrs. Warren G. Magnuson, Washington, D. C. (Member-at-. lance); Miss Marion. E. Martin, Commissioner of Labor and Industry, Augusta, at-large); Miss Patricia L. McBreen, New England Telephone tegBgph Company, Boston, Mass. (Member-at-large); *Mrs, Gordon McKee, lyPtirman, Women's Auxiliary to the American Optosnetric Association, Ex- pSfittn.; *Mrs. Rosine T. McLxmovl AFL-CIO Auxiliaries, Washington, D. C.; Charles O. Middlekauf, Safety Chairman, General Federation of Women's dubs, fiyattsvdle, Md.; Mrs. JoAnh Mima, Chairman, Women's Division, Greater Kansas City Area Safety Council, Kansas City, Mo.; Mrs. Ruth A. Miller, North western National Insurance Group, Sioux' Falls, S. D. (Member-at-large); fMas. Charlotte Montgomery, Contributing Editor,. Good Housekeeping Magazine, Westfield, N. J. (Member-at-large) (Vice President (or Women); Mrs. Muriel Morse, President Soroptinust Federation of the Americas, Los Angeles, Calif.; Mrs. Fred erick Murphy, Vice President Eastbay Chapter, National Safety Council, Oakland, Calif.; *Mrs. Dene Murray, Executive Director, American Association of Medical Assistants, Chicago, III.; Mbs. Marie Newton, President Pilot dub International, Jacksonville, Fla.; Mss. Myrtle Ollison, President National Association of Colored Women's dubs, Oklahoma City, Okla.; Miss Violet Parsons, President-Elect Pilot Club International, Kewanee, I1L; Miss Lydia L Pickup, President, Society of Women Engineers, Mercer Island, Washington; Mrs. John D. Plepel, Cicero, III. (Memberat-large) ; Miss Vera Poston, Safety Secretary, Western Region Office; National Paries Service, San Francisco, Calif. (Member-at-large); Mrs. Rita J. Potvin, President Amvets National Auxiliary, Old ^Orchard Beach, Maine; *Mss. Lynn Ransdell, American Legion Auxiliary, Indianapolis, Ind.; Mrs. Victor E. Reimann, President, Woman's Auxiliary to the United Federation of Postal Qerks, Evansville, Ind; *Miss Virginia Reinecke, Quota.International, Inc., Washington, D. C.; Mbs. Mary S. Resh, President Altrusa International, Washington, D. C.; *Miss Whda Richardson, Executive Director, Pilot dub International, Macon, Ga.; Mrs Hope Roberts, President The National Federation of Business & Professional Women's dubs, Reno, Nev.; *Miss Joan Roberts, Program Director, The National Federatioi of Business and Professional Women's Clubs, Washington, D. C,; Mrs. Mary Robin 52 son, Beverly, Mass. <Member-at-large); Mbs. Roth G Roos, Edward H. Walters & Co., Inc., Chicago, ILL,(Member-at-large); Mss. Max Schenk, President, TTathmih, New York, N. Y_; Mbs Makiy Schxtf, President; National Association of Legal Secretaries, Webster Groves, Mo.; Mas. Michael Shapieo, International President,. B'nai B'rith Women, Washington, D. G; Dx. Vhjja Shuman, Waycross, Ga. (Mem ber-at-large) ; Mas. Helvx Simla, President, Zonta. International HeKdo, Finland; Mbs. Haven Smith, Chairman, American Farm Bureau Women's Committee; Chicago, III; Mas. Wilmer Smith, President, National Extension Homemakers Council, Wilson, Texas; *Mrs. Feedemck R. Solomon, Member Executive Beard, B'nai B'ritfa Women, Highland Park, III; *Mas. Thesesa Staal, National Chairman, Civic Participation Committee; The National Federation of Business & Professional Women's Clubs, Grand Rapids, Mich.; Mas. B. B. Sullivan, President, Woman's Auxiliary to the American Optometric Association, Wichita, Kirns.; Mbs. Ruth Gentry Talley, President, National Association of Women Lawyers, Bogalusa, La.; *Mrs. Florence Thomas, Assistant Director, Program Development, American Farm Bureau Federa tion, Chicago, HL; Mbs. B. V. Toon, Director, Women's Division, Automotive Safety Foundation, Washington, D. G (Member-at-large); Mbs. Fred J. Tooze, President, National Women's Christian Temperance Union, Evanston, 111.; Mbs. Helen Tusker, Assistant Director, Division of Home Economics Programs, U.S. Department of Agriculture*- Washington, D. G; Mas. Bebnice T. Van her Vries, Member, Chicago Transit Board, Chicago Transit Authority, Evanston, BL (Member-at-large); Miss Carol Van Sickle, Editor, The Bulletin, Continental Insurance Companies, New York, N. Y. (Member-at-large); Mbs. J. S. Van West, Hampton, Iowa (Member-at-large) ; Miss Jean Veldwyk, President, National Association of Insurance Women, Seattle, Wash.; *Mrs. Catherine Vollmeb, Public Safety Chairman, Zonta International, Satfonento, Calif.; *Ms. Robert Wallace, National Council of Negro Women, Chicago, 111.; Miss Peggy Walton, Manager, Women's Activities, Msmufacturing Chemists Association, Washington, D. C (Member-at-large); Mbs. Richard K. Warben, Bangor, Marne (Member-at-large); *Mbs. Beatrice Warwocd, President, AFLCIO National Auxiliaries, Washington, D. G; Mbs. Lora Watebs, President,Ladies ' Auxiliary to the Veterans of Foreign Wars of the U.S, Kansas City, Mo.; Mrs. Laura Watts, Montgomery, Ala. (Member-at-large); Mbs. Sidney L. Wedteraub, President, Dade County Citizens Safety Council, Miami, Fla.; Mrs. Betty Rose West,. Associate Manager of Public Affairs, WMAQ-TV, National B|mdjasting Company, Chicago, HL (Member-at-large); Mas. Lauea Jo Wetzel, MadifhffHRhts, Midi. (Member-at-large); Mbs. Hanen H. Williams, President, Reserve Officers Association Ladies Cltdis of America, Phoenix, Ariz.; Mrs. Arthur Wood, Chairman, Women's Division, Eastbay Chapter, National Safety Council, Oakland, Calif.; Mrs. Ashe* Yaguda, President, National Council for Homemaker Services, Inc., New York, N. Y. ; Mis. Milo Yauch, President, Association of the Junior Leagues of America, New York, N. Y. '`Alternate delegates S3 MEMBERS OF THE YOUTH ACTIVITIES CONFERENCE KATIpNAL SAFETY COUNCIL 1968-69 Alex A. Maleski, Vice President Dr. Walter Jacoby, Chairman Ken Cheatham, Vice Chairman American Farm Bureau Federation, Ken Cheatham, Assistant Director, Program De velopment Division, Chicago, 111.; American Institute of Cooperation, Dr. Walter Jacoby, Director, Youth Education, Washington, D. C; American National Red Cross, Terry Townsend, Director, Program Unit, Washington, D. G; Alternate, George W. Guyeite, Red Cross Youth, Washington, D. C.; Auto Industries Highway Safety Committee, Inc., Frank P. Lowrey, Assistant Director, Washington, D. C.; Auto motive Safety Foundation, Arthur A. Offer, Education Division, Washington, D. C.; B'Nai B'Rith Youth Organization, Seymour S. Cohen, Director, Programs and Pub lications, Washington, D. C; Boy Scouts of America, E. E. Hoisingidn, Assistant Director, Health and Safety Service, New Brunswick, N. J.; Boys' Clubs of America, Alex A. Maleski, Associate Director, Program Sendees, New York, N. Y.; Camp Fire Girls, Inc., Dr. Myra Herrick, Chairman, Division of Program Services, New York, N. Y.; Chrysler Corporation, Roy Haeust.fr, Chief Engineer, Detroit, Mich.; Distributive Education Clubs of America, Harry Applegate, Executive Secretary, Falls Church, Va_; Federal Extension Service, Russell W. Smith, Program Leader, 4-H and Youth Development, U.S. Department of Agriculture, Washington, D. C; Ford Motor Company, Dearborn,' Mich.; Future Fanners of America, Wm. Paul Gray, National Executive Secretory, Future Fanners of America, U.S. Office of Edu cation, Washington, D. G; Future Homemakers of America, Mtss Betty Lou Hoffman, Associate National Adviser, U.S. Office of Education, Washington, D. C.; General Motors Corporation, Roger C. Fleming, Public Relations Staff, Detroit, Mich.; Girl Scouts of the USA Miss Mary Weeks, Program Specialist, Health and Safety Education, New York, N. Y.;' Girls Clubs of America, Inc, Mrs. Elinor. B. Buchbolz, Administrative Assistant, New York, N. Y.; Junior Achievement, Inc, Hugh B. Sweeny, Jr., Program Director, New York, N. Y.; Kiwanis International, Percy H. Shue, Assistant Secretary, Program Development, Chicago, 111.; Lions International, Justin B. Snyder, Supervisor, Activities Department, Chicago, III.; National 4-H Service Committee, Inc.,. Kenneth H. Anderson, Associate Director, Chicago, III; National Grange, Edwin C. Hadlock, Director of Youth Activities, Washington, D. G; National Jewish Welfare Board, Michael Rand, National Consultant, Health and Physical Education, New York, N. Y.; National Rural Electric Cooperative Association, . Arthur L. Mitchell, Youth and Young Adult Activities, WashingtoivD. C.; Nationwide Insurance Company, Frank E. Laderer, Director of Safety, Columbus, Ohio; Optimist International, Louis C. Jurinich, Boys' Work Director, St Lewis, Mo.; Science Clubs of America, Howard Weisrrod, Executive Secretary, Washington, D. C.; United Christian Youth Movement, John, S. Wood, Associate Executive Secretary, New York, i^. Y.; United States Catholic Conference, Miss Philomena K. Kerwin, Executive Secretary National CYO Foundation, Washington, D. C.; U.S. Junior Chamber of Commerce, Larry Kelley, Program Manager, Tulsa, Okla.; Veterans of Foreign Wars of the United States, Edward L. Burnham, National Director, Youth Activities^ Kansas City, Mo.; Vocational Industrial Clubs of America, Larry W. Johnson, Exec utive Secretary, Falls Church, Va.; Young Men's Christian Association, John P. Fisher, Secretary for Work with High School Youth, New York, N. Y.; Zonto International, Mrs. Pauline G Fyler, Executive Director, Chicago, III.; Secretory, Harold E. Heldreth, Manager, Youth Activities Department, National Safety Council, 425 North Michigan Avenue, Chicago, III. 60611 54 Jf \mm****' Order Form 1968 Congress Transactions luantity irdered Stock No. 022.38-1 022.38,2 022.38-3 022.38-4 022.38-5 022.38-6 022.38-7 022.38-8 022.38-9 022.38-10 022.38-11 022.38-12 022.38-13 022.38-14 022.38-15 022.38-16 022.38-17 022.38-18 022.38-19 022.38-20 022.38-21 022.38-22 022.38-23 022.38-24 022.38-25 022.38-26 02238-27 02238-28 02218 VoL No. 1 2 3 4 r 6 7 3 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 Title ' ' 1-9 10 or Copies more General Sessions & Index to all Volumes $.85 $.65 Aerospace; Air Transport' .85 .65 Automotive'S Machine Shop; Power Press & Forging .85 .65 Cement, Quarry & Mineral Aggregates .50 .45 Chemical & Fertilizer .85 .65 Civic Leadership; Church, Women, Youth, Farm J5 .65 Coal Mining X .65 Construction; Public Employee .85 .65 Electrical Equipment .50 .45 Food & Beverage, Meat Packing, Tanning & Leather Products; Trades & Services " .85 .65 Glass & Ceramics; Rubber .85 .65 Industrial Subject Sessions; Associations L10 LOO Labor .85 .65 Marine .85 .65 Metals .50 .45 Mining .85 .65 Motor Transport; Transit .85 .65 Occupational Health Nursing .50 .45 Petroleum .85 .65 Public Utilities .85 .65 Pulp & Paper; Printing & Publishing .85 .65 Railroad .50 .45 School & College LID LOO Traffic .85 .65 Wood Products; & Textile .85" .65 Early Morning Sessions .50 .45 Public Safety .85 .65 Home Safety .85 .65 COMPLETE SET OF 28 VOLUMES $13.60 Automatic 20% discount to National Safety Council members; or 10% discount to government agencies. Please enclose check with orders less than $3.00. SHIP TO: Organization...................... ................................... ........................ ........................ Address ______________ ___________ City __________. ______ ______ .StateZipCode to Attention of ........................................................... ..... BILL TO; Organization ___________________________ _ Address______ ___________ City _____________ ^______ StateJZip Code to Attention of _______________________________ _______ Cus^fier's Purchase Order Number _________ _ MAIL TO: NATIONAL &AFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 JSC36SB2 ratKttB (X X.ft'JU Q22.3S-S A Volume 7 NATIONAL SAFETY CONGRESS TRANSACTIONS '> i' NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 56th NATIONAL SAFETY CONGRESS Papers Delivered in the COAL MINING SESSIONS ' CONTENTS Five Years of Future Dates for the National Safety Congress........................ 4 Fire Protection and Fire Fighting in Coal Mines.................... W. B. Jamison 5 Transportation, Storage and Use of Oxygen and Acetylene Underground...................................... ....Paul C. Lingo 15 The Use of Methane Monitors in the Dutch Creek and L S. Wood Mines............. ............... ................. .. .John A. Reeves 18 Why, When and How to Seal Abandoned Workings ' Rather than Ventilate............................................. ...Dennis Frailey 21 Bleeders Including Longwal! Workings................. ...............John W. Stevenson 23 An Educators Views on the Indoctrination and Training of Workmen for the Coal Mining Industry.........Orville Johnson 26 Safety at FMC Corporation, Mine and Processing Plant....... John Kovach, Sr. 28 Officers of the Coal Mining Section, 1968-69................. ............................ 32 Other VolumesjAm8 National Safety Congress Transactions............. Back Cover 3 PLAN NOW TO ATTEND THE 1969 NATIONAL SAFETY CONGRESS OCTOBER 27-30, 1969 / CONMO MILTON MOTEL, CHICAGO 1970 The Congress is always a big week, a worthwhile week for the 13,000 safety people who attend. At the '69 Congress you can meet other safety people*, withthe same problemsand responsibilitiesasyourself. 1971 You can exchange views and ideas on accident preven tion, health, hygiene, and fire prevention .. ,on safety in industry, traffic, school, at home and on the farm. You can see the largest of all safety equipment exhibits 1972 atthe Congress... an opportunityforyou to make wellinformed buying decisions for your company. This four-day educational program, planned and pre sented by the National Safety Council, can be your most.thought-provoking, most worthwhile safety expe 1973 rience in 1969. Make plans earlyto attendthe 1969 Congress and bring the other people in your organization who have safety responsibilities. FUTURE CONGRESS DATES 1969 October 27-30 1970 October 26-29 1971 October 25-28 1972 October 23-26 1973 Oct. 29- Nov. 1 NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVENUE CHICAGO, ILLINOIS 60611 FIRE PROTECTION AND FIRE FIGHTING IN COAL MIHES . By W. B. JAMISON Manager, Technical Services, HI-Ex Foam* Walter Kidde & Co, Inc., Belleville, N. J. Obviously, the best solution for the fire oil to the fire problem on operating equip problem is to prevent fires in the first place. ment results from the ease with which an Fire prevention has been discussed so many arc or friction can ignite coal coated with times that it is difficult to add anything new oil. Usually oil soaked coal can be ignited or significant that has not been covered more readily than either oil or coal alone. adequately many times. We all recognize When an oil-water emulsion leaks into coal, that good housekeeping, preventive mainten the oil will separate from the emulsion and dance, and safe practices in choosing and will coat the coaL As long as the water operating mining equipment will go a long remains, it will be helpful in suppressing way to eliminate fires. Careful compliance combustion; but the water drains out rapidly with mining laws and codes is a good way or will evaporate, whereas the oil is ab- to start sorbed by the coal and evaporation is neg Certainly, the development and use of non flammable hydraulic fluids is an important step'to reduce the chance, of fire. It is im ligible. Thus, an oikwater emulsion does not eliminate many of the fire ignition problems created by hydraulic oil. portant however, to tmderstaffi the useful ness and the limitations of ^on-flammable hydraulic fluids--limitations which are prob An oil-water emulsion of proper ratio will eliminate the very severe fire situation which can result when oil at high pressure leaks ably so severe that they can only reduce through a small opening and is ignited- With some chance of fire. Therefore, good fire combustible oil, this condition provides com protection and good fire fighting capability bustion similar to that of an oil burner. It is are still necessary. ^ believed that this type of fire occurrence -------Two types of non-flammable hydraulic is most infrequent fluids are available': glycol based and emul sions of oil in water. The glycol based non flammable hydraulic fluids are used in aircraft hydraulic systems and in other specialized hydraulic systems where a high level of design and maintenance can minimize * loss of the very expensive fluid. Oil-water "emulsions are much less expensive and have been used with varying success in place of mis in the hydraulic systems of mining equipment The non-burning characteristic of oil-water emulsions depends upon the maintenance of the proper oil to water ratio. Because the vapor pressure and boiling temperature of water are well below those of oil, the heat generated in operating hydraulic systems tends to drive off the water, raising the oil content of the emulsion and, if permitted to go too far, destroying the non-horning characteristic. . Classification of Mine Fires Fires in coal mines can be classified use-, fully as to-types of fuel, origin, and location. While there are fuel classifications beyond the three common categories, Class A, Class B, and Class C, these three fire types are the only ones encountered in coal mines. A class A fire is one in which the fuel is coal, rubber, wood, or other solid material which will bum. A class B fire is is one in which the fuel is a liquid such as gasoline, or oil Fortunately, about the only low flash point flammable liquid found un derground m coal mines is the very limited amount of naphtha contained in flame safety lamps. The vast quantity of high flash point combustible liquids used in coal mines arc the lubricating oils and greases and the hydraulic oils used in various types of mining equipment Class C fires occur in live elec trical equipment when arcing occurs. Since Assuming that the oil-water ratio can be arcing is seldom of Jong duration, class C controlled, there is still one major problem. fires usually are important only as the source Usually the main contribution of hydraulic of ignition of class A or class B fires. S 1968 National Safely Congress The vast majority of fires in coal mines essefffially class A fires of coal since com start from electrical failures which cause bustible liquid may not have been present or arcs or class C fires. Also, many fires result was consumed early in duration of the fire. from heat developed when bearings fail or These fires can start from electricity or fric objects rub or slip. A few fires occur from tion if moving machinery such as a belt con spontaneous heating of coal or, more gen veyor is involved. Fires can start anywhere erally, the sulphuritic impurities of the coal along a haulage road when a fall or wreck seam. may damage the power wiring, igniting coal It is important to classify fires as to loca tion, primarily because fires which start in unattended areas may have time to become well established before anyone knows the fire exists and ean organize to fight it or timber. Belt heads where belt drives or car spotters operate unattended are areas where fires often get a real start The im portant point to note is that fire protection for unattended areas must involve a system capable of automatic detection of the fire From these comments, it is possible to and automatic release of the extinguishing establish the following classification table ' media. Because of the vast length of haulage for fires in coal mines: roads and belt lines, automatic fire protection Fire Classification Table cannot be justified'throughout but must be limited to certain key areas, such as belt Type Origin Location. heads, where the risk of fire and'the prob Class A Gass B Qass C Electrical Friction Spontaneous Attended Unattended Records of fires in coal mines in the United States permit closer definition of mine fires by regrouping and- elimination. Previously, we- commented that class C ability of damage from fire are great Effec tive fire fighting equipment and trained personnel are the only answer to fires on the long haulage roads and belt lines. Perhaps a more realistic basis for classifi cation of fires in coal mines would be: Revised Fire Classification Table fires really don't exist fox' very long, but Location Attended Unattended that electrical arcing is important in starting the fire. Next, it is useful to realize that most fires take place on operating mobile equipment in the face area. Generally, these fires start from an electrical arc igniting hydraulic oil, lubricants, and fine coal. Since mining equipment often has rubber and al ways has some coal on it, the fire quickly becomes class A as well as class B. The fire almost always starts When the equipment is Fire Type Qass A&B Origin Electrical or Friction Detection Not needed' Extinguishing Systems Manual Back-up Fire Fighting Equipment Necessary Class A&B Electrical or Friction Needed Automatic , Necessary in operation and the operator has evidence Fire Extinguishing Agents of the fire almost immediately. If the opera tor can be effective on the fire quickly, the fire may not spread to the coal seam; but if he does not have effective means to act quickly, the fire will spread and enter a dif ferent dimension of damage, fire loss, down Today, the fire protection engineer and fire fighter have a wide range of extinguishing agents available to control and extinguish fires. All have their special advantages and their peculiar disadvantages; however, if there is one agent which most nearly meets time, and difficulty of eventual extinguish all of the- requirements for a universal ment The important joint to note and to extinguishing agent for controlling and fight classify is whether the we started with per ing mine fires, that agent is water. sonnel present; if so, these people could be effective only if enough extinguishing agent for use on class A and B fires was quickly available. Water has obvious advantages. It is cheap, it is abundant, it can be piped for easy dis tribution in quantity, it has good range when forced through a nozzle at reasonable pres Fires in unattended areas usually have sure, it can be dispersed into a fog for great plenty of time to become well established heat absorption, it can be expanded to a before they are detected. By then they are low expansion foam for direct application to 6 Coal Mining class A and B fires, and it can be expanded greatly to a high expansion foam which has many characteristics of special value in fighting mine fires. Pound for pound, water can absorb more heat than any other ex tinguishing agent Water is relatively safe to use and is harmless to people. Truly, it is the universal agent Of next greatest importance is the rela tively new ABC powder. This powder is an ammonium phosphate treated to inhibit water absorbency and caking. It is expelled from a suitably designed pressure cylinder and ap plied to the fire through a nozzle. It has ef fectiveness equal to sodium bicarbonate on flammable liquid fires, and in addition to snuffing out the flame of a class A fire it coats the hot material, forming a glaze to exclude air and prevent re-ignition. Like all dry, chemicals, it has little heat absorbing capability but does inhibit flame in a way pdiich is not thoroughly understood. Another relatively new agent is Purple K, which is potassium bicarbonate treated to inhibit water absorbency and caking. This material is very effective on fires of flam mable liquids but has only limited value on class A fires, where it can control flame during discharge but rekindling is likely unless the fire is very small. Standard dry chemical is sodium bicar bonate treated to inhibit water absorbency and caking. It is about two-thirds as effec tive as Purple K on fires of flammable lupids, but has limited effect on class A fifes where it can control flame during dis charge only. Sodium bicarbonate is less hygroscopic than Purple E or ABC powder, so caking is less severe. Extinguishers de signed for standard dry chemical, for Purple K or ABC powder should be filled only with the powder for which that extinguisher was designed.* If the powders are interchanged or mixed a dangerous chemical reaction can occur. Carbon dioxide is useful on flammable liquid fires and in areas such as electrical rooms, where its unique cleanliness and neg ligible damage makes it especially useful. It can be moderately effective as a coolant when discharged dose to the fire, but when used in general flooding its effect is to dis place the oxygen content of the air and con trol of the fire is by inerting only. If sufficient cooling did not take place during the period of low oxygen level, a class A fire will rekindle. In confined areas such as those which exist under the protective covers of mining machines, rapid discharge of a substantial volume of C02 will extinguish a class B fire and can literally blast out the burning coal of a dass A fire. Volatilizing liquids such as carbon tetra chloride should not be used in coal mines since their vapors, especially the vapors re sulting from the dissociation occurring at high temperature, are harmful to humans. Certain other volatizing liquids such as Freon 1301 (CF3Br), CBF, and others also . have remarkable abilities to inhibit burning and are not harmful to humans in low but effective concentrations. Their use in mine fire fighting and fire protection does not appear to be favorable now since it is not easy to control concentration under the widely variable conditions of coal mines and since, like carbon tetrachloride, they break down at high temperatures to give toxic gases. They are being considered for special problems where detection can permit quick application before high temperatures develop and where careful matching of quantity of agent to volume of protected area can exist Since mining applications cannot assure these requirements, I believe that it is not wise to consider these agents at this time. Comparison of Agents. By using the list ings developed by Underwriters' Laboratories for rating the extinguishing capabilities of fire extinguishers, it is possible to show a reasonable comparison of the relative effec tiveness of different extinguishing agents. In most cases where this sort of comparison has been made, agents have been compared on the basis of weight of agent I do not feel that weight is the proper measure for com paring agents in mining applications, since the weight of the agent is not the limitation in applying it The limitation is one of space --space on machinery or at locations in a mine for the container which holds the agent In the table which-follows, containers have been chosen which are approximately the same size. U. L, ratings for extinguishers are based upon performance tests carried out under rigidly controlled conditions on carefully set fires of wood and of gasoline. The wood class A fires give an A rating and the rela tive size of the fire is given by the number 7 1968 National Safely Congress preceding the letter. Thus a 4A rating signi fied effectiveness on a fire twice' as large as a 2A rating. The B ratings signify effec tiveness on gasoline fires and the number ahead of the letter B gives the area of the burning gasoline in square feet The C rating signifies that the extinguisher can be dis charged upon an electrical arc without risk of shock to the user. Table of Agent Effectiveness Agent Size U. L. Rating Water Standard DC Purple K ABC Powder CO, 2% gal. 20 lb. 20 1b. 20 lb. IS lb. 2A 40B:C 60B-.C 10A, 40B :C 12 B :C There are no comparable sizes of extin guishers listed by U. L. which use vola tilizing liquids. The only one rated by U. L. are very small and carry small, B and C ratings. It is apparent from the above table that ABC powder is outstanding in its usefulness for both class A and class B fires, such as those which occur on mining machines. This comparison clearly shows that .when the agent is limited in quantity, ABC powder is the best to consider. Thus for shuttle cars, mobile drills, loading machines, and other mining units which are not connected to a substantial source of water during opera tion, a pressurized ABC extinguisher or an extinguishing system containing ABC pow der is the first choice. Until recently, there was some doubt about possible caking of ABC powder when the container was sub ject to the shocks and vibration of being mounted on mining machinery. Not long ago, a new Kidde ABC extinguisher, mounted on an operating shuttle car for about six months, was discharged normally and inspec tion showed that the normal quantity of powder was expelled. On the basis of the U. L. ratings, water does not appear to be the ideal agent, and when the quantity is severely limited, as it would be if. a pressurized supply had to be carried on a mining machine, water is not as good as ABC powder. But when the equip ment can receive water at a reasonable rate from a water line, the continuous supply of water applied for an extended period is much more effective than the quickly expelled, sup ply of dry powder. Water lines, sjuch as are used to reduce dust on continuous miners, cutting machines, etc., will cool and sfep a fire on mining equipment. By holding down the heat, spread of the fire to the coal seam can .be prevented. While water extinguishers do not carry a B rating, water is effective on class B fires in mines where the fuels are high flash point oil or grease, though not on .the gasoline fires which U. L. uses for rating tests. Practical Suggestions This is a good point to become pc^tical and to make specific recommendations w# how to use the preferred agents for the different situations which were defined. The Revised Fire Classification Table noted that the fires were class A and class B and the fires started from electrical arcs or friction. The remainder of the table can be summa rized into two situations: where machinery is operating attended or operating unattended. Where protection systems can be applied either internally in mobile equipment or externally to cover stationary equipment, it appears to be easier to discuss the practical problems of fire protection by distinguishing between the agents to be used--in one case, water supplied through hose or pipe, and in the other, ABC powder or CO, available from a stored container. Protection of Attended Equipment--Water Supplied. When water is used to allay dust on operating continuous miners, cutting ma chines; and loading machines, this.continuous supply of water can be an effective source of fire fighting agent to control and extinguish fires on this operating equipment Usually, the water is fed from a piped supply and is available for a relatively unlimited period. Since the- last sun of piping is usually re duced to M-inch or one-inch size and is finally carried to the equipment through {jfi-inch or J^-inch hose, the free flow rate available at the equipment seldom exceeds IS to 20 gpm, and often, is less than 10 gpm. Thus, the water supply usually can provide a limited flow rate for an unlimited period. It would be helpful if the water were available at a substantially higher rate, even if it were available only for a shorter period. Then a large number of nozzles could be located so as to cover all fire areas on the machine. Simultaneous mass flooding of all areas under covers, of all exposed areas S Coal Mining where wiring and hydraulic components are closely placed, and of the roof over and. ribs beside the equipment would be ideal, but the quantity of water necessary to attain this ideal is not available. Instead, it is necessary to ration the available water to adequately supply as many nozzles as possible. Installation of a reasonably effective water spray system- starts with the choice .of the spray nozzle. I believe that spray quantities of less than two gpm, are not useful Also, spray patterns are not good if the nozzle pressure is less than 15 psi If any reasonable range is needed, 20 psi is usually necessary. Nozzles with small openings or close pas sages are undesirable, since small dirt par ticles can plug the nozzles. It is important to know the characteristics of the water supply. These can be determined most easily by equipping a. one-inch water meter with a prcssumgauge at its inlet and a gate valve at its discharge. The water meter is attached to the end of the normal length of water hose'at the remote side of the section and the water pressure is read with the valve dosed. Then the water valve is opened until the pressure gauge falls to 25 psi, and the water Sow is obtained by timed readings of the water meter. The total flow rate at 25 psi can be expected through the desired nozzles.at about 20 psi, since there will be some pressure loss through the piping, valve, and strainer which are neces sary parts of the fire spray system. Knowing the flow and the nozzle characteristics at the flow pressure, the allowable number of noz zles can be determined. The reason for reading shut-off pressure as well as flow rate at a given pressure is to permit plotting the flow characteristics as shown in Figure 1. The two points deter mined by test are joined by a straight line, then the available flow at any other pressure can be picked off the plotted line. Normally the water supply will not ade quately jjfi. the number of nozzles which we woujffuke to install on mining machinery. Therefore, we must attempt to-KOver those areas which are most critical. hese should include areas beneath covers where hydraulic oil lines and power wiring are present The region of the hydraulic pumps- and hydraulic oil reservoir are important Electrical cable reels such as those on cutting machines Fig. 1 9 / 1968 National Safety Congress should be covered. Perhaps most useful of all would be at least two nozzles fore and aft on the machine aimed directly upward to cool the roof and air over a machine, to prevent the spread of a fire to the coal, and to pre vent a possible roof fall caused by the heat of the fire. While this overhead protection will not prevent direct fire damage to the ma chine,, it will make subsequent fire fighting much easier and help to prevent ultimate destruction of the machine. of a fire so that fire fighting techniques can be used to extinguish the relatively small fire remaining. The likely points of origin of a fire on a shuttle car may be listed in decreasing order of importance, as: 1. Cable reel. 2. Tires, which may be ignited by run ning over a cabie. 3. Gear transmission compartments. All of the nozzles should be piped from a 4. Hydraulic pump compartment smooth acting three-way valve which would 5. Hydraulic oil reservoir. divert the water from its normal dust control function to the fire nozzles. A strainer of adequate size and with a screen, 6. Wiring entrances to controllers, motors, etc. only, fine enough to trap particles which Motors, controllers, and other electrical would not go through the nozzles should be components arc usually of a low order of located, on the fire discharge side of the importance, since the heavy enclosures effec three-way valve. The valve should be located tively contain arcing. The wide distribution conveniently on the back end of the machine, of fixed wiring on machines probably makes so that it can be thrown by the operator it impossible to cover all wiring runs. In when leaving the machine under emergency stead of attempting to cover all the wiring, conditions. I think that it is more practical to cover the Often, the best solution for an inadequate water supply may be to supplement the water spray system with portable extinguishers or even a built-in-dry-chemical or COj fire protection system. In this way, the quick knock-down of the agents is combined with the cooling and- continued control of water sprays. ` ' critical areas where oil, oily dust, or other combustible material may be present It is possible to locate one or preferably two 30-pound ABC dry chemical cylinders on most shuttle cars. A 30-pound cylinder can be discharged through six or eight nozzles to get good distribution of the dry chemical. In addition to providing a larger quantity of agent, two cylinders permit Protection of Attended Equipment--Water doubling the number of discharge nozzles for Unavailable. The shuttle car is typical of the even better distribution. On shuttle cars, severe fire protection probiem on mining operating trips should be available at the equipment which is attended by an operator operator's position and at the opposite end of when it is in use but which does not have the car. Continuous miners and cutting ma a supply of water available through a hose. chines should^be treated in similar fashion. As previously explained, the best agent for The large sHe and value of a continuous control of fires on this type of equipment is miner certainly indicates that at least two or ABC powder, with C02 as a possible second more 30-pound cylinders are needed. choice. If the extinguishing media is a dry powder, Intelligent application of fire protection certain precautions on piping are important. systems to any piece of mining equipment The pipe sizes are critical and the piping requires evaluation of the logical points of runs to the different nozzles must be balanced fire origin and then application of extin in length. Flow of finely divided powder guishing agent to cover these points. Ob propelled by a gas does not act as a true viously, not all possible points of origin can gas or as a homogeneous Squid. The first be covered since we are faced with practical installations on any machine should be made limitations of space and weight to carry the by an experienced person and should be extinguishing agent With ABC powder, it is tested to assure proper performance. While not necessary to cover all possible points of piping requirements are not so critical with origin if the main areas can be coated with COj, the nozzle locations and piping runs the powder. This coating of ABC powder should be made initially by an experienced will prevent or greatly retard development person. Also, a C02 system should be dis 10 Coal Mining charged to check performance and especially to be sure that the discharge covers the criti cal areas fully. Protection of Unattended Equipment-- Water Supplied. Typical of unattended equipment which can be protected very well with water sprays are belt drives; belt heads, automatic car-spotters, belt feeders, etc. If a reasonably sized water line is not too far away, it is not difficult to provide a fire protection supply for adequate fire protec tion. The simplest fire protection system which combines automatic detection and auto matic response can consist of a run of pipe supported at the roof directly over the ma chinery to be protected with sprinkler heads' installed every 10 feet Sprinklers are equipped with a temperature sensitive release, which will cause the sprinklers to open, exposing a 54-inch orifice when rated temperature is reached. The most common operating temperature ratings of sprinkler heads are 165, 212, 286, and 360 F. Flow rates related to pressure are : Pressurejat Sprinkler 10 psi IS psi 20 psi 25 psi 35 psi 50 psi Discharge Rate 18 gpm 22 gpm 25gpm -28 gpm 34 gpm 41 gpm , When the standard sprinkler is discharging 15 gpm, the spray will cover an area having a diameter of about 16 feet at a distance of about four feet below the sprinkler deflector. Upright standard sprinklers or ' pendant standard sprinklers are recommended. I prefer pendant standard sprinklers since then the pipe can be supported against the roof or cross bars, and the sprinkler head is beneath the pipe in an unobstructed position. Accepted practice of sprinkler application allows the installation of many more heads than the water supply could be expected to handle, since not all of the heads would be activated. The number of heads which might be activated in a mining situation is a matter of judgment, since there is little if any actual experience or test data to go on. Also, there are many special problems presented by the mine environment which do not exist in areas normally protected with sprinklers. Perhaps the most important of these special conditions is the possibility that air currents of high velocity can move the heat of a fire horizontally so that the sprinkler directly over the fire might be very slow to operate. Normally, a fire should not open more than four heads, so a water supply capable of flowing 60 gpm at 15 to 20 psi is an accept able minimum. An additional 40 gpm or more is desirable. But if operation of the sprinklers very dose to the fire were delayei too long and the heat of the fire carrier to other sprinklers, substantially more sprinklers could open. Then the water supply would be inadequate, and the flow through each sprin kler will be too low. The discharge pattern will be affected badly and the fire will not be controlled. Since a high velocity ventilation current can cause the system to fail, obviously ven tilation should be controlled in the area to be protected. Some benefit might result from the use of higher temperature sprinkler heads in the spots'whcre the greatest prob ability of origin of the fire exists. This is a controversial thought however, since higher temperature heads arc slower to react to a fire. The objective must be to open only those heads closest to the fire and to open the fewest number possible. This simple sprinkler system has one major weakness, it has been suggested for use in protecting areas where no person is normally present. Therefore, it can function without warning mine personnel of the fact. Large volumes of water can be released into the mine, especially during idle periods, without anyone's knowledge. Water flow switches can be added to the system, but unless there is some reliable communication means to carry the alarm, no one would be warned. Various expedients such as thermostatically controlled sprinkler systems which will shut off when the fire is controlled or extinguished can reduce the chance of releasing a lot of water, hut without automatic remote alarms, no fire suppression system can be completely reliable. Protection of Unattended Equipment -- Water Unavailable. When water is not avail able, large pressurized dry chemical or COj systems can be used to control and extin guish fires in equipment areas. These sys tems are available with automatic detection to catch the fire quickly, before it has time to become large and get beyond control. 11 1968 National Safety Congress On conveyor drives, belt heads, etc., the do the job. Of course, the bigger extin superiority of ABC dry powder has been guisher costs more, but it is false economy covered. Since the protection problem does to buy and use an extinguisher that is too not involve mobile equipment which must small. The only rule to follow is to buy and carry the fire extinguishing agent, no real install the very largest possible, since even space problem exists, so the dry powder sys it may not be large enough. tem can be very large.__Automatic systems Section Fire Fighting Equipment. In addi are available which contain ISO pounds of tion to the extinguishers, which should be dry powder. This amount of agent in a well mounted on equipment and kept as back-up designed system certainly should be able to in the section, there should be a second and control just about any fire,that might occur. possibly third level of fire fighting tools In more permanent installations involving available. Obviously, to back up the hand electrical equipment, such as motors, controls, extinguisher they should have a greater transformers, rectifiers, eta, C02 is ideal fire killing capability and range than the C02 systems can be made up in almost any . hand extinguisher, since they~would he size by manifolding high pressure bottles needed if the hand extinguisher had already of gas. Good detection systems can trip the failed. system to give rapid and controlled applica Several types of equipment are available tion of large volumes of C02. Pressure Re and are logical for back up fire fighting leases are available and should be used to tools. .One of the best would be wheel dose fire and - ventilation doors so a high mounted dry powder extinguishers holding concentration of CO, can be built up and 150 pounds of ABC powder and carrying SO maintained. feet of discharge hose. Another agent avail Obviously, the tripping of any C02 or dry able. in similar wheel mounted pressurized powder system should be interlocked with units with a length of discharge hose is the the controls of the equipment being pro loaded stream water units. "While the range tected, to shut Ac equipment down. Again, of these units is good, it is likely that they it is important to have some alarm system could not be used except by men equipped which would advise of the operation of the with all service gas masks. Therefore, at fire suppressing Sj^tem. least two masks should be kept with each Fire Fighting Equipment A mine which is well equipped for fire fighting will have a whole arsenal of equip ment designed to respond to a wide variety of conditions. No discussion of the mine fire problem would be reasonably complete unless fire fighting equipment for mines is covered. extinguisher. An alternate to the wheeled fire extin guisher would be to provide foam nozzles adapted to use the water system provided for allaying dust. The limited capacity of this water system means that special foam nozzles rated in the order of 12 to 15 gpm must be used. These nozzles should have Hand Extinguishers. It is safe to say pick-up tubes which will pull the proper that almost all of the hand extinguishers in quantity of wetting-agent based high-expan- coal mines, today are obsolete. The great sion foam concentrate from a five-gallon superiority of ABC powder requires that all container. The resultant foam will have an mining officials should consider a program expansion ratio of about right or ten to one to replace all extinguishers on mobile equip and is effective on class A and class 3 fires. ment, in section areas, in shops, and at other The nozzle will discharge around 100 gpm critical points with the latest models of ABC of tiiis foam and has reasonably good range. extinguishers. The replacement extinguishers Again, men using this nozzle should have , should be as large as posable. Extinguishers service gas masks available. on shuttle cars and other mobile equipment Another practical way to back up hand should not be small 2J4 pound units, but extinguishers, if the water supply is ade should be at least the 10-pound size. Extin quate, is to store an adequate quantity of V/i guishers to be kept in relatively fixed loca inch fire hose and proper nozzles on the sec tions-can be 25-pound size or larger. Mine tion. The water supply should be able to fire fighting problems are never small, and provide on the section at least 60 gpm of extinguishers which have been designed for water at 70. to 80 psi minimum if it is to be fighting fires in the home kitchen will not effective.. 12 Coal Mining Water Supply for Fighting Mine Fires. Experience 'has shown that a mine fire which was not controlled during its early stages just cannot be fought successfully un less an adequate supply of water is available. Just what is an adequate water supply? I am sure that you ran get a different an swer each time the question is asked. A sup ply that could make available 150 gpm of water at 100 psi for an indefinite period would be very adequate. In high coal, where fires can develop and spread very rapidly, 100 gpm at 100 psi is just adequate. In low coal, perhaps 60 gpm at 100 psi is barely enough. These standards are expensive and probably can be satisfied only by a pipeline. In addition to the obvious need for good hydraulic design of any piped water supply for fire fighting, the pipeline should be equipped with taps having valves each 300 or 400 feet, where a hose can be connected. Also, at every 1,000 feet, or every third or fourth, tap, there should be a shut-off-valve which would permit closing the flow of water to points beyond. These valves are necessary, since a fire can damage the pipeline in the fire area and the open flow would draw the water away from the taps where it is needed. Fire lines should be joined with Victaulic couplings, as .these provide an easy means of breaking the line and introducing addi tional taps or branch lines. Pipelines should be installed-in intake air entries, preferably on haulage or belt entries. Large water cars are useful and can be especially effective in supplying a large amount of water at high pressure. However, water cars cannot provide a continuous sup ply. Fire Hoses. Fire hoses require special consideration at mines. Cotton or linen jack eted hoses should not be used, as they are subject to mildew attack. Even mildew treated hose does not seem to stand up. Rubber lined and rubber jacketed hose appears to resist mildew attack but this hose is heavy, stiff, and expensive. Probably the best hose for mine use is rubber or, preferably, neoprene lined polyester hose with rocker Jug cou plings. The pins of pin type couplings are too likely to be knocked off,. Mid should be avoided. Two sizes of hose should be considered. In low coal and where the water supply can deliver only about 60 gpm at good pressure, 1 inch hose should be used. When the water supply is able to provide 100 to 120 gpm at good pressure, two-inch hose should be used. I do not believe 2^-inch hose has any real advantage over two-inch; the extra capacity usually is not useful since the volume of water available through a two-inch hose is enough to control and extinguish all of the fire which can be reached by the projected stream of. a fire hose. The extra weight, size, and cost of 2^-inch hose is consider able. Hose threads of lj or 2-inch hose cou plings should be SIPT, Straight Iron Pipe Thread. While it is always preferable to use fire hose adapters, SIPT couplings can be attached to standard male pipe threads. This is especially important if the number of taps which I have suggested have been pro vided. Two additional points should be mentioned., When the gasket of a fire hose coupling is in good shape, the coupling should be tight ened with bare hand pressure only. It will not leak. Hose wrenches are needed to un couple hose only. Tightening couplings with hose wrenches will harm the gaskets. Finally, hose should always be coiled up into bundles or doughnuts, with the male coupling at the center. In this way, the hose is in proper condition for quick use. Also, the exposed threads of the male coupling are protected against damage. Fire Hose Nozzles. The best nozzle for mine use is a combination type, able to give a good long range straight stream and also a good spray. The nozzles which adjust con tinuously from a stream to a wide-angle spray cannot throw a stream as far as the lever type stream-spray nozzle. Because range is so critical in mines, the character istic of die straight stream should decide the choice of nozzle. High-Expansion Foam. Good high-expan sion foam equipment is the all-important back-up fire fighter which can still do the job when the extinguishers and hose lines fail, as they will when the fire spreads be yond their very limited range High-expan sion foam is effective against a fire in three ways. First, the tijUMous volume of highexpansion foam dffl^Psyent air from reach- ing a fire. Second, wneiii driven into the heat of a fire, a foam containing sufficient water will produce cnbsjgh steam to reduce the 13 i968 National Safety Congress oxygen content of the., atmosphere so that active burning ceases. Finally, a high-expan sion foam containing, a reasonable amount of water will wet all objects which it con tacts; it will cool and extinguish a class A or class B fire if the foam is supplied in sufficient volume and is maintained long enough. In simplest concept, the bubble is a means to carry water from the foam generator to the fire The water content' of the foam when generated is of minor importance com pared to the water content when it reaches the fire. A stable foam will deliver a high percentage of its water to the fire, whereas an unstable foam may not contain enough water to be effective. When mine fires have reached a size and intensity that they cannot be controlled with a good fire hose stream, a small foam gen erator won't do the job. The cooling capa bility of high-expansion foam is no greater than the quantity of water which it contains. A few thousand cubic feet per minute of high-expansion foam usually contains less than 20 gpm of water. This amount of wafer usually is not enough to absorb the heat of the fire in a coal mine entry, so this low rate of foam generation can't advance into, the fire to drive it back' and extinguish it. This low rate of water delivery just won't control a mine fire. High-expansion foam equipment must have the highest rating possible, consistent with the size limitations imposed by the mine and consistent with the water supply capability. Previously, I indicated that a water supply able to handle a PA inch hose should have 60 gpm at good pressure while a two-inch hose should have 100 gpm. These water capacities permit corresponding high-expan sion -foam generators to provide in the order of 7,000 cfm and 12,000 cfm. When equipped with high pressure fans, suitable air rate indicators, and controls, high-expansion foam is effective on large fires at long range. Training The vital ingredient in fighting any mine fire is training. Untrained men do not know or understand what must be done or what they can do. Usually their reaction in an emergency is to run. Only training and leadership prevent panic Training with all pieces of fire fighting equipment is impor tant Unless a man has tried, can he be sure that he can operate a hand extinguisher? Unless he has been shown, he may direct it improperly and ineffectively. Most men can use a hose stream reasonably well, but they do not know or understand the best techni ques of using spray or water fog. A little bit of practice will speed up laying, coupling, and putting a hose line in operation. Practice sessions develop team work and speed. When every man has a job, there is a minimum of confusion and wasted effort Training sessions test equipment also. Hoses which have been neglected may not be in shape when needed. Training includes putting equipment away in a safe and workmanlike, condition. There is nothing which will cause more confusion and delay than a few lengths of hose which have been rolled the wrong way. Of course, a man cannot use or be effective wearing a gas mask or breathing apparatus unless he has trained with it Most mines find that this training will create a consciousness of fire and fixe haz ards among personnel which of itself is, sufficient justification for the training. The" training need not be so frequent or prolonged that the training time will become a severe financial expense. Since supervisors have the responsibility of leadership, extra effort and attention must be devoted to training these key men. A man does not suddenly* become an expert fire fighter the day he became a supervisor. Above all,, no training takes place until it becomes company policy and someone's. responsibility. The Future I have expressed the opinion that I do not believe it is practical to attempt to provide automatic fire protection for the vast lengths of haulage roads or belt lines. But it is within the range of present technical feasibility to provide reasonably quick fire detection. At this time, there .may be two practical ways to do this job. The first,could be to use thermostats at suitable intervals on the roof over the belt line or over the track. These thermostats would be heated by any fire and operate a contact on suitable wiring to an alarm. This is possible now, but might be too expensive if existing standards are followed.. On the other hand, existing thermostats which have beep tested for use in buildings might be very effective in the even tempera 14 Coal Mining ture of a mine where the ventilation current would carry the heat a considerable distance. Perhaps the normal 50-oot maximum spac ing used in buildings could be considerably longer in a coal mine. This should be tested. Another possibility might be to use ionization detectors, which can be very sensitive to the products of combustion. No one knows if they could be modified to make them reliable in mine environments. Perhaps their sensi tivity might permit a relatively few detectors to do the job. The need is for intelligent testing to develop good standards for de tectors to be used in coal mines. Good detection must be coupled to a good alarm system to be effective. The combina tion of good detection and a reliable alarm system would permit prompt evacuation of areas inby the fire and a prompt fire fighting effort. Both of these are important goals to attain. They are the keys to preventing loss of life and to reducing the enormous damage caused by mine fires. In any phase of-human existence, fire is a useful and necessary tool; but it can be a terrible and cruel enemy. Nowhere is a fire more terrible and cruel than in mining. We cannot now prevent all fires, but we can improve the ways that we have to detect, to warn, and to fight mine fires. TRANSPORTATION, STORAGE, AND USE OF OXYGEN AND ACETYLENE UNDERGROUND By PAUL C. LINGO Personnel Manager; Hie North American Coal Corporation, Ohio Division, Powhatan Point; Ohio According to U. S. Bureau of Mines re, port* a number of serious accidents have occurred recently which involved oxygenacetylene equipment. One such accident ip 1W resulted in the death of three men and the. severe burning of another. U. S. Bureau uf Mines investigators concluded that an accumulation of methane in a large roof cavity was ignited by an acetylene torch. A more recent accident occurred in 1968 in which two men died a/a result of third degree bums. Bureau of Mines investigators concluded that an explosion occurred inside i ! an oxygen regulator. These investigators were of the opinion that the presence of oil inside the regulator caused the initial ex plosion. In another incident an. acetylene ignition occurred in a pillar area when the gas was ignited by sparks created when the carbide tipped bits of a continuous miner ruptured an acetylene cylinder. Three of a seven man crew sustained first degree bums'. Again a ripper type continuous mining machine, while cutting through a pillar block, ruptured a charged oxygen cylinder that had been covered by a fall. The con tinuous miner operator and two roof bolter operators were burned and required hos pitalization. Finally, during repair of a loading machine, where oxygen acetylene welding was being performed, an energized electric cable lying on the oxygen . cylinder arced, puncturing the cylinder. The escaping oxygen acceler ated the arc, causing grease and oil on the loading machine to become ignited. The resulting heat ruptured the safety plug on the acetylene cylinder, which added fuel to the already raging fire. One man was fatally injured, six sustained second and third de gree burns, and two others required medical treatment. There have been other incidents involving oxygen acetylene equipment, but the above examples were chosen to point out some of the more serious accidents that have oc curred because of improper and careless use and handling of oxygen acetylene welding equipment. The very nature of oxygen and acetylene causes them to be very hazardous even be fore the torch is ignited. Oxygen is stored in the cylinder at an extremely high pres sure, from 2^00-2,640 psi, making the oxy gen cylinder a potential jet-propelled projec tile. The combustion supporting properties of oxygen are well known; it. is in fact this property that enables the flame generated by the burning of acetylene to cut metal. 15 1968 National Safety Congress The Acetylene Cylinder. The acetylene cylinder is a very special- type of container differing in several respects from the more common types of compressed gas cylinders. It contains a porous mass that must always completely fill the cylinder; It also contains a quantity of acetone, enough to half-fill (approximately) the porous mass. It is ab solutely essential that the acetylene be stored at pressures above 15 pag. Above this pres sure, acetylene becomes unstable and the hydrogen and carbon, will under certain circumstances, give off considerable quan tities of heat and become explosive. The filler materia] separates the acetylene into small units. The decomposition heat is ab sorbed and isolated by the walls of the porous material to the point where decom position can no longer continue.. Therefore, it is possible to compress the contents of the cylinder to 250 psig at 70F. The acetone will dissolve 25 times its own volume of acetylene for each atmosphere of pressure. A fully charged acetylene cylinder is under approximately 17 atmospheres of pressure, which yields an acetylene capacity of- 425 times.tile volume of acetone in the cylinder. It is extremely important that the filler material maintain a uniform density throughout its life and that voids do not develop which would permit decomposition of the acetylene. Very severe tests are re quired initially by the Interstate Commerce Commission and tne Bureau of Explosives to assure long life reliability, a high safety factor of the containers, and proper com position, packing, and integrity of the filler material Acetylene cylinders are equipped with fuse plugs in both the bottom and the top which soften at 212F. These plugs generally con sist of threaded steel plugs taper-drilled through the center and filled with a low-melt point metal. Whenever it is observed that tiie soft metal protrudes from the steel plug, the cylinder should be taken out of service and returned to the supplier for replacement of. the fuse plug. Under no circumstances should a person without the proper training attempt to . repair or replace any of these plugs. A leaking acetylene cylinder should be removed to a safe location and allowed to exhaust its pressure slowly. This presents a special problem if the leak occurs under ground, where it would be hazardous to attempt to transport the leaking cylinder to the outside. In such a case the cylinder should be removed to the return air course and the cylinder slowly exhausted. Remem ber that mixtures of acetylene and air be tween the limits of 2.6 per cent and 80 per cent acetylene have been shown to be ex plosive if ignited. This work should be done under the supervision of a certified man and extreme care taken to assure that no source ' of ignition be allowed near the leaking cylinder. Frequent tests for explosive mix tures of gas should be made in the return air course where the cylinder is bong exhausted. Underground Transportation and Storage. The manufacturers and suppliers of oxygen and acetylene recommend that cylinders be transported in an upright position and se cured so as to prevent them from falling oyer. This is, of course, hot feasible in a number of underground coal mines because of bright limitations. At .the four mines in the Ohio Division of The North American Coal Corporation, in order to afford maximum protection for cylinders in transit from the outside to the various storage. areas and points of use underground, a simple cover made of a piece of 12-inch diameter plastic pipe with a piece of two-inch oak board in one end is slipped ova each cylinder. In addition to insulating the cylinders from possible contact with elec tric circuits, it affords protection from fall ing objects and keeps the cylinders from hitting the side of the car or jeep or striking each other. As an added precaution, where practicable, the powder car, which is lined ' with wood, is utilized to transport cylinders from'the outside to the underground shop. In the two large mines in the Ohio Divi sion, cylinders are stored in the underground shop. From that point they are dispatched' to other areas of the mine as needed and returned to the shop when not in use. Sev eral basic rules are observed to effect safe storage of these cylinders underground: 1. Cylinders are stored in definitely as signed places where they will not be knocked over by passing or falling objects. 2. Cylinders are kept away from all sources of heat, and they are stored well away from highly combustible material such as oil and grease. 3. Oxygen and acetylene cylinders are stored well apart from one another. 16 Coal Mining 4. Cylinders axe not stored near the face egions, bat are removed to a regular tmder;round storage area or brought outside when tot in use. f/re <7/ Oxygen and Acetylene Under ground. Probably the most acute problem involving'the use of oxygen and acetylene underground is the actual use of the torch in the face regions. The reasons for this are fairly obvious. In addition to the usual hazards involved in the use of such equip ment, there are at least two notable haz ards, not likely to be encountered at any other place, usually present where welding is performed in the face region: 1. The welder is almost completely sur rounded by combustible material (coal). 2. The face and ribs are a potential source of methane gas. In order to minimize the possibility of starting an underground fire or an ignition, a number of precautions must be taken that would not be necessary in most cases if the same welding job were to be performed above ground. The . framers of the Federal Coal Mine Safety Act took cognizance of these hazards in Section 209 (g)(6) in Title II,of the Act: "Welding, cutting, or soldering with arc or flame in underground face regions in other than a fireproof , enclosure shall be done- under the direct supervision of a certi fied person who shall test for methane be fore and during such operations in gassy mines and shall make a diligent search for fire after such operations in all mines. Rock dust or suitable fire extinguishers shall be immediately available during such welding, cutting, or soldering." During the past yeat or so this section of the act has been the subject of a series "of ratHer interesting albeit confusing inter pretations by the Bureau of Mines, in which an imaginary line which separated the "face regions" from the rest of the- mine has vacillated from the last open cross cut to a point 300 feet outby the last open cross cut and finally, on July 10, 1968, came to rest at a point 20 feet outby the last open cross cut in first mining and ISO feet outby the pillar line in second mining. The latest interpretation of the section has clarified the meaning of "direct supervision of a certified person" to mean that the certi fied person is required tc be at the site of the welding, cutting, or soldering operation immediately before any such work is done, at least once each hour while work is being done, and immediately after the work is completed. In addition to the requirements of this section of the act, in all the mines in the Ohio Division we insist that the entire area.' be well rock dusted and at least three bags of rock dust be on hand and a portable fire extinguisher readily available. There are many general safety precautions that must be observed in using oxygen no matter where the work is being performed. I will not attempt to enumerate all of these precautions at this time; however, it would be well to review a number of the more important safety measures that should be observed. (There are several excellent pub lications on this , subject Two of these I would particularly recommend: Safety in Welding and Cutting, published by the American Welding Society, and Precautions and Safe Practices m Welding and Cutting With Oxy-Acelylene Equipment, by the Linde Division of Union Carbide Corpora tion.) Oxygen Cylinders. 1. Use no oil. Never let oil or grease come in contact with oxy gen or any of the equipment through which oxygen passes. Oil or grease is easily ig nited and bums violently in the presence of oxygen under pressure. Therefore, every piece of equipment through which oxygen may pass must be kept entirely free of oil and grease. This includes cylinder outlets, regulators, manifolds, oxygen pipe lines, hose lines, blowpipes, and all connections. Such oxy-acetyiene apparatus is designed so as not to require lubrication. When handling such apparatus, keep hands and gloves free from oil and grease. 2. Stand to one side when cracking the valve. To properly and safely crack an oxygen cylinder, stand to one side or the rear of die oxygen cylinder outlet, open the oxygen cylinder valve slightly for an in stant, and then close it. 3. Use the correct wrench to connect the oxygen regulator. 4. Loosen the pressure adjusting screw of the regulator valve before opening the cyl inder valve. 5. Open the cylinder valve slightly at first, then all the way. Again, stand to one side 17 1968 National Safety Congress and away from the gauge faces when per forming this function. Acetylene Cylinders, 1. Remember that acetylene is a fuel gas and will bum, and under certain conditions is explosive. It is recommended that acetylene cylinders be in an upright position when in storage and while being used. However, many times where the cylinder is being used under ground for short periods of time, it is im practical to have the cylinders in an upright position. After trying a number of methods of keeping the cylinders in an upright posi tion while in use in the face regions, such as chaining them to a post or attempting to secure them to a piece of equipment, none of which proved to be entirely satisfactory, safety and maintenance personnel in the Ohio Division became convinced that the most effective means of making certain that the cylinders were not being used while ly ing on the bottom was to stack at least three sacks of rock dust on the bottom and lean the cylinders against this stack. This positions the cylinders at about a 30" angle from the horizontal, more than enough to prevent the acetone-acetylene from accumu lating in the valve. This will also serve to. assure that an adequate supply of rock dust is on hand. It should be noted here that anytime an acetylene cylinder is placed in a horizontal position for anylength of time, it should stand upright for several hours before use to permit the acetone-acetylene solution to settle away from the valve. The users of oxygen and acetylene should be completely familiar with the proper use and function of all the apparatus involved, including the cylinders, gauges, regulators, connections, bases, and blowpipes. Last but by no. means least, no person should ever be permitted to use a torch without proper protective clothing. In addi tion to the protective clothing worn by all persons in an underground coal mine, the welder should wear goggles while perform ing such work. The goggles may have either dear or. colored glass, depending on the amount of exposure involved in the welding operation. Helpers or attendants should also wear goggles. Except when engaged in light work, all welders should wear flame-proof gauntlet gloves. Sparks may lodge in rolled-up sleeves or pockets of clothing or cuffs of overalls or trousers. Therefore, it is recommended that sleeves and collars be kept buttoned and pockets eliminated from the front of overalls. No attempt has been made here to include all the particular hazards which may be inherent in the transportation, storage, and use of oxygen and acetylene equipment. Rather, an . attempt has been made to point out a number of hazards that are peculiar to underground coal mining. THE USE OF METHANE MONITORS IN THE DUTCH CREEK AND L. S. WOOD MINES By JOHN A. BEEVES Vice President, Mid-Continent Coal & Coke Co., Carbondale, Colo. The properties of the Mid-Continent Coal & Coke Company, situated in the Coal Basin area of Pitkin County, Colorado, are well known as one of the major sources of midvolatije coking coals in the western United States. Since carbon in the form of coke is the most economical reducing agent for the production of iron, the mining of coking coal is significant to our modern civilization. The coal beds of the Rocky Mountain province have only a few select areas which contain coking coal reserves of metallurgical grade. One of these areas is the Coal Basin district. Compared to the majority of Late Cretaceous coal deposits of the west they are a geologic oddity. It is the geologist's opinion that the metamorphosis of coals in the Coal Basin area to mid-volatile rank was probably associated with the Tertiary intrusives which are present.in the vicinity. Stresses applied to this coal bed as the sediments were com pressed. folded, and faulted during the em placement of the igneous masses, and the heat from these intrusives undoubtedly con 18 Coal Mining tributed to the metamorphism of this coal bed. The higher than average methane con tent of the Coal Basin beds is also attributed to the metamorphism of the coal. Mid-Continent operations are presently be ing conducted in the Coal Basin B bed. This bed is about seven feet thick. It is immedi ately underlaid by the upper and lower mem bers of the A bed which have a combined thickness of -about twelve feet This lower bed is not considered mineable because of its high ash content and the separation from the B bed by a layer of carbonaceous shale which is anywhere from nine inches to 15 feet thick. Undoubtedly, the presence of this bed under the bed which we are mining contributes to the methane liberation which occurs as mining takes place. The bed dips rather uniformly at a rate of 12 to 13 degrees and is considered to be the upper limit for efficient mining by mo bile mining machinery. Roof conditions can be described as bad to good. Consequently, all areas are roof bolted. - The mine portals are situated just above 10,000 feet elevation. Adverse weather occurs approximately eight months out of the year. The Coal Basin bed is considered one of the gassiest beds in the United States with approximately 2,000 to 2,500 cubic feet of methane generated per ton of coal mined. Necessity being the mother of invention, the mines of the Mid-Continent Coal & Coke Company are among the best ventilated mines in the world. Approximately 800,000 cubic feet of air per minute is circulated to dilute the methane and render it harmless. AH faces are single-shifted, which gives a sixteen-hour bleed or cooling-off period for each entry between production shifts. Every section is on a single split Of air and it is necessary to have from 80,000 to 110,000 cubic feet of air per minute ventilating each split. Brattice curtains at all times are kept within fourteen feet of the working face and 3(1000 to 50,000 cubic feet of fresh air per irnmute is circulated directly over the top of the mining machine. All machinery is op erated in fresh air, and the air returns be hind the brattice curtain after sweeping the ' working face. In spite of the outstanding ventilating system at the Mid-Continent Mines, an ex plosion of methane gas occurred in 1965. Nine men were killed. It was apparent to those of us who investigated this disaster that an accumulation of explosive gas of sizeable proportion existed in the working face. It is the writer's opinion that an ex plosive mixture of gas was existent up to twenty to thirty feet back from the working face. From this it was concluded the men in the working section were unaware of the accumulation or failed to take heed of it The advantages of proper and timely detec tion of methane gas are obvious. It is also obvious that men, being mortal creatures, are capable of making errors in judgment. It is a well known fact that numerous ignitions and explosions have resulted from human failure to detect unsafe conditions and take the necessary corrective steps. The Bureau of Mines approached Midi Continent with the idea of installing methane^| monitors on the continuous miners in their mines. The Bureau for many years had been doing research work on the development of a monitor and was anxious to have the monitor installed in a mine where it would be adequately tested and proven. Mid-Con tinent agreed to the installation of these monitors, and the Bureau promptly sent three methane monitors to the Dutch Creek Mine for installation. . The monitor is a device capable of giving a warning when any pretBftrmined concen tration of methane in the atis reached and is capable of de-energizing Hhe equipment and rendering it inoperative when a dan gerous concentration of methane is present in the air. The .monitors installed on the continuous mining machines at Mid-Conti nent's mines show an orange light when a one per cent methane mixture in air is present in the atmosphere and a red light at a two per cent methane mixture in air is in-the. atmosphere. AH electrical circuits are automatically de-energized if the two per cent condition is reached and can be manu ally reset only after the condition has abated. The main components of the monitoring system are a sensing head, an amplifier with a warning system, a power shut-off relay, and a power supply. When the monitor unit is energized a green light turns on in dicating that the monitor is in operation. A warning light turns on when the methane concentration in the atmosphere surround ing the sensing unit increases to one per cent This light continues to burn until the gas concentration drops below one per cent 19 1968 National Safety Congress or increases to two per cent At two per on if it was m a cave area and it was cent concentration the red light alarm is necessary to remove the machine from the turned on and the power tripping relay is cave in order to prevent loss of the machine. deactivated, de-energizing the power circuit It can be done only directly under the mine of the machine. Warning and alarm signals foreman's supervision. It is interesting to can be set for pre-determined methane and note that we have never had to operate the air concentrations. A meter, located where machine with an orange light on because, it can easily be watched by the machine generally speaking, our pillar districts do operator and the .crew, also shows the con not make much gas. centration of methane present Maintenance on the monitor to date has The location of the sensing head was a problem which deserved much study at the Mid-Continent mines. As stated before, the purpose of the monitor is to warn the crew when a build-up of methane is occurring in the area where the machine is operating, and to shut the machine off in the event said warning is not heeded. After investigating many places on the machine, it was decided to install the monitor just forward of the traction motors on the caterpillar platform not been expensive. However, we have found it necessary to keep one spare monitor on the property at all times. It is also necessary to carry extra filament heads, as usually this is the item which goes out on the monitor. The filament head can easily be changed out in about 20 minutes, and another 30 minutes is required to re-calibrate the ina' chine after replacing a filament head. This can be done by any trained person with a voltmeter. of the 6CM Miner. This area has a low Experience with the monitor to date has vibration level and therefore would give good been very satisfactory. The raining crews filament life on the sensing head. have accepted the monitor and are strong The monitor is mounted inside a steel cage which is welded to a pipe which in turn is welded to the deck of the caterpillar frame. The desirability of selection of this point.has been, proven. We have had good filament life bn the sensing head, no heads have been damaged as MtMfj! of a rock fall or roof fall, and meWTis mounted in such a manner that most of the air, after sweeping the working faces, sweeps past the monitor. boosters of it We have found that if we keep our ventilation in good shape we can operate several shifts without. the orange light coming cm. Another benefit of the monitor is that it enables the crew to deter mine tiie quality of the ventilation hi the working area. Also, a good miner-operator can tell just about how much gas tins face is making by watching the recording needle on the monitor box. By observing his needle, he has a good idea of the amount of methane the face and bottom may be liberating It The monitor is a completely automatic has been emphasized to our crews that the device and little skill is required to operate monitor is not a substitute for the flame the monitor. The monitor has a test circuit safety lamp, but merely an extra tool for the .which permits the operator to determine if unit foreman and the miner-operator to uti the machine is operating correctly. An in lize in the detection of methane. Frequent creasing percentage of methane is simulated checks must be made by the miner-operator when the test button is held in and the and^the unit foreman throughout the shift operator can determine if the lights come on because it must be understood by all that the properly at the correct times and the power monitor is a mechanical and electrical device turns off the machine. Operating rules have and therefore capable of a malfunction. The been given to all men associated with the monitor has a fail-safe feature; if the de monitor; when the orange light comes on tector head has become defective it will shut the operator will turn the power off of the the machine down rather than cheat on gas. machine and improve the ventilation in the It must be understood that the instailafion of area- until the orange light, goes off. Any the monitor will not prevent face ignitions man found to be operating a machine with but, if used properly, it should go a long an orange light on will be subject to dis way towards preventing a devastating type missal from die company. When writing the explosion. Since the installation of the mon rules, we did make one exception: a ma itors at our properties, we have had one face chine could be operated with an orange light ignition. This occurred when the sparks 20 Coal Mining from the cutter bits hitting rock ignited gas feeders coming from the face. Present operating practice at Mid-Con tinent is to install a monitor on each con tinuous miner that produces coaL In addition, cme spare unit is kept at the mine shops as a replacement for any unit that, cannot be field repaired. Initially, the monitors were returned to the manufacturer for repair if the operating adjustments failed to make a machine perform correctly; however, we have recently begun to stock a few parts and feel we "will be capable of making virtually all future repairs at the mine. The original U. S. Bureau of Mines machines have been converted to the more modem Johnson & Williams circuit so that all monitors at the property are dow standardized. The management and union members are highly pleased with the operation of the monitor. It is a rugged machine, easily operated, which does not have excessive maintenance. In conclusion, it can be said that it is Mid-Continent's opinion that the methane monitor is the major break-through for the safe operation of a gassy mine. WHY, WHEN, AND HOW TO SEAL ABANDONED WORKINGS RATHER THAN VENTILATE By DENNIS FRAILEY Safety Director, Old Ben Coal Corp., Barton, HL This subject has been much discussed, usually with a degree of opinion; however, written material on the subject is very lim ited- This presents a problem, because dif ferent parts of the country have different reasons and methods for sealing. The most likely reason that very little has been writ ten, except on the sealing of mine fires, is due to a mining law clause which usually states that "abandoned areas shall be venti lated or sealed." This mining law require ment is accepted as a good practice and, over the years, sealing has become a means of eliminating many problems in mining. Certainly it is a must that abandoned areas' either be sealed or ventilated; however it is my opinion that worked out areas many times are sealed when, by ventilating, sub sequent mining in these areas can be pos sible on retreat Although this discussion is on why, when, and how to seal, I reserve the prerogative to also mention the impor tance, often times, of not sealing. Why seal abandoned underground mine areas? Many good reasons come quickly, to mind, but initially we should review shua, tions in mining operations that may make soiling of, abandoned areas a necessity. A few mining situations which may require decisions to seal are: In gassy mines. 1. Where ventilating air is allowed to pass by abandoned areas before moving to active mine workings, or before traveling active haulage entries. 2. Where ventilating air passes through abandoned areas left by an enclosed panel and room mining system where pillar ex traction is not practiced. Mining operation -which has severe water problems. The inherent hazards in unsealed abandoned mining areas are many as we consider the problem of handling methane, squeezing mined out areas,.and requirements of mine examination. 1. Problems with mine gases. (a) Control of large bodies of meth ane. (b) Danger of ignition of methane. (c) The exposed face area in such areas can effect total gas libera tion so as to make ventilating air-*' sub-standard. . 2. Problems with squeezing abandoned areas. (a). Prohibit entrance to areas for ex amination. (b) Disrupt air coursing by destroy ing stoppings. (c) Possibility of occurrence during an idle time where extraordinary precautions would be required to prevent difficulties. (d) Increasedliberation of mine gases. . 21 1968 National Safety Congress (e) Contamination of ventilating air head pressures are prepared much the same currents by unusually high con as above, except footings and hitchings are centration of mine gases. much wider and may be built of reinforced # 3. Mine examination. concrete. .These seals vary in thickness from (a) The examination of old works three to eight or more feet and are rein constitutes a safety hazard to forced- with concrete wings from the coal those who examine them because '.rib to about one-third the width of the seal of mine gases and bad top. on both ends. (b) The more uncaved areas that are Occasionally it becomes necessary to seal left open, the more personnel re- the middle of an enclosed panel if the inby ` quired for proper examination. end begins to squeeze, work, or move as the Economic consideration includes the cost result of extraction of coal. In this case, of personnel for examination and the cost it is necessary to leave a fire barrier or cut of providing air currents for abandoned off pillar to protect the seals from crushing. works. This type seal does not have to be as well Finally, the possibility of spontaneous com constructed as a permanent seal, but should bustion within abandoned areas may be con withstand any pressures that the protective trolled by sealing. The type and design of pillars do not afford. An ideal seal in a the seal used on abandoned areas depends squeezing panel is the timber seal previously upon the purpose for which the seal is mentioned. being constructed: whether for gases, water, The time for sealing also has many vari or both. Any water seal will be of more ables, but in normal practice if sealing is /substantial construction than the seal built to be done it is best to seal as soon as / to control methane and other gases. possible. In order to speed the final sealing- I However, the "how" of sealing varies in of an abandoned area, footings can be dug different parts of the country. In some mines and poured and hitching cut soon after de where the overburden is in excess of 800 velopment of such area is started. .feet and squeezing is prevalent, it is a prac In mines where pillaring is done along an tice to build timber seals filled with clay or rock dust' laid longitudinally to the en try. This type of seal will take an extraordi' nary amount of weight and will become a better seal with time. There are mines which do not have nearly as much over burden but are bothered by weight In these mines concrete seals are built without footings to the hard pan. These seals are built by re moving the coal bottoms and constructing from the fire day up. This soft underlay provides a cushion for the seal and prevents cracking or crushing. Speaking generally, a well constructed gas extended gob line, employing exhaust type ventilation with bleeder system, and having only slight pressure differential across the gobs from the front to the back, it becomes impractical to seal. It should be remembered that control of gobs should be done with low ventilation pressures rather than with large quantities of air. Studies by the United States Bureau of Mines and individual com panies have shown that barometric changes have very little effect on open gobs. This type of mining and ventilation permits the recovery of barrier and chain pillars with high rate of production on retreat'operations. and limited water seal would be one that Many tons of coal have been abandoned has had a trefcch dug wide enough to facili in barrier and chain pillars in the past be tate the thinness of the seal -and deep cause of inadequate roof support, poor wen- ' enough to WKove the soft fire clay. Hitch- tilation and seals. Today, with the facilities ings should be cut into the coal ribs to we have for roof support, high capacity insure good sealing against the coal. It is fans, and properly designed mines, there will good practice to remove any top coal in this be less sealing done and therefore better re line so that a good sea! can be made against covery of our depleting coal reserves. Every the undisturbed top rock. This type of sea] mine, even though in the same area, has can be constructed of two filled-concrete characteristics of its own, and the problems block walls spaced from four to eight inches govern in what manner abandoned workings apart, filled with concrete grout, and keyed arc controlled. It is our responsibility as into the hitching. mining men to control these areas in the Water seals that are likely to sustain large safest way. 22 Coal Mining ILCCOIKS INCLUDING LONGWALL WORKINGS By JOHN W. STEVENSON Mining Engr., Dust and Ventilation, Health and Safety Research and Testing Center, Bureau of Mines, Pittsburgh, Pa. Abandoned or - worked-out areas in gassy pressure and air-quantity surveys in most coal mines are natural reservoirs that may longwall mining areas in the United States. contain potentially hazardous air-methane mixtures. The quantity of such mixtures is continuously increasing or decreasing as at mospheric pressure fils or rises. This is in accordance with Boyle's Law, which states that the volume of a perfect gas varies in versely with the absolute pressure. The purpose of the studies was: 1. To determine existing ventilation prac tices and problems. 2. To obtain ventilation data that would aid operators in selecting a desirable ventila tion system. Because massive gob areas lie adjacent to active workings in both longwall mining and pillar extraction, the ventilation problem in abandoned areas is similar. The Bureau of Mines interest in ventilation of gob areas is prompted by the knowledge that hazard ous conditions can develop when major roof falls occur in the gob or from the influence of substantial atmospheric pressure drops of long duration. Either of these conditions can cause dangerous quantities of methane to migrate towards the active working face unless an effective bleeder-entry system is established and maintained. By definition, bleeder entries are special return airways developed and maintained as part of the ventilation system. They serve a two-fohi purpose try : 1 Continuously drawing air meth.me mix ture* frun the gob area iw.v Until active pillars and into lire return 2 Kclwvurg the huracd trout expansion of fufh (tf*anii>Mn<t due n atmospheric pressure droyts, try brt{iitg the expanding methane air nuuore irri tr,.,,u ,.ovc pillars arl uitsr the rtiuni The enthusiasm of all people connected with longwall mining is extraordinary. Even when the system proved uneconomical, the potential reduced cost, conservation of coal, and increased system production continued to arouse interest and enthusiasm. The most significant factor found to influence the aban donment of a longwall-mining system is, roof control. Although much has been learned about factors that influence roof action,, more information is needed about the inter relationships of these factors. Another prob lem that requires additional investigation is the increase in rale of methane liberation in a longwall area immediately before, dur ing. and after the first major roof fall. After this initial roof fall, successive roof falls do not generally liberate excessive methane quantities. Although many ventilation systems- are possible, Figure 1 illustrates a plan fre quently used. The primary intake airways arc in the left set of entries adjacent to the solid block of coal. The right set of entries, adjacent to the gob, serve as a sec ondary intake airway and the longwall re turn airway. Bleeder entries are established LoUifWtill SyiUm and maintained around the perimeter of the kecentl). in the 1 oiled Mates, hmgwall mined area. milling areas hac been itrveloped with either The number of intake airways, center continuous or simyentnaial mining equip spacing, width of the entries, and depth of ment. Because the development pillars are the panel vary. 'Intake airflow in different not recovered when die Itxigwall face is ex mines varies from 15,000 to 80,000 cfm. At tracted, the hasR- tje>ign necessary for a the longwall face, regulation is used to force bleeder-entry system is present When ven most of the ventilating current across the tilation controls arc properly - installed in adequately supported and dewatered entries, the bleeder system is complete. face. Airflow through the regulator is split so that a portion flows into the bleeder en tries while the remainder flows to the main The JlWeau lias conducted ventilating mine return airways. 23 1968 National Safety Congress- Usually less than 15,000 cfm of air is supplied by the secondary intake airway at the right side of the langwall block. At the face conveyor tailpiece,' it joins the primary ventilating current The total air then flows to the bleeder entry connections or the de velopment return airways and finally joins the main mine return. The purpose of the secondary intake is to provide an escapeway in intake air for personnel working near the longwall tailpiece. Face air velocities may be as high as 600 fpm. At this high velocity, trickle rock dusters are required near the face conveyor tailpiece. The tightness of check curtains that re place permanent stoppings in the crosscuts is an important factor in controlling" ventila tion at the longwall face Regulation is ap plied to the primary ventilating current near the longwall head drive to direct most of the airflow across the longwall face. If check curtains are not substantially installed, air may short circuit into the gob and into the bleeder connection If check cur tains are not substantial" near the tailpiece, air may bypass the longwall tailpiece and enter the gob prematurely. The ideal sit uation, of course, is to have some air en ter the gob from the longwall face while enough volume passes tjie tailpiece to dilute and transport methane liberated along the face. This situation is very similar to that in pillar mining where substantially installed check curtains are needed to insure an' ade quate ventilating oirrent_at-the-active work ings and the edge of the gob. Longwall ventilation differs from pillar ventilation in at least three important re spects: 1. In longwall mining, all the intake venti lating current must pass either the head or tail drive of the face conveyor. In pillar mining, secondary intake air currents can join the primary air current at different locations to ventilate the pillar line and dilute methane drainage. 2. Air contaminated by methane liberation at the longwall face must pass over some of the electrical equipment In pillar mining, methane laden air can be directed away from the pillar line into secondary return airways. 3. In longwall mining, stoppings installed during primary development usually are re moved to facilitate airflow along the face. Later, check curtains musr %e installed in crosscuts where stoppings were removed in order to restrict airflow into the gob fringe. In pillar mining, most of the primary venti lation controls remain intact Hydraulic ventilation-control devices op erated remotely have been suggested in long wall areas to regulate airflow so that a movement of air will always be away from the direction of mining. In ultra-gassy mines, this arrangement appears to have merit but only if the ventilation-control devices can be interlocked so they fail safe. Room and Pillar System Figure 2 illustrates an effective bleeder system in a pillar area. The proximity of the gob to active workings is apparent The primary ventilating current travels towards the pillar line in the right set of entries. The right entry in this set is iso lated and serves as a regulated bleeder re turn. Most of the ventilating air is controlled by check curtains, causing it to travel along the pillar line. Some air enters the gob and flows to the bleeder connections and into the returns. This air dilutes and transports methane liberated in the gob. The volume of air flowing through the gob is controlled by regulation applied to the bleeder entries at the junction with the main return. Secondary intake air travels towards the pillar, line in the middle set of entries to 24 Cool Mining join fee primary ventilating current The right entry in this set serves as a regulated return airway, where part o the ventilating air leaves the pillar line. Doors and check curtains direct and control the ventilating current along the pillar line. The entry at the far left serves as the main return airway from this mining area. Other entries at the left are not used as airways. The regulator at the end of the pillar line is the chief control of the volume of air flowing along the pillar line. It also controls pressure drop across the gob. Recommendations for Maintenance of Bleeder Entries Recommendations pertinent to the safe application of bleeder ventilating systems here presented were previously published in Bureau of Mines Report of Investigations 5360.1 1. Special attention should be given to roof control, both when bleeder entries are driven and during subsequent mining, to as sure that the bleeder entries remain open. Regularly spaced cribs or center posts may be desirable as additional support in roofbolted entries. 2. Bleeder entries should not be permitted to become blocked by roof falls or im pounded water. Enough maintenance should be provided to keep them open to airflow at all times. 3. Weekly inspections of bleeder entries should be made by a mine official to' deter mine the physical condition of each bleeder and its effectiveness in removing methane from the gob. Information should be re corded. 4. When bleeder entries are expected to serve adjacent working panels and also to remain as bleeder returns for an area after the area has been mined out, extra support (such as barrier pillars) should be provided to keep them open. 5. Ventilating pressure should always be applied to gob areas to direct the airflow away from trolley wires, electrical installa tions, or active workings. 6. If a bleeder ventilating system is to rtEIngery, D.~ S~ and D. B. Domenburg. "Effectiveness o! Bleeder Entries in Ventilat ing Pillared Areas of Bituminous-Coal Mines." SwMinea Kept, of inv. 6380, 135<, 34 pp. be used, plans for future mining should in clude development of bleeder entries>and con trol procedures to be followed when mining reaches the retreat stage and bleeders be gin to function. 7. Complete dependence should not be placed on bleeder entries as section returns. Supplementary return air courses should be provided to function should the bleeder en tries fail The return entries used during development are commonly used for this purpose. 8. Regulation of the bleeder should as sure positive pressure all along the pillar line without creating short circuits where excessive airflow through the pillared area robs the remainder of the pillar fine of needed ventilation. 9. Flexible control measures and regu lated airflow should be provided in the bleeder ventilating plan, to prevent shortcircuiting the air across the corners of the gob to the bleeder, preventing a sweep of the Interior of the gob. This usually can be accomplished by stoppings that force the air currents, to pass into or through the gob. before going directly to connections to the 25 1968 National Safely Congress bleeder entry. The number of bleeder con nections required varies with the extent and tightness of the gob. 10. Ventilating pressure should be ap plied so that the intake air will flow from the working areas across the gob to the openings in the bleeders on the return side of the gob area. Where the gobs are con nected to the bleeders is important, for if the connections are misplaced, airflow will not be induced to the far comers of the gob and the air could be short circuited across the gob, leaving large areas unventi lated. AN EDUCATOR'S VIEW? ON THE INDOCTRINATION AND TRAINING OF WORKMEN FOR *THE COAL MINING INDUSTRY By ORVILLE JOHNSON President, Poteau Community College, Poteau, Okla- The more I studied this subject, the more I understood the words of a song which was popular a few years ago. It went something like this: SIXTEEN TONS Some people say a man is made out of mud A poor man's made out of muscle and blood Muscle and blood and skin and bones-- A mind that's weak and a back that's strong. You load sixteen tons, and what do you get?. Another day older and deeper in debt. Saint Peter, don't you call me 'Cause I can't go I owe my soul to the company store. I was bom one momin' when the sun didn't shine I picked up my shovel and I walked to the mint I loaded sixteen tons of number nine coal Ah the straw boss said "Well, bless my soul!" I was bom one momin', it was drizzling rain Fightin' and trouble are my'middle name. I was raised in a cane-brake by an ole mama lion Cain't no high toned woman make mr walk the line. If you see me cornin' better step aside A lotta men didn'f, and a lotta men died-- One fist of iron, the other of steel. If the right one don't get you, then the left one will. This might have been a Reasonably ac curate commentary on the socio-economic life of the coal miner fifty years ago,-but this is no longer true for the industry as a whole. Today's miner doesn't dig sixteen tons of coal, but 10 times that much with modem machinery. He doesn't owe his soul to the company store. He might well own a part of the store. Improved economic conditions and im proved working conditions do not in them selves make a more productive or satisfac tory worker. Modem machinery and efficient management arc only parts of a larger whole which constitutes the work climate. The worker himself--his training, his at titude, his. total being--must be considered in evaluating and planning a situation that is both profitable to the employer as well as satisfying to the employee. In this country, 70 per cent of the people live on otic, per cent of the land, often times crowded in by coticrcir and steel and smoth ered by smog and smoke. Here, neighbors arc faceless atxl the worker is far removed from government and management of the plants anti mines where he might earn his living. This situation many times develops attitudes which are alarming to our com- 26 Coal Mining inunity, destructive to the workers moral and family life, and damaging to his effi ciency as a worker. It is beyond the scope of this presentation to attempt to solve all the ills of our land; but it is possible to examine a few of the aspects of the prob lems as we have viewed them. First,, today's society requires trained peo ple. The pioneer miner in Oklahoma needed mainly a strong back and plenty of guts. He went down into the black hole because it provided a living; and he was determined to take care of his own. Today, these same mines are equipped with modem machinery, and it takes more than intestinal fortitude to operate it; yet, mind you, intestinal fortitude is still neces sary. Miners must be skilled in handling electricity and operating complicated ma chinery, and must have a complete knowl edge of safety factors and an understanding of a multitude of mining laws and regula tions. They must, above all, know that they are part of a team, and understand where they fit into the scheme of things. The many skills required of today's miners make it mandatory that great care be exercised in the selection and training of trainees. Our brief excursion in training mine ma chines operators at Poteau taught us that we know very little about it. But this MDTA project opened up several avenues of oppor tunities for the future. We teamed that gov ernment agencies can work together for the common good on a project if there is single ness of purpose. The Poteau project was funded by Man power Training;- the students .were selected by the U.S. Employment Service; expert instruction was furnished by the U.S. Bu reau of Mines and the Oklahoma State Mine Inspectors office; the local mine operators cooperated and the entire project was co ordinated by the Poteau Public Schools and the Junior College. We consider the project moderately successful and recommend that further study be done to determine if this is an effective way to relieve a very real shortage of trained manpower. A curriculum should be developed which teaches not only the necessary technical skills but contains motivational content to create a workman with attitudes compatible to modern operation methods. This means the. development of a feeling of personal wdrth in each individual worker. He must know that he not only depends on the team but the team depends on him. In one of the demonstrations I observed at the school, the U.S. Bureau of Mines Inspector examined a student's safety lamp with tills remark: "I'll check his lamp now because he is a sjudent, but when he finishes tiiis course I'll risk my life on his lamp be ing perfect. I must, because he must" This student beamed with appreciation. He had self-respect. He knew the feeling of human dignity and responsibility. This is an im portant part of the training for any worker. Skill without pride in performance is not. effective. Training in regulations without engender ing responsibility for conformance is wasted effort Elaborate safety devices do not bring safety to those who ignore them. Good wages do not bring more production from the shiftless. We must, and I believe our schools and the industry will, provide the very best vo cational and technical education available to our young men who want to become miners. These jobs must have prestige values with adequate pay and satisfactory working con ditions so this young worker can say, "I am proud to be a miner." This is, perhaps, an idealistic approach to the training of a workman, but it is important that the in dustry take a look at the whole individual if it is to secure the most benefit from this human resource. A mine should be dean and free from dangerous debris, not because the operator demands it but because the workman sees the value of order. The machinery should be kept in good working order, not because you have a good machinery repair man, but because the workman has pride in the per formance of lus equipment and does not abuse it Mining laws and regulations should be kept not because of strict enforcement but because the workman is a law abiding worker. Safe operating procedures should be observed because the workman values the lives of others as well as his own. The personal life of a man with- selfrespect both on' the job and off the job reflects an attitude of team work. He knows 27 1968 Notional Safety Congress the crew can't do its best work if he is not in top physical and mental condition to carry his own load. I'm sure these observations are not new to you, but I urge you to take a renewed interest in that phase of training which goes beyond the technical skill to do the job. Talk with people who write training programs, and urge tl4gF to take a dose look at that part of the curriculum which will create good work habits and creative personal at titudes. SAFETY AT FMC CORPORATION, MINE AND processing Kant, green river, Wyoming By JOHN KOVACH, SR. Safety Director, FMC Corporation, Green River, Wyoming A brief description of our Green River, We have continuous and conventional min Wyoming operation might be interesting. ing: Marietta continuous miners, Goodman The State of Wyoming is sparsely popu .loaders and for the most part, Joy top cut lated with less than 400,000 people and is ters, face drill machines, roof bolters, etc. among the larger states in the Union. We are blessed with an abundance of natural resources. Coal, trona, natural gas, oil are among the leaders in our State industry. We are equipped with a force-feed venti lation system. This includes a Jeffrey twostage high ^pressure fan presently operating at 400,000 cubic feet per minute capacity at 7- The trona seam is about 1500 ft in depth; inch water gauge. Shaft resistance is respon the seam is horizontal, averaging 12 ft in sible for the unusual water gauge. The fan is thickness and extends over an area of several powered by a 1500 horse power motor and hundred square miles, has a top capacity of 500,000 cubic feet per Trona .is processed into soda ash, which minute. The standby ventilation installation is a versatile chemical principally used in has a capacity of 300,000 cubic feet. the manufacture of glass, pulp, paper, soap, detergents and has many other uses. This nearly pure bed of non-metallic mineral (so dium sesquicarbonate) was discovered by chance by a United States geologist- In 1938 the trona was identified in the core sampling of what proved to be a "dry oil" exploration drill hole. The first shaft was started in 1947 by FMC Corporation^ A second shaft was com pleted in 1952, Large scale operations started in April of 1953. Since that time, the soda ash development in this area has made tremendous progress. We now have three shafts: one for men and material, one for ore haulage and the other, the original shaft, is maintained for possible emergency. Our Haulage is done by shuttle cars to belts, to underground crusher, and to the ore shaft, which is equipped with double skip balanced hoisting. The trona is stockpiled on the surface for plant processing, which includes more ore crushing. It is then mixed with high tem perature water and impurities are removed through a huge filtration system. Crystal lizing, de-watering and calcining follow in order. This crude description results in a high grade soda ash product About three-fifths of our total work force are needed to operate the plant, powerhouse, technical department and perform the main tenance. We employ about 560 people. mine is equipped with beefed-up coal mine Our accident frequency .from 1955 to 1967, equipment because the ore is much harder inclusive average is 32, 662 consecutive days than our semi-bituminous coal. ' without any lost time has been our best Six or seven entry systems are used in experience, and 7.68 during 1958 was our major development and four or five entry, most discouraging-year. The last six years systems are used in secondary development of this period has shown some progress. Pillar extraction is done by splitting blocks. Our combined frequency rate for these six 28 Coal Mining years has been 2.47; total man hours worked importance, as it is quite difficult to deter during the thirteen years is about 13,000,000. mine which is effective in preventing injuries, The 1500 ft of cover causes bottom damage or needless waste. heave and problems with roof control. There 1. Manager's Monthly Safety Meeting is methane occluded in* the laminated oil The resident manager conducts a meeting shale strata immediately above the trona each month to review the over-all monthly seam. Methane detectors are used at each safety performance. Attendance at this working face at the start of each shift by meeting includes: resident manager, general supervision. AH machine operators and. mine and plant superintendents, industrial blasters are certified by the state mine in relations department and the safety super spection department in the care and use of visor. safety lamps. The operators are issued safety lamps and are required to test each face before performing any work. This is a con tinuous 24-hour, three shift operation. Fire bosses are required to "fire-boss" the mine before each eight-hour shift. 2. Hourly Employees Monthly Safety Meeting Hourly employees from each de partment are scheduled to meet on the second Friday of each month at the first aid meeting room. This is a suggestion type meeting which encourages healthy hourly employee Our surface processing operation includes . participation. All suggestions and discussions the use of elemental phosphorus, liquid HjS, are noted in the form of minutes by the sulphuric and nitric acid. We do have our safety director and distributed to aH in at share of hazards. tendance -- management and line supervision The nearest local doctors (all general practitioners) are located 22 miles from the plant The county (and only) hospital in the area is located about 40 miles from the -- and are posted on plant and mine bulletin boards. These meetings are helpful. They do encourage the hourly employee to contribute to the over-all prevention effort operation. When special medical care is 3.. Departmental or Crew Safety Meetings required of any kind the nearest available These are conducted by crew supervisors at . service is in Salt Lake City, Utah, 200 miles the work places. Previous month's safety away. suggestions and action are covered; current The corporate management firmly |>eSeves that safety and the welfare of all employees is the primary concern of each manager and supervisor; in short, it is considered one of the most important functions of successful management safety problems and general areas of possible improvement are discussed. Minutes of these meetings are made available by the super visors and routed to the department heads and the safety director for review and fol low-up if necessary. The nature of the soda ash processing plant presents difficulties in The safety supervisor is responsible for scheduling effective group safety meetings. coordinating the over-all safety effort at our A supervisor to individual employee "safety location and in assisting management and chat" is used as a substitute. These chats supervision in developing acceptable safety are logged and checked by the shift super attitudes and procedures. visor each morning. The safety program must have the full cooperation of all supervisory employees, but is not intended in any respect to reduce the individual hourly employee's responsibility 4. General Group Meetings The surface maintenance group schedule these meetings every three months. Preparation for shut downs, starting new equipment and safety for injury or loss prevention. Each super visor is held responsible for the safety of the employees under his supervision. items of general interest are presented. The mine department only holds genera! meetings when problems arise that require group We can easily agree that there are many attention. areas in any safety program that require 5. Safely Inspections -- Mine and Surface mature and sound judgment that cannot be This is a union contract provision. This included in rules or written procedures. However, a review of the methods presently in effect could in part help someone. The items do not necessarily appear in order of ' committee is composed of two members appointed by the union and two members by the company, a supervisor and the safetydirector. Hazardous conditions, unsafe prac 29 1968 National Safely Congress tices and housekeeping are discussed with the responsible supervisor, and recommenda tions are made for prompt correction. Re ports of the inspections are written by the safety director and routed to management and union, and .posted on the bulletin boards. (Items that have not received attention dur ing the month are listed under "Repeat" in the following month's report. These "re peats" are covered at the general manage ment meeting. 6. Indoctrination and Training Each new hourly employee is informed of our safety program and general safety rules pertaining to his department. The desirability of the proper safety attitudes is stressed during the indoctrination. Follow-up training of new employees is the responsibility of the fore man in charge and the safety supervisor. National Safety Coifncti's Industrial Super visor magazine is distributed to all, super-? vision monthly and their booklet. Safe Worker, is made available to ail hourly employees. Safety posters are posted on mine and plant safety bulletin boards. 7. First Aid and Mine Rescue About 90 per cent of all employees have received Bu reau of Mines' first aid training. This training is done on the job by our certified first aid instructors. Refresher and new hire training is done during the first quarter of each year. Approximately 75 employees are trained yearly. Because of the gaseous min ing operations, employees who are interested and are physically qualified are trained in performing mine rescue initial training. This is done by the U. S. Bureau of Mines in structors. Refresher courses are conducted at least twice each year. Three rescue teams are maintained for possible emergency. 8. Fire Brigade A group of maintenance and operating personnel are trained- in the skills of fire fighting and fire prevention. The fire brigade is under the direction of the powerhouse supervisor. Training for tin's group is conducted by the fire chief with the assistance of the safety supervisor. 9. Safety Rules A booklet of genera safety and conduct rules are issued to each employee. Additionally, a mine safety rule book covering specific rules for mine em ployees and a surface safety rule book have been issued to each respective employee. Since changing conditions warrant the neces sity to revise some rules, they are reviewed and changed as needed to insure that they are valid and enforceable 10. Head, Eye and Toe Protection All em ployees are required to wear hard hats, ap proved eye protection and hard toed shoes. This is a condition of employment 11. Safety Incentives -- Dinners and Yearly Slogan Contests, In an attempt to encourage safety awareness among crews, a program has been developed to provide steak dinners for any crew that completes a year without a lost-time injury. For this purpose, departments are broken down into crews which work on the same shift (about 30 people in each crew). Supervisors of suc cessful crews are responsible for the de velopment of a program at the dinner with the assistance' of the industrial relations department A safety slogan contest is con ducted each year. Suggestions for these slogans are encouraged from employees and their immediate families. A U.S. savings bond is awarded to the winner. The slogan is posted in reflectorized form throughout the mine and plant area. 12. First Aid Dispensaries and Ambu lance Two complete first aid and treatment rooms are maintained at this operation. One is located in the plant changehouse and the other is in the mine changehouse. The first aid rooms are staffed by an industrial nurse during the day shift and employees are encouraged to have all injuries treated at the dispensaries. During the swing and grave yard shifts, injuries are treated by the guards, who are Bureau of Mines certified first aid instructors. A fully equipped ambu lance at the plant is maintained in top con dition for possible emergency service. 13. Injury, Near Misses, Error and Prop erty Damage Investigations An investigation form, which includes error and damage in vestigation, is a recent development at onr operation. This report form must be com pleted by the foreman, injury or otherwise. The completed report is routed to the fore man's supervisor, the resident manager and the safety supervisor to be analyzed. The report is intended to have the foreman and involved employee seek out the reason for the injury, mistake or injury potential inci dent and together suggest action for prompt control or correction. 14. Major Injuries-- Frequency Rate In juries which require a doctor's attention 30 4 Coal Mining are classed as major injuries. Minor injuries are those which are only treated at the dis pensaries. Lost-time injuries are computed in accordance with rule Z-16, the USASI standard of recording and measuring work injuries. A record of all injuries are pre pared by the first aid departments and routed to the respective department superintendents; this is done daily. Monthly total injury and six month's exerience reports are also routed in the same manner to possibly detect unfavorable trendsJjy departments through out the year. 15. Job Procedures with Integrated Safety Analysis A program to up-date plant and mine operating manuals with safety analysts has been in effect for some time. Job hazard analysis for hazardous or unusual jobs have been completed in the mine and to a large extent in the surface maintenance depart ment The job hazard analysis has been bene ficial in indoctrinating new hires and transfers. 16. Special Safety Procedures Procedures that are too detailed or complicated to appear in either the safety rule book or in a sum mary of our program are written and re viewed by the responsible departments. These procedures become a part of the safety policy and procedure manual and are re viewed as required. They include, but are not limited to, lock out, tank and vessel entry, mine fan failure, working in high places, scaffolds, etc. 17. Diaster and Emergency Planning In an attempt to hold injuries and loss at a minimum if an emergency should arise, pre planning is being completed to anticipate what action should be taken. These plans will be documented and discussed with the individuals involved to insure minimum con fusion and danger to life or property. 18. Off the Job Safety With all the fringe and other benefits, we find that off the job injuries are just as painful and costly as the work injuries and according to our records, employees are much safer on the job than off the job. Home safety is fre quently discussed at the'many meetings at work. We provide the quarterly, Family Safeiy magazine, published by the National Safety Council to all employees with or without families. Employees who have in curred off the job injuries are called into the dispensaries when they return to work and the circumstances involved are reviewed with the employees, with the emphasis on repeat prevention. All off the job injuries are re ported quarterly to our corporate safety department and the National Safety- Council. These are the highlights of our present safety program. We have experienced a certain measure of success over the years by . applying, selling, encouraging, enforcing and some praying. We are extremely fortu nate in that our hourly people for die most part, are stable and safety minded. However, we realize that the many recent and new developments in mining equipment, surface process equipment, new chemicals, new pro ducts, etc. present new problems that will require more future safety attention. In conclusion, a brief look into our think ing for the future might be timely: We have enlarged the scope of the supervisors injury investigation form to indude mis takes, damage and unscheduled'outages. The injury investigations over past 50 years have commendably contributed to our safety progress -- after the injury. Why can't we realize future progress by investi gating cause factors, i.e., the common work error, property damage situations or un scheduled outages and mutually decide on methods of control -- before the injuryt This investigation form has been in effect for eighteen months and Was initiated as a preliminary step in adding the zero defect technique, property damage, control and work scheduled outage or breakdown prevention to our program. The above safety techniques have been used in U. S. industry in part and have been tremendously successful. We feel that all of these comparatively new approaches can be "fed" into our existing program by careful conditioning of all employees as to the need for the change, the need for more depth in our safety thinking, the need for doing what is right for the employee and the em ployer. We are presently in the process of this change and have made some encouraging progress. But we still have a long way to go. 31 OFFICERS Of THE COAL MINING SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman--James Westfield (Retired), Price, Utah First Vice Chairman--Ralph Banks, Inland Steel Co., Sesser, 111. Second Vice Chairman--Robert L. Vines, Bituminous Coal Operators Assn., Washington,, D. C. Secretary--Harold Davis, Coal Mining & Processing, Maclean-Hunter Publ. Corp., Chicago, III Newsletter Editor--Rayburn H. Fraley, Consolidation Coal Co., Morgantown, W. Va. Labor Representatives--Lewis E. Evans (Chairman), United Mine Workers of America, Washington, D. G; Rex Lauck, United Mine Workers of America, Washington, D. G (Others to be designated by UMWA) bituminous Coal Representatives--A. E. Copeland, Pocahontas Fuel Co., Div. of Consoli dation Coal Co., Pocahontas, Va.; John Reeves, Mid-Continent Coal & Coke Co, Carbon- dale, Colo.; Coy South, Bell & Zoller Coal Co, Johnston City, 111.; E E. Quenon, Peabody Coal Co, St Louis, Mo.; M. E. Fowler, Duquesne Light Co, Greensboro, Pa. Anthracite Representatives--John Marshall, Pierce Management Corp, Scranton, Pa. Coal Associations' Representatives--Quinn Morton in, Southern Coal Producers Assn, Charleston, W. Va.; *Harry Gandy, Jr, National Coal Assn, Washington, D. C; Ford Sampson, Ohio Coal Assn, St Clairsville, Ohio; S. W. Zanolli, Bituminous Coal Opera tors Assn, Washington, D. C.; Chester Truax, American Mining Congress, Washington, D. G U. S. Bureau of Mines Representative--Frank C Memmott, U. S. Bureau of Mines, Dept of the Interior, Washington, D. C. ' Mine Inspectors' Institute of America Representative--W. Foster Mullins, Div. of Mines, State of Virginia, Big Stonejpap, Va. State Mine Inspector's Representatives--Arnold Snowden, Ohio Div. of Mines, Columbus, Ohio; Robert J. Marks, West Virgina Dept of Mines, Charleston, W. Va.; Leon Ruff, Illinois Department of Mines and Minerals, Springfield, 111.; Dennis J. Keenan, Pennsylvania Department of Mines and Mineral Industries, Cresson, Pa.; Harreld Kirk patrick, Kentucky Department of Mines and Minerals, Lexington, Ky.; Wasd^Padgett, Oklahoma Department of Mines and Mining, Oklahoma City, Okla.; H. T. Williams, Alabama Div. of Safety and Inspection, Birmingham, Ala.; W. Dean Aumey, Iowa De partment of Mines and Minerals, Des Moines, Iowa; Donald Haske, Colorado Coal Mine Inspection Dept, Denver, Colo.; W. Foster Mullins, Div. of Mines, State of Virginia, Big Stone Gap, Va.; Carlysle F. Gronning, Chairman, The Industrial Com mission of Utah, Salt Lake City, Utah Engineering Committee--Donald Mitchell (Chairman), U. S. Bureau of Mines, Pitts burgh, Pa.; E. J. Hlinsky, Wabco, Mining Equipment Division, Chicago, III.; Raymond H. Marlow, Jeffrey Manufacturing Co., Columbus, Ohio; ,C. A-^JBailey, Applied Re search Laboratory, U. S. Steel Corp., Monroeville, Pa.; James Elkin, Duquesne Light Co, Coal Dept, Pittsburgh, Pa.; Harry Leonard, Joy Manufacturing Co, Franklin, Pa.; Lewis S. McNickxe, Hanna Coal Co, Div. of Consolidation Coal Co, Cadiz, Ohio; Clarence Jesse, Semet-Solvay Div, Allied Chemical & Dye Corp, Tralee, W. Va.; Tom 32 King, U. S. Steel Corp, Frick Div., Uniontown, Pa.; E. J. Harris, U. S. Bureau of Mines, Pittsburgh, Pa,; S. P. Polack, U. S. Bureau of Mines, Pittsburgh, Pa.; Thomas E. KflBEicr, Bethlehem Mines Corp^ Johnstown, Pa.; Ralph Krek, U, S. Bureau of Mines, Pittsburgh, Pa.; Harvey Younker, United Mine Workers of America, District No. 2, Ebensburg, Pa.; James V., Burgess, Madison, W. Va; John Katlic, Eastern Associated Coal Corp., Pittsburgh, Pa.; Donald S. Kingery, U. S. Bureau of Mines, Pittsburgh, Pa.; Max Flokjanoc, Mathies Coal Co., Finieyville, Pa.; R. P. Hightower, Wisconsin Steel Coal Mines, International Harvester Co., Benham, Ky. zntertainment Committee--Everett White (Chairman), Mine Safety Appliances Co, Pittsburgh, Pa; Paul C. Lingo, North American Coal Corp, Ohio Div, Powhatan Point, Ohio Training and Visual Aids Committee--Paul Budzak (Chairman), Freeman CoaLMining Corp, West Frankfort, I1L; S. H. Mooney, Woodward Corp, Woodward, Ala.; Maurice Fowler, Duquesne light Co, Greensboro, Pa; Walter Fleming, U. S. Steel Corp, Fairfield, Ala; Juuus Olzee, Ohio Valley Div, Consolidation Coal Co, Moundsville, W. Va; Daniel Jackson, Jr, Coal Age, McGraw-Hill, Inc, New York, N. Y,; William Hoover, U. S. Bureau of Mines, Johnstown, Pa; C. M. Dovtdas, U; S. Bureau of Mines, Vincennes, Ind.; F. D. Baker, U: S. Bureau of Mines, Pittsburgh, Pa Program Committee--Ward Stahl (Chairman), U. S. Bureau of Mines, Dept of the Interior, Washington, D. C.; E. L. Baker, Lynch District, U. S. Steel Corp, Lynch, Ky.; Charles D. Bowling, Semet-Solvay Div, Allied Chemical & Dye Corp, Longacre, W. Va; Paul Lingo, North American Coal Corp, Ohio Div, Powhatan Point, Ohio; JOHN Reeves, Mid-Continent Coal and Coke Corp, Carbondale, Colo.; John McCracken, Mine Safety Appliances Co, Pittsburgh, Pa; Lewis Jesalosky, Hanna Coal Co, Div. of Consolidation Coal Co, Cadiz, Ohio; Tom Kobrick, Bethlehem Mines Corp, Johns town, Pa; Charles H. Myers, Lee-Norse Co, Charleroi, Pa Membership Committee--James Hurley (Chairman), North American Coal Corp, Cleve land, Ohio; Melvin Triolo, Logan Coal Operators' Assoc, Logan, W. Va.; Alex Kkleman, Armco Steel Corp, Coal Div, Montcoal, W. Va.; *C. E. Linkous, Island Creek Coal Co, Holden, W. Va; Clarence Jesse, Semet-Solvay Div, Allied Chemical & Dye Corp, Tralee, W. Va; Dennis Fsailey, Old Ben Coal Corp, Benton, 111.; S. H. Mooney, Woodward Iron Co, WoodwartL Ala; Wilbur Simon, Christopher Coal Co, Div. of Consolidation Coal Co, Osage, W. Va; Jesse Shepferd, Hanna Coal Co, Div. of Consolidation Coal Co, Cadiz, .Ohio; George P. Resick, Pennsylvania Department of ' Mines & Minerals Industries, Ebensburg, Pa. Poof Control Committee-~FsA'SCis R. Boyle (Chairman), Frick District, U. S. Steel Corp, Unlontown, Pa; Paul Budzak, Freeman Coal Mining Corp, West Frankfort, 111.; John McCormick, U. S. Bureau of Mines, Pittsburgh, Pa.; E. E. Quenon, Peabody Coal Co, St Louis, Mo.; James R. Vilseck, U. S. Steel Corp,- Gary, W. Va.; Edward Onuscheck, Rochester & Pittsburgh Coal Co, Indiana, Pa.; Emery Olsen, Western District, Coal Div, U. S. Steel Corp, Dragerton, Utah; D. C Jones, McLean-Hunter Publications, Coal Mining & Processing, Chicago, 111.; Charles T. Holland, West Vir ginia University, School of Mines, Morgantown, W. Va.; *Joshua Smith,. Eastern Asso ciated Coal Corp, Mt Hope, W. Va; A. M. Shaffer, Republic Steel Corp, Uniontown, Pa; G. R. Haworth, Continental Oil Co, Ponca City, Okla.; J. L, McKnight, Union Carbide Corp, South Charleston, W. Va; Lawrence Adler, Virginia Polytechnicln- stitute, Blacksburg, Va Publicity Committee--Bex Lauck (Chairman), United Mine Workers of America, Wash ington, D. C; Harrison Gilmer, U. S. Bureau of Mines, Department, of the Interior, Washington, D. C;. Herbert Foster, National Coal Association, Coal Bldg, Washington, D. C.; A. E, Flowers, Coal Age, McGraw-Hill Publishing Corp, New York, N.' Y.; Robert W. Van Evera, American* Mining Congress, Washington, D. C.; George C. Lindsay, McLean-Hunter Publications, Chicago, III.; Warren H. Moss, Continental Oil Co, New York, N. Y. 33 Off-the-Job- Safety Committee--Don F. Metheny (Chairman), Bethlehem Mines Corp., Johnstown, Pa.; W. R. Park, U. S. Bureau of Mines, Mt Hope, W. Va.; J. J. Gembach, Jr., Virginia Div. of Mines, Drawer V, Big Stone Gap, Va.; Carson Hibbitts, District 28, United Mine Workers .of America, Norton, Va.; Thomas Liddle, Westmoreland Coal Co, Stonega Div, Big Stone Gap, Va.; William Muntie. Bituminous Casualty Corp, Rock Island, III.; E. W. Lewis, North American Coal Corp, Ohio Div, Powhatan Point, Ohio Contest-Awards Committee--'Harry Gandy, Jr. (Chairman), National Coal Assn, Wash ington, D. C.; Robert L. Vines, Bituminous Coal Operators' Assn, Washington, D. C.; Rex Lauck, United Mine Workers of America, Washington, D. C. Research and Planning Committee--*C. William Parisi (Chairman), Pittsburgh Coal Co, Div. of Consolidation Coal Co, Librajy, Pa.; 'Woods G. Talman, U. S. Steel Corp, Pittsburgh, Pa.; '`Andrew Hyslop, Jr, Hanna Coal Co, Div. of Consolidation Coal Co, Cadiz, Ohio; 'Harry Gandy, Jr, National Coal Assil, Washington, D. C.; *C. E. Linkous, Island Creek Coal Co, Holden, W. Va.; *M. F. Brennan, United Mine Workers of America, District No. 7,- Hazleton, Pa.; 'James D. Reilly, Hanna Coal Co, Div. of Consolidation Coal Co, Cadiz, Ohio; 'Joshua Smith, Eastern Associated Coal Corp., ML Hope, W. Va. Nominating Committee--*C. William Parisi (Chairman), Pittsburgh Coal Co, Div of Consolidation Coal Co, Library, Pa.; 'Woods G. Talman, U. S. Steel Corp, Pittsburgh, Pa.; 'Andrew Hyslop, Jr, Hanna Coal Co, Div. of Consolidation Coal Co, Cadiz, Ohio ;i Staff Representative--Clinton H. Hoch, National Safety Council, 425 N. Michigan Ave, Chicago, 111. 60611 Past General Chairman 34 Order Form 1968 Congress Transactions Quantity Ordered Stock No. Vol No. Title 1-9 10 or Copies more 022.38-1 1 General Sessions & index to all Volumes $.85 $.65 022.38-2 2 Aerospace; Air Transport .85 .65 022.38-3 3 Automotive & Machine Shop; Power Press & Forging .85 .65 022.38-4 4 Cement, Quarry & Mineral Aggregates .50 .45 022.38-5 5 Chemical & Fertilizer .85 .65 022.38-6 6 Civic Leadership; Church, Women, Youth, Farm .85 .65 022.38-7 7 Coal Mining .85 .65 022.38-8 8 Construction; Public Employee .85 .65 022.38-9 9 Electrical Equipment .50 .45 022.38-10 10 Food & Beverage, Meat Packing, Tanning & Leather Products; Trades & Services .85 .65 022.38-11 11 Glass & Ceramics; Rubber .85 .65 02238-12 12 Industrial Subject Sessions; Associations no LOO 02238-13 13 Labor .85 .65 02238-14 14 Marine .85 .65 02238-15 15 Metals .50 .45 02238-16 16 Mining .85 .65 02238-17 17 Motor Transport; Transit .85 .65 02238-18 18 Occupational Health Nursing .50 .45 02238-19 19 Petroleum .85 .65 02238-20 20 Public Utilities .85 .65 02238-21 21 Pulp & Paper; Printing & Publishing .85 .65 02238-22- 22 Railroad .50 .45 02238-23 23 School & College no LOG' 02238-24 24 Traffic .85 .65 02238-25 25 Wood Products; & Textile .85 .65 02238-26 26 Early Morning Sessions .50 ,4f 02238-27 27 Public Safety .85 .65 022.38-28 28 Home Safety ,8S .65 022.18 COMPLETE SET OF 28 VOLUMES $13.60 Automatic 20% discount to National Safety Council members; or 10% discount to government agencies. Please enclose check with orders less than $3.00. SHIP TO; Organization,_________________ _ ... ______ !______ ________________ ! Address_________________ _____________________________________________ CityJL.____________________ _________ State __________Zip Code to Attention of__ ______________ ____________________ _ BILL TO: Organization. .. Address . _________________________ _________ __ City;__________________ __________ State Zip Code to Attention of____________________________ _________ ___________________ _ Customer's Purchase Order Number________ ________ ,, MAIL TO: 12C2C902 NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 PftUtTKO IK O.X.fU 02238--7 36 Volume 8 NATIONAL SAFETY CONGHESS TRANSACTIONS CONSTRUCTION INDUSTRY and PUBLIC EMPLOYEE NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 56th NATIONAL SAFETY CONGRESS Papers Delivered in the CONSTRUCTION SESSIONS CONTENTS Opening Remarks and Report of Year's Activities___ Theodore $. McKosky S Safety Revue Script -- 1968................................................ ..................... <6 Work Vests --. Safety or False Security? .................................... /. E. Hanson 10 Basic Principles erf Management as Related to Safety Programming................................................. .. .Allen K. Heydriak S3 What die Construction Industry Manufacturers Association Is Doing in Equipment Safety............. ...............................G. E. Burks 16 -Impact of the Model Cities Program on Construction Safety -- Opening Remarks......................................................... George Moons 20 Impact of the Model Cities Program on Construction Safety ... John E. Evans 21 Labor........................... ....................................................... IP. Kerne Reed 24 Management ..................... ............................................. Carl M. Halvorson 27 Safety and the Model Cities -- An Insurance View._____Andrew Kaimykow 28 Rotocraft External Load Operations in the Construction Industry.............................................. . William ft. Gaines 32 Helicopters in Construction ............................ .. .Dan Krass 34 Rotocraft External Load Operations in the Construction Industry .......................................... .........John A. Proctor 35 Rotocraft External-Load Operations ..............................Merritt H. Law 36 The Amazing Laser ........................................................-. .David H. Sliney 38 Practical Examples of Using Lasers in the Field................. John E. Starkey 43 Papers Delivered in the PUBLIC EMPLOYEE SESSIONS How to Drive and Survive................................. .............. . .Donald S. Buck 45 Michigan's Safety Renaissance ....-................... ......... Robert A. Beaumont 51 (Continued on next page) 3 CONTENTS-continued Safety Management In Public Welfare Institutions ........................................................... .Harold M. Gordon and Pater Evans 56 Facets of Police Safety .:............................................... Franklin M., Kreml 57 How Police Agencies May Benefit from NSC Membership. .Raymond Lascoe 58 Union's Outlook on Firemen's Safety ......Captain Edwin F. Jennings, NYFD 61 Aspects of firefighter Safety............................. .................... Samuel Cahan 64 The Municipalities Loqk at Safety.................................. .Curtis E. Yolkamer 67 Opening Remarks...... .................................... ................... John Phillips 71 The Use of Signs, Cones and Barricades on High Speed Highways and Streets...................................... 'J. A. Moore 72 Building Safety into Your Training Program............................D. C. Forbes 74 Safety Inspections of Highway Maintenance Storage Buildings, Shops and Garages..................... 1................................Harvey M. Kuesier 76 The 5 Types of Unsafe Acts and How to Control Them.. Raymond M. Bussemer 79 Off-the-Job Accidents: Are There No Solutions?..........Dr. Gordon D. Pted 84 Problems of Keeping Standard Safety Records................. Gerald L Hughes 86 Let's Look into the Future in.Police Safety ......................... Walter T. Hayes 89 Street, Road and Highway Division -- Opening Remarks ................................................... Ralph T. Althouse 93 Employee Safety During Emergencies................. ..C. P. Fulkerson 94 Fleet Safety and Fleet Contests............... ....................... Richard E. Webb 97 Fleet Safety Twining............................................................. .G. F. Kuhns 98 Safety in an All America City ................. .......................... Alan F. Kiepper 101 Highway Safety: Today and Tomorrow.................... Bradfo0 M. Crittenden 103 Officers of the Construction Section, 1968-69 ................................................ 108 Officers of the Public Employee lection, 1968-69 ........................................ 112 Other Volumes in the 1968 National Safety Congress Transactions___ Back Cover 4 CONSTRUCTION SECTION OPENING REMARKS AND REPORT OF YEAR'S ACTIVITIES By THEODORE S. McKOSKY Supvr. of Toolhouscs, Bethlehem Steel Corp., Bethlehem, Pa. General Chairman, Construction Section Recently, the construction industry has been under fire for its safety record. Those who criticize the construction industry fail to realize that today we must erect bigger and more complicated structures, use bigger and higher speed equipment, face ever .changing job conditions, and experience large turnover of manpower. With all of these complications, we are holding our own in safety. Yes, we are having problems in the con struction ^industry. Action is . being taken to overcome' these problems. Many construction contractors have excellent safety programs. The unions have excellent apprentice training programs. The AGC has an excellent train ing program. They have graduated over 14,000 from their training school and have now enrolled over 1,000 in their correspond ence course. Why should the entire construc tion industry be criticized for a few mavericks? . When frequency and severity rates arc compared with other occupations, the lurafds to which the employees are exposed ami the ever changing conditions must be taken into, consideration. When this is done, people will get a different understanding of the con struction industry. Some feel that safety in construction can be obtained through legislation. I, for one, do not Since a man must do the work or operate the equipment we can make our greatest gains in safety in the construction industry through training and education of the men. The Construction Section of the National Safety Council has been active in producing material to aid the construction industry. Many of our members have also given talks to different organizations to aid safety in con struction. There are five divisions in the Construction Section: Building, Heavy, Highway, Specialty, and Home Building Divisions. In 1968, we completed three data sheets and fifteen safety releases. Fourteen data sheets and seventeen safety releases are being prepared.by the five divisions. Many of these projects will be completed shortly. This material is available through the National Safety Council.^ . We are alarmed over advertising showing unsafe conditions in construction magazines, and we have formed a committee to make the editors of thesejMgzines aware of these unsafe conditiora|fi^Bertising> We have appofr^^Lgftipirman for USASI A10 commaHHget the Safety Standards In Buildinj^xstruction moving. He is doing a good job and we expect re vised USASI construction standards to be available in the near future. Our Research Committee is developing material on the following items: wind haz ards in high-rise construction; employee motivation anil behavior; material and man hoists; heaters; ventilation; and housekeep ing. We have developed an off the job program. With the disabling injuries off the job being approximately four times that of on the job injuries, we plan to really attack off the job accidents in 1969. We have been''proud of our Newsletter in. 1968. We intend to .continue to publish articles of interest to the construction in dustry. Since "Falls" continue to be one of the major causes of serious injuries in construc tion, the "Fails" campaign was pushed by each division. We also intend to carry on the "Falls" campaign throughT969. 5 1968 National Safety Congress SAFETY REVUE SCRIPT -- 1968 A SKIT Tennessee Valley Authority Office of Power, Chattanooga, Term. Narrator : Welcome to the safety revue. It Fog was hanging, o'er the city, ' is onr intention during the next few minutes Had to get to work at eight. to entertain you--slightly--and to present to Truck ahead, without a tail light. yon through entertainment, a few safety Ended up a full month late. messages--seriously--that we don't want yon to miss. So, away we go with our safety show 1 Here's a group that gets star billing in every hospital; they're called the Medics. In the country, near the highway. Cows were grazing, here and there. One stepped out to cross the roadway. Never cared for beef so rare. (Enter quartet dressed as interns and carrying doctors' implements ) Song Parody to TmSf "Hello, Doll? Traffic moving, oh, so slowly. Followed dose for manjfe mile, Or before me stopped too sodden. Hello people, well hello people, Found myself beneath the pile. It's so nice to see you in good health today. You're looking swell, people-- We can tell, people, You've put safety into practice in On die freeway, going homeward, I was driving much too fast. Failed to slow d^m for my exit. Come and autograph my cast your work and play. At a party, wine was flowing. We've come to just remind you Though Pd have a drink or two, Danger lurks behind you. Be alert, and stay alive, and Going home, I hit a power pole, Lights went out--I went out, too. - do|ft forget-- ThsSafety pays, people, In day ways, people, Now settle bade and just relax, Wsftch our safety program acts, Now the moral of this story, For each, one who plans to drive, Keep your mind on what you're doing, If you want to stay alive. Bring here we know you won't regret , Narrator: Spring has sprung upon as and Narrator: We are glad to see you in good we've arranged a special preview for you. health today. Glad some silly inanimate ob^*, You know, this is the time of year when ject like an automobile or an electric-wire the world's top fashion designers spring their or a nail didn't keep you away from your new creations on eagerly-waiting women family, your work, your play--your life. and not-so-eagerly-waiting men. You men You know, all those inanimate objects are ` are lucky to have pocket change after a perfectly safe--until some animate object, fashion change. But anyway, we will not be usually a human being, enters the act Then denied onr share of the fashion world today. look out! Consider this heart-rending story Music: Fashion Theme ("A Pretty Girl of poor, darling Clementine. Is Like a Melody.") Establish, Fade, Hold Song Parody to Tune of "Clementine" She was driving, in the dty, Cars in front and cars behind. She was fumbling for a hairbrush. Failed to notice the "Stop" sign. Under. Narrator: Yes, you are privileged to wit ness our first annual Safeless fashion show, which is being brought to you through the courtesy of TVA and the carelessness of some of its workers. The items modeled are Oh my darling, oh my darling, Oh my darling, Clementine, very much in demand; many people are just dying to get into them. These items were I do hope that you'll recover. You can help me pay the fine. designed by members of the American Medi cal Association and can be obtained with 6 Construction Section try little effort, and paid for with pain, raftering, grief, or perhaps your life; (Man mters with bandage on head.) Check the exquisite detail of this custommade, beautifully styled head bandage. This darling bandage is sterilized and made of the finest gauze and tape which have been imported from Johnson & Johnson Com pany. This bandage has been designed by Dr. Derryberry for each worker who thinks his head gives more protection than a hard hat (Man enters on crutches.) The next ensemble is a two-piece, hand made, beautifully finished hardwood set of crutches. These little cuties can be purchased for $3.50 from any of your better medical supply houses. These were furnished to our model by TVA after he proved he could use a broken Sadder without getting caught (Man mters.with bandaged Mg false finger.) Coming up is one of our most popular items. (Pause for model to enter.) Hurt fingers can be worn in high style this year with almost any outfit An oversize, throb bing finger can be obtained by anyone who is willing to get careless. This particular one came from catching a glimpse of a beautiful girl while the hammer was in midswing. (Sneak music out.) Song Parody to Tune of "Billy Boy" cxstL: Oh, where .have you been Billy boy, Billy boy, Oh, where have you been, charming Billy? boy : I have been to get first aid From a hammer I mislaid; It's a foul thing; 1 really pulled a boner. gkx.: Does it pain you awful much, Billy boy, . Does it pain you awful much, charming Billy? boy: Yes, it pains me to my head And I feel like I'm most dead; It's a foul thing, I really pulled a boner. Gnu.: Have you learned from this event Billy boy, Billy boy Have you learned from this event charming Billy? boy: Yes, I've learned to stay alert. Heed safety rules and not get hurt,' And I'll never again pull such a boner. both : Please be careful, so you don't pull a boner. Music: Fashion theme. Man enters with back brace on. / Nassau: On with the show as we endorse the high fashion of this newly acquired back brace. This charming little number is ex tremely popular with our older customers who still think they are as strong as they used to be! Hus brace is easily acquired after you show the boys how much weight you can jack up by yourself. (Lady enters with eye patch on.) Doesn't the little lady look stunning in her attention-getting eye patch! She was rather stunned, too, when she discovered how dose she came to losing her eye when attempting to repair her stapler with a desk knife. Each secretary has a chance to be first on her floor to wear one, by failing to use a little judgment (End Music.) Judgment--a synonym for sense. Isn't it strange how often that word can mean the difference between the living and the dead? Ever ask ycrarsdf these questions: should I pass that slowpoke car ahead on this curve; should I fasten my seat belt; should I speed up to get there on time? No doubt, if you take time to ask, your answers wtH be based on judgment What happens, though, when judgment isn't present? Listen. Song Parody to Tune of "My Bonnie Lies Over the Ocean" My Bonnie refuses a seat belt, Her culottes they soil, so says she, I slammed on my brakes on the freeway, Ob, bring back my Bonnie to me. Bring back, eta 4 1 rushed down a steep grade at eighty, A curve and a skid, plus a tree, Caused Bonnie to wing through the windshield, j, Oh, bring back my Bonnie to me. Bring bade, eta My Bonnie was struck by a dashboard, The impact was shocking to see. The dashboard survived the collision, But bring bade my Bonnie to me. Bring back, eta 7 ,-J968 National Safety Congress .Narrator:, And that's what can happen accident within the last year to raise your when you mix one idiot driver with an auto hand? I'm not requesting that you do that mobile. ---although we knew of many minor and Music: Sneak in fashion theme, hold- -not-so-minor accidents that have occurred. under. But another point about accidents is that Narrator.: Speaking of transportation, let's check again with our fashion parade. (Man enters in wheelchair.) And in rolls this hot rod, a new 1968 flat-back, two-off-the-floor, spoke-wheeled wheelchair. This sporty little model is powered by two hands or the effort of a wife or good friend. It has one bucket seat and is equipped with' hand-powered we are embarrassed after we have one. As embarrassed as we are at having had an accident, we always come up with a stock remark: "It wouldn't have happened, ex cept . . .'' or, "If only I had . . The point is: we must become accustomed to thinking safety beforehand. We must take time to pre. brakes. This little,honey is truly the ulti We have a few more extremely popular mate in travel for those who think safety fashions to show you before the show is is just a' lot of baloney. Our driver got this over. (Music: Sneak fashion theme, hold beauty from playing Tarzan while working under. Lady enters with small cast on ankle.) in a boiler, fMan enters with dark glasses In waltzes this little, lady sporting a mod- and cane.) colored, mini-ankle cast This cast is the You can tap along with Guy Lombardo if you have tiffs matching set: a beautifully hand-crafted cane and chic dark glasses. This outfit may last a lifetime. The ensemble can be obtained by neglecting to wear safety grooviest and will be right in style wife all of the new, swinging colors. It's so easy for every secretary to get her own ankle cast as a reward for tripping over an open file drawer. (Man enters with neck brace on.) glasses. (Music: fade out.) Protection is This neck brace is made of the strongest available for eyes and heads, if only we'd of materials so it will support a "fat head." accept it This little gem is commonly referred to as Song Parody to Tune of, "Ain't Gvnne Study War No More" Better cover those great big eyes with an "insurance collar"; but it can be obtained legitimately, as in this saga of Jack and Jill. (Music out.) safety glasses (repeat 2) Song Parody to Tune of, Better cover those great big eyes with "On Top of 01' Smoky" safety glasses, Best glasses you ever "seed.'' They'll help you buy them for your need, Help you buy them for your need. Help you buy them for your need. You ought to try them, yes indeed. Ought to try them, yes indeed. It was out on the highway, while topping a hill And passing a Greyhound, that Jack met Jill. A head-on collision resulted when he, Took chances and passed, when he could not see. Ought to try them, yes indeed. He was a good driver (or so he did think), Better cover that lil' ole head with a hard hat (repeat-2) But the accident happened as quick as a wink! Better cover that lil' ole head with a hard hat, Best hard hat you can obtain. It'll help you stay away from pain. He woke the next morning in a hospital bed, All bandaged and bleeding; he wished he were dead! Help you stay away from pain. Help you stay away from pain. You ought to stop and use your brain. Ought to stop and use your brain, Ought to stop and use your brain. A lawyer came to him with a message from Jill: "There's a whole lot of damage--and you'll pay the bill! And you will pay dearly for causing this Narrator.: The name of the safety game is wreck, "brain"--brain-power. Would it be embar 'Cause when I am able, I'll sue you, rassing if I asked each of you who had an by heck."- 8 Construction Section Now listen, you driver, of a TVA car. Perhaps 30a drive near, perhaps yon drive far, * Just remember this story of Jade and of J31, Never p^ss on a carve or climbing a hill 1 Narrator: (Music in. Mm enters rath face and arms wrapped for bums.) Red and Mark are the style colors this year. Yon can certainly testify to that if yon think signs dot read "No Smoking" "Cantioo-Hydrogen," "Flammable Liquids," and others were just placed around for decoration. Bums may give you a stylish color, but it's so mnch earner to read and believe signs. (Mm enters ttmmg hearing aid.}. How about trying to "tune in" on safety with tins new 50-transistor, high-fidelity bearing aid? Yoo may have a chance to, if you can't be convinced to wear ear protec tion arotmd those noisy areas. If you'd like to talk to one of these hearing-aid owners, please be sure to speak slow and load. (Music out) Song Parody to Tme of "Whoopi-Ti-Yi-You As I was fishin' one morain' for pleasure, Bdow Nidcajack where the water is rough. They opened a gate, my boat did a side slip, 3 found that those danger signs weren't just a Muff! - Wboopie-ti-jd-yo, get along little fishie; It's toy misfortune and none of your own. Wboopie-ti-yi-yo, get along little fishie; Td ratbcr.ijot drown in your watery home. One day I was backing my truck at the warehouse; Failed to step out and check what was arotmd, Heard someone ydl, but too late--I had done it, Scott Onmnangs' new car was mashed fiat on tihe ground! Wboopie-ti-yi-yo, get along little push broom. This job as a sweeper is really a bore, Whoopte-ti-jti-yo, get along little push broom-- They won't even let me drive nails anymore. I ooce had a good job with power construction, I bad a good foreman--we were a good crew. I just wouldn't follow those safety procedures, So Shotgun said, "Sony, my boy, but you're through 1" Whoopie-ti-yi-yo, get along little shovel. My muscles are aching, my shirt soaked with sweat, Whoopie-ti-yi-yo, wish that I'd been more* careful, 'Cause a job digging ditches is all I could get I laughed at my friends who on safety insisted, Said, "Get off my back," when they warned me one day, The joke was on me--but I heard no one laughing-- I was on my own back from September to May! Whoopie-ti-yi-yo, get along little crutches, You'll always be with me as I walk along, Whoopie-ti-yi-yo, now listen dear people. Remember our story--remember this song. Narrator: I understand that during the show, we almost had an accident backstage. Here's how the dialogue went: Song Parody to Tune of "Clementine0 or "Peanut' boy : "Found a wire, found a wire, found a wire just now; Just now I found a wire, found a wire just now. girl : Where'd you find it where'd you find it, where'd you find it just now? Just now where'd you find it where'd you find it just now? boy : On the floor, on the floor, on the floor just now; Just now on the floor, on the floor, just now. girl: Did it bite you, did it bite you,, did it bite you just now; Just now did it bite you, did it bite you just now? boy: Yes it bit me, yes it bit me, yes it bit me just now; Just now yes it bit me, yes it bit me just now. girl : Where'd it bite you, vl^re'd it bite you, where'd it bite you just now? Just now where'd it bite you, where'd it bite.you just now? boy : On the behind, on the ..." 9 1968 National Safety Congress Narrator: (Interrupting promptly): Hold it! This is a family-type show! Let's not let it get out pf hand. Right now. I'd like to introduce you to a man who is wearing the ultimate in safety protection. He is wellprepared to do his job safely. (Man enters wearing every safety item--goggles, hard hat, ear muffs, welding hood, respirator, chemox, welding sleeves, gloves, lead burner pants,' knee guards, safety caps on shoes, safety belt, and ropes. The man trips, falls, and lies still.) reveal entire message to "audience--"Safety Pays.") Yes, that's more like it Safety pays. And we hope, through our songs, skits, and fash ions, that we've put that message across. Song Parody By Cast to Tune of "Vive I'Amour" "Let every good fellow now join in a song. Safety for TVA. Success to each other and pass it along. Safety for TVA. Well, it just goes to show you. All of these protective items are no good unless you use the greatest safety protection of all --the human brain! (Manrises,exits,scratch ing his head wonderingly.) Our entire fashion show cast returns now to give you another glance at the styles that may be "in" and "with it" during the coming seasons. We hope you will never have to purchase any of our expensive fash ions. (Fashion cast enters, single file, lining Up behind pieces of lettered cardboard which have been previously placed on stage, face down. A large letter is on each cardboard to spell out "Safety Pays") Safety for, safety for, safety for sure; Safety for, safety for, safety for sure; Safety for sure, safety for sure, Safety for TVA. A friend on your left and a friend on your right Safety for TVA. _ I'm sure that you'd like them to be here - tonight Safety forCTVA. Safety for, safety for, safety for sure; Safety for, safety for, safety for sure; Safety for sure, safety for sure, Safety for TVA. And now, as if by magic, before your very eyes, cast members will reveal some thing that is very dear to you, something that you're extremely interested in. (Cast members pick up cards, showing blank side to audience; except now, three cast members turn cards to audience to reveal the word "Pay." Narrator continues after pause for audience reaction.) Well, yes. But there is more to it than that' (Remaining members of cast turn cards to Now wider and wider our idea extends, Safety for TVA. And this is the way that Tie'll keep all our friends, Safety for TVA. Safety for, safety for, safety for sure; Safety for, safety for, safety for sure; Safety for sure, safety for sure, Safety for TVA." (All members of cast bom, exit.) WORK VESTS--SAFETY OR FALSE SECURITY? By L E. HANSON Guardian Safety Equipment Co. A small candy mint is sometimes a "Life Saver" for those of us trying to give up smoking. A martini is sometimes a "Life Saver" for those of us finishing up a long hard tense work day. And an approved work vest type life jacket is sometimes a "Life Saver" for those of us malting an unplanned entry into the water. We all expect and are prepared for the candy mint and the martini to be a sometime part-time "Life Saver." But I think we all expect and depend on an approved work vest, life jacket, or life to Construction Section preserver to be a c{ose to 100 per cent effec tive "Life Saver"; rather than a sometime part-time performer. About two years ago, A. J. Scardino, Safety Director for Jahnclce Service, Inc. in New Orleans, Louisiana, while purchasing life vests for his young children, remem bered an article he had read in an earlier Reader's Digest. The title of the article was "Drowned While Wearing Life Preservers." In essence,, it described an accident at sea. The sea was calm and warm, and the vic. tims should have been able to float safely until rescued; an inquest held on 58 bodies showed that the majority had been injured or stunned when they struck the water, and their life preservers failed to hold their nostrils out of the water. Mr. Scardino de cided to have his children test their jackets in the stunned or unconscious attitude. Much to his dismay, he found they were effective in saving the body--but rarely the child ; in most of the tests the wearer ended up in a face-down position. ShoFSy thereafter, his company decided to choose a new work vest for employees. Seizing this opportunity, Scardino, along with Ray' McDonald of Boh Brothers Construction Company, in New Or leans, conducted a series of tests on five approved work vests to determine which would be the best choice for their companies. In thinking about how work vests are actually used, several pointed requirements were injected into the tests; one in par ticular was the comfort and workability of the unit on dry land, since in industrial' applications the work vest 99.99 per cent of the time is just being worn by the workman while performing his duties. For those rare situations in which work vests are called upon to perform their water function of saving a life, the test-vests were required to orient a stunned or unconscious victim to a face-up position within five seconds and float him in a safe supine inclination there after. The results of these tests were re ported in an article in the ASSE Journal in April 1967, which in part stated: "Un fortunately and surprisingly, not one of the devices tested met all six of our standards; in the past we have not tested for orienta tion but for buoyancy. Perhaps we were saving' the body and not the man, so let's not be lulled into an area of false security. We suggest that you check the following comparisons, then test for yourself." In the ensuing months, keen interest in the article from all over the country, coupled with very little available information re garding practical research on water life sav ing jacket devices, led finally to the Univer sity of Southwestern Louisiana, which graciously offered to supply somatotyped student victims and the facilities for testing the land workability and the fresh water floatability of the work vests. Seventeen per sons gathered there, representing industry, manufacturers, Corps of Engineers, insur ance companies, and of course, the univer sity. For liability and insurance reasons, we incorporated the test group and, for want of a better name, called ourselves the Na tional Association^ for Better Work Vests, Inc. Seven hundred eighty individual wearabil ity or workability tests were conducted with 13 jackets, while the students ' performed such skills as mall' swing, ladder climb, bending and stooping, package lift, and over head work. At the pool, 304- individual floatability tests were conducted, using the 13 jackets and 12 student-victims. Water entry was from both level and three-foot eleva tions; both feet-first and panic free-fall entries were tested. All tests were in an "unconscious" condition. About two months later, the same studentvictims and 39 persons representing industry, Coast Guard, manufacturers, Red Cross, the university, Civil Defense, and Corps of En gineers assembled on Lake Pontchartrain on the deck of a spud-barge to conduct the open-water flotation tests. One hundred fortyone tests were performed from the spudbarge, all in the "unconscious" condition. Most all of these tests were from an ap proximate eight to ten foot elevation. The reason for the relatively low number of tests here was due to the weather we en countered on the lake that day. We had at least three-foot running seas, and at one point had to shut-down tests because of thunder storms, high winds, and high waves. What makes a work. vest wearable or workable? 1. It has to be easy to put on, with no complicated rigging, and easy to adjust to size. 2. It has to be easy to feel relatively comfortable over a considerable length of time! II 1968 National Safety Congress 3. It has to allow reasonably full free forces to position the victim withb a Safe- dom of movement, because the men who Zone of 30-60 inclination; and added ma wear them are performing work duties. terial along the sides of the neck to prevent 4. It has to be easy to take off. 5. You have to require that it be worn, and worn properly! In the workability tests in Lafayette, none of the vests fell into the poor-to-fair classi fication; about half were in the fair-to-good, and half in the good-to-excellent The per centage acceptance ranged from a low of 48 per cent for vest No. 1, up to a high of 93 per cent for vest No. II. Both worka bility and floatability need to be considered when choosing a work vest In a booklet entitled Problems of The Life Jacket, Captain John Schumacher, In spector of the German Lifeboat Institute, says, "the special significance of the ex hausted or fainted condition of a human being floated in water has lately often been discussed. As to the question as to which, powers <buoyancy of a life saving ap pliance would make the most favorable position in water possible, not only is the contemplation of the fainting situation im portant, but also the floating-physical way of acting of the human body b water at all." a sideways turning of the head. Captain Schumacher did not intend necessarily to suggest the physical outline of an ideal work vest or life jacket, but he did show the floating-physical characteristics of an un conscious or stunned victim, and those buoy ant forces that seem necessary to orient and maintab such a person' b a safe posi tion b the water. In 26 per cent of the 304 tests in the Lafayette Pool, the victim was withb a 30-60 angle of bclination and face-up, at 30. seconds followbg water entry. Personal observation seemed to indicate a I0-70 safety rone will be acceptable, depending upon the amount and positioning of the buoyant materials. Forty-one per cent of the tests fell into this categoryI but to show the wide variation between individual jacket performance, one vest made this category in only 17 per cent of its tests, whereas another made it 83 pet cent of the time. In 30 per cent of the pool tests, the victims were face down in the water 30 seconds followbg entry. A number of tests were conducted for a period longer than 30 seconds; but We are all familiar with the fact that the vests rarely, if ever, changed the angle treading water, or plating buoyant materials of inclination of the victim after 30 seconds. around the chest, will overcome the weight of the head and produce a 90 position, with the person vertical in the water, his head and breathing openings well out of the water. There is a natural tendency of Lake Ponicbartrain results were: 33 per cent--30-60 at 30 seconds; 52 per cent 10-7Q at 30.seconds; 30 per cent--face down at 30 seconds. Agab, to show the wide variation in vast response in the 10- the head to tilt, forward from a 90 posi tion to a face-down position, and pn to a typical drowned person position. The prob lem of the work vest, then, is to counteract this natural positioning without any help from the victim. A buoyant material placed on the front upper chest area- tends to raise the chest and lower the hips and legs, then rotate the victim to a face-up position. How 70 safety zone, one vest was never withb this zone; the highest vest was withb it 75 per cent of the time. Victim orientation at five seconds after entry bto the water: 29%--30-60 at 5 seconds [ 0% to 58% ] 43%--1070 at 5 seconds [ 0% to 75%j 27%--face-down at 5 seconds [100% to 0%] ever, the breathing openings are just above Even if we take the best average results the water, where they could easily be over- --52 per cent--P.10-70--oO-Ave have 48 per washed by wave action, or closed off should cent of the tests b wlAHK&e victims were the head turn to one side. in either a face-downfWunstable bclina- A second buoyant force is added behind' the victim's neck to raise his head up and out of the water. The amount, as well as be positioning, of the buoyant material is tion; not very good safety wlds! Correlation between floatability perform ance, total buoyancy, and front-to-totai buoy ancy, was good. The test vests were more very important--a little too much will bring us back to a rather unstable angle of in clination. We changed the ratio of buoyant successful b the water with victims that tended to be either round and soft, or thin and slender, and had the most trouble with 12 Construction Section the more muscular victims. This correlates pretty well with a note in a Canadian Gov ernment life jacket report, which states . . . "of the male victims, it can be seen that the mesomorphic (muscular) conformation is more difficult for the jacket to handle." An approved work vest should: 1. Have at least the minimum buoyancy to conform with the latest Coast Guard re quirement 2. Have positive closure hardware; he easy and fast to put on; adjust to size, and take off. 3. Be comfortable, and allow freedom of movement while being worn for. extended periods of' time in the performance of in dustrial and marine activities. 4. Surface and maintain, or rotate, air unconscious victim to a facc-up position within five seconds after entering the water from a fall of 10 feet. 5. Orient and maintain an unconscious vic tim within a 10-70 supine inclination, with head-out. and face-up. 6. Not support combustion. * As a result of these efforts, changes, modi fications, and re-designs are already being made by many manufacturers. If your com pany uses work vests, take a good serious look at them! BASIC PRINCIPLES OF MANAGEMENT AS RELATED TO SAFETY PROGRAMMING By ALLEN K. HEYDRICK A1 Heydrick Associates, New Orleans, La. Management is a profession. (Definition 'costs any lower because I did something of a profession: a calling in which one-pro about them? Are the people any better quali fesses to have acquired some specific knowl fied, any better motivated? Is their job satis edge used by way either of instructing, faction any greater? Are profits higher be guiding, advising, or serving others.) cause of something specific I did on my job? Management is a science. It is subject to What impact am I having on things and scientific approach and certain principles to people? Do I recognize the principle that guide its basic activities. management is the development of people Management is an art, because it requires certain specific aptitudes and skills. and not the direction'of things? Do I know what's happening, do I watch things happen, or do I make them happen? Management is getting things done through . people. Management is for the purpose of getting people to do what we would like to have them do, and to get them to do it - Let's examine more closely the following, more comprehensive, definition of manage ment: Because they want to do it Managers must Management is guiding human and physi distinguish, however, between that which cal resources into dynamic organization they have to get other people to do, and that units which attain their objectives to the which they do themselves. ' satisfaction of those served and with a high degree of morale and sense of at Managers are people who get things done. tainment on the part of those rendering Managers don't wait for the future--they the. service. make it Managers don't react--they act To do these things successfully, we must Managers measure their own effectiveness : have a working knowledge of: What is different in my organization in the last 12 months because I've made it so? What's different in the area for which I'm 1. The principles of organization. 2. The functions of management responsible? Is the quality any different be 3. The elements of leadership. cause / did something about it? Are the 4. The elements of motivation. 13 1968 National Safety Congress Principles of Organisation 1. The Unity of Cotntnand principle is invoked to avoid the inefnrifency that results when an individual is held accountable to more than one superior for a single key result area. This does not preclude his being accountable to different superiors for differ ent key result areas, provided that authority and responsibility for resolving conflicts has been clearly fixed 2. The Span of Control principle is in voked to avoid the inefficiency that results when an individual is responsible for too many, or too few, key result areas. If too many, he cannot give timely and accurate account,. if too few, he does not have a full time management job. This principle is less concerned with the number of people a manager has reporting to him than with the number of key result areas they represent If the latter number is manageable, the former can readily be made so. 3. The Delegation principle is invoked to avoid the inefficiency that results when deci sions are made too far from the point at which the need for them initially arises. This is possibly the most crucial principle of the four, for while "wars are won on strategy" (centralized derisions), "battles are'won on tactics" (decentralized decisions). Provision must be made for both. 4. The Specialisation principle is invoked to guard against the inefficiency that results when the key result areas for which an indi vidual is accountable are not logically or functionally related The "Vice President in Charge of Miscellany" cannot be held ac countable for any "key" results. The above principles were stated negatively rather than positively because we can more readily recognize why a given organization is not working well than why it is working well Nevertheless, the positive version of these principles is easier to remember: 1. Unity of Command: to provide for clarity of purpose. 2. Span of Control: to provide for integra tion of effort 3. Delegation: to provide for timely and responsible. decisions. 4. Specialisation: to provide for competent performance. Note the repetition of the phrase "to pro vide for." The principles are guides to the manager who wants seriously to provide for organizational effectiveness. These principles alone will not however, achieve "clarity of purpose," "balanced integration of effort," "timely and responsible decisions," or "com petent performance." It is only the men who are in the chart-boxes who can, m varying degrees, achieve these things by transform ing the chain of command into a chain of understanding. Functions of Management 6 We have defined these functions in terms of the questions that are of make-or-break importance to each key result area for which the individual manager is responsible : 1. Planning--what are we aiming for, and why? 2. Organishg--who's involved, and how? 3. Directing--who is doing what and when? 4. Coordinating--who informs whom, and about what? & . S. Controlling--who judges rSuits, and by what standards? After you have reread this list a few times, read over the principles of organiza tion--both the negatively stated and the posi tively stated versions. Then ask yourself this question: Can one achieve the effective man agement of key result areas if the'principles of organization are not being invoked on a day-to-day basis? Possibly, but the wear and tear on mind and emotion will have snatched away most of the satisfactions. At worst, the results will fall short of the potentialities. G^d organization, evidenced in the day-toffijp behavior of its incumbents, is the pre requisite of good management Management must function through organization. The better the latter is, the more efficient the former can become. Leadership We shall define leadership as the ability to get others to do what you want them to do because they want to do it--and the guts to take the blame (as well as the generosity to pass on the credit) for the consequences. The four elements of leader ship in business are: 1. Character: This cultivates and evokes respect 2. Personality: This is developed and evokes cooperation. 14 Construction Section 3. Responsibility: This is assumed and evokes comgjiance. 4. Compnence: This is acquired and evokes confidence. If you will review once more the principles of organization and the functions of manage ment, it win become clear that the dements of leadership constitute the personal equip ment necessary to develop an efficient organi zation and successfully to manage its prog ress in all key result areas. The kind of management at any organizational levd re flects the kind of manager at that level This is why, in the list of elements given above, we have been at pains to note how an indi vidual manager comes by them during his lifetime, and the role they play in his career. Note that they are listed from bottom to top in the order in which business is willing to pay for them. Early in his career, the employee is sdling his competence. Later, his company will pay him more to assume managerial responsibility. Still later, he will get more pay for his way with people in, getting the key results that higher manage ment is looking for. Thus, his personality will have now become an important factor. Finally, what with the heavy political, social, and community responsibilities that go with the top. positions in business, character emerges as a critical element But note also that they are listed from top to bottom in the order in which we must be concerned with them. Character cultiva tion begins first "If you want to create a gentleman, you must.begin with his grand mother," is an old Scandinavian saying. On the other hand, acquisition of competence in a specialized field begins last, usually in college. But as we noted before, competence is the first consideration of an employer when hiring a new man even though he acquired it last, and character is the final (and most important) consideration in pick ing a man for the job of industrial states man (which the corporate officer is) even though he began coming by it first The ones in. between, namely the development of per sonality and the assumption of delegated responsibility, are elements of prime im portance in the middle management phase of a man's career and constitute the bulk of the emphasis found in management train ing programs. Our discussion of the order of these ele ments will clarify to some extent the corpo rate problems and responsibilities in manage ment succession planning. As the emphasis, in personnel selection, moves upward in the list, so must the emphasis in executive devel opment Juniors should get job training; supervisors--training in the responsibilities of management; middle managers--training in human relations; and the key members of the firm should extend their training into those economic, social, and political areas that will help them to broaden their vision and sharpen their insight. Motivation Our structure of knowledge is now com-, plete except for its keystone, motivation. People will work for what they want as long as they are convinced that by working for what they want they can get what they want They cease being productive either when (1) they no longer believe that they can get what they want or (2) they, already have what they want In brief, satisfied needs do not motivate; neither do unsatisfiable needs. Only satisfiable needs will moti vate a man. Each of us is a bundle of unsatisfiable and satisfiable needs. No two bundles contain the same assortment The man who would motivate us would have to know what our satisfiable needs are, and what we are willing and able to do to satisfy them. What are these basic human needs? We have listed them thus: 1. Self-realization 2. Self-esteem 3. Self-identification 4. Self-preservation Note that only one of these, the need for security (self-preservation), is directly re lated to wages. It is the primary need of those whose income is at a bare subsistence level, and it is the prime motivator of their actions. However, once this need is satisfied to the point where an indivictel can plan ahead with confidence in his personal finan cial affairs, the need to belong (self-identifi cation), heretofore relegated to the back ground, comes to the fort This is the need to get involved, to identify oneself with a name, a symbol, a cause, an enterprise, etc. He might even go to as great length to satisfy this need as he would to satisfy his need for self-preservatioa IS 1968 National Safety Congress When this need is satisfied to the point where he can plan ahead with confidence in his relationship with others, another need now makes itself felt--the need for recogni tion (self-esteem). This is the stand-outfrom-the-crowd aspect of our make-up, and is the opposite of the belong-to-the-crowd aspect They are not contradictory, but com plementary. We all want to be recognized as individuals in the crowd to which we want to belong as a group. Once he has satisfied this need to the point where he can hold his head high in the conviction that he is as good as the,next man, his mind is sufficiently free to work on the satisfaction of the highest of all human needs--the need for opportunity (self-reali zation). This human need for self-realization has been the prime motivator behind the greatest human achievements. The frustra tion of the attempt to satisfy this need is also the cause of most of the common aber rations in human behavior. This is as true of nations as it is of.individuals. In looking at these four elements of moti vation with the purpose of utilizing them for getting results from people we must recog nize these fundamental truths: 1. People are alike in that they are all working toward the fuller satisfaction of these same four needs. 2. People differ from each other in: (a) the relative order of importance they per sonally place upon these needs and their satisfaction; (b) the way they see these needs in terms of their own business, pro fessional, and social objectives; (c) the role they believe their jobs play in the satisfac tion of these needs; (d) the extent to which these needs are realistically satisfiable. Without doubt, the greatest personal asset the manager can develop is the ability to find out how his subordinates differ from each other and from himself in these four differ ences. Once he has found this out, he has in hand the keys that will unlock the pro ductive potentialities of each man. Perhaps, the biggest obstacle to doing this is our tendency to judge, rather than use, what we find out For example, the manager who is, himseif, mostly opportunity-motivated may be contemptuous of those who are mostly security-motivated. This contempt will not be lost on his security-minded employees, and the frustration they will experience will result iniunproductive and problem behavior. The effective leader accepts the motivations of each of his subordinates exactly as he finds them and puts this knowledge to work in getting them to do what he wants them to do because they want to do it Summary It takes a certain kind of man to get the kind of results he wants from the attitudes, habits, skills, and knowledge of the kind of people who happen to be working for him. This kind of man is the professional man ager. This kind of man knows what is meant by the Inofession of management WHAT THE CONSTRUCTION INDUSTRY MANUFACTURERS ASSOCIATION IS DOING IN EQUIPMENT SAFETY ` By G. E. BURKS Staff Consultant, Construction Industry Manufacturers Association, Milwaukee, Wisconsin . I want to discus^'the Construction Industry Manufacturers Association, more commonly known as CIMA; our activity in safety; some of the aspects of accident prevention; and the role our association can play in help ing to make the construction industry a safer place to work. Very briefly, CIMA is an organization of manufacturers that either build construction equipment, supply components to the builders 16 Construction Section of construction equipment, or have an inter.est in our industry. Over 160 corporations are members of this organization. We serve the public in many ways. Let me mention four of the more prominent ones. First, our organization is a focal point for joint action. By this I mean the giants of the industry join forces with the small busi ness firms on a single vote per member basis to promote improvements that few could achieve alone. Second, we provide services to the makers of construction equipment, to help establish product standards and supply needed market data. This is done through our sponsored councils and industrywide committees. Third, we provide services to the people who use construction equipment We keep contractors up to date on design advances through our Bureaus and also through a national equipment exposition which we call Conexpo, held every six years. Fourth, we provide services to the general public. We are a collector and a disseminator of information and provide this information about the equipment industry to lawmakers, news media, and schools. Thus, CIMA is a communication medium for a very large and diverse industry. It is oflly natural that we, as part of our operation, should be vitally interested in the overall subject of safety. We have always had this interest. In January 1968, CIMA decided as a pol icy to become morc*activc in safety perform ance standards for construction equipment. We have accepted the responsibility of bring ing together and coordinating those bodies (government, business, labor, etc) involved in construction and industry safety and dis seminating any information to these bodies which we may have about safety. Let me emphasize that these are safety performance standards winch state what a product should be capable of, in contrast to spedficgjms standards which define how a produflito be manufactured. For example: The requirement that a vehicle should be capable of stopping in 30 feet from 20 mph is a brake safety performance standard. Specifying the band width and drum diam eter, such as 4x18, is part of a specification standard of how a vehicle is to be made. CIMA is concerned only with those stand ards which are directly or indirectly related to the welfare of people and/or the protecdon of property. We are not concerned with that performance of equipment which re lates to doing so much work in a given time period. We will generally request those technical and/or professional bodies most closely asso ciated with and having knowledge of the problem to write such standards. It is the engineers in the industry who are active in these organizations that are most qualified to collectively formulate the required safety standards. * Our basic policy on performance standards is stated in the first paragraph of the policy, and I quote: "Create and maintain by its member companies the highest possible level of dedication to provide in their products the design, manufacturing quality and operating performance to insure optimum public pro tection and welfare." With the establishment of this policy, we are aggressively participating in and cooper ating with legislative bodies that are request ing performance standards on our type equip ment For example, I have the pleasure of representing CIMA on a committee of the California Safety Division. This group was assigned the task of studying safety regu lations in the construction industry toward the development of good realistic safety standard. A standard by definition is a rule for the measure of quantity, weight extent, value or quality. Since we are talking about safety performance standards we are concerning ourselves with requirements of performance primarily in the area of value or quality which is related to the welfare of people and/or the protection of property. But these requirements imply that certain conditions must be satisfied to meet the standard. Herein lies the task: to define the criteria for which this equipment must satisfy a particular safety standard. For example: under what conditions should a rollover protective canopy be required to withstand the forces applied to it and still not deflect inside the area needed by the operator? I-think you will agree that it is somewhat unreasonable to expect that such a canopy will withstand the forces im posed when a tractor drops off a 20 ft ledge and lands on its top. But somewhere between this extreme and die normal operating posi tion is a situation for which rollover protec- 17 1968 National Safety Congress don should be provided in the event of a rollover. The question we mast concern our selves with is, "What is reasonable and what is unreasonable?'' Once the conditions have been defined, then the criteria must be written so that the de signer haHhe freedom to develop good func tional and reliable components using the material and processing methods he feels are necessary to meet the condition. We should not establish safety standards in such a manner that they put stringent limitations upon the innovative processes that have permitted all industries to develop the many products that are on the market today. A safety performance standard has been written on rollover protective devices. This standard, though not completely satisfactory, has served a good purpose in that it has pointed up the task before use to define rela tively unknown conditions. It has also pointed out the problems of designing structures which fit arbitrary conditions when the knowledge of the design of such structures has not yet been fully developed. A group of SAE members recently as sembled at the Caterpillar Tractor Co. Prov ing Grounds to witness a static test on a wheel tractor scraper rollover protective de vice. The test illustrated the massive structures involved, the amount of expensive equipment needed and the labor to get the job done. Incidentally, this test failed to prove the SAE j320 standard. So we are now working with SAE in the process of reevaluating the test procedure and their standard. The static type test has little meaning unless the rollover protective canopy will withstand a dynamic roll situation. The early canopies put on crawler tractors were primarily for the purpose of overhead protection rather than rollover protection in a rollover. To determine if these canopies would'also withstand a rollover, the crawler tractor was rolled down a 28 slope. A man nequin was instrumented to try to get some measure of the forces imposed on an opera tor during such a roll condition. It is through the type of testing, both static and dynamic, that the answers will be ob tained for the ultimate safety performance standards on rollover protective systems. A rather interesting question has been raised a number of times about the applica tion of more safety equipment to machinery. The question is something like this, "If we supply this machinery with all these added safety features, isn't the operator more likely to rely upon these so-called safety devices for protection and operate his machine in more dangerous positions such that the ulti mate result will be more accidents and thus, more .people injured?" It is an interesting question and one that I am sure we do not have the answer to at this time. However, as we learn more about the contributing causes and how they relate to an accident we will be closer to a solution to better accident pre vention. Let's consider some of the factors that may contribute to causing an accident There .are generally three elements involved in an accident They are: terrain, equipment and people. Terrain by itself cannot cause an accident Terrain in combination with faulty equipment can result in an accident Terrain, equipment and people can result inian acci dent The development of a safety performance standard as we discussed a little earlier will tend to aid in reducing accidents that are equipment oriented. But how do we reduce the accidents that are caused by the improper evaluation of the situation or those caused by the man who violates safety regulations? If we take an operator, any operator, and put him in a pioneering situation, we have supplied all of the elements that contribute to an accident: terrain, equipment, and peo ple. Let us assume now that the equipment is and will continue to perform satisfactorily under the direction of the operator; then, we have isolated the chances of an accident en tirely to the judgment of the operator. In a situation like this, the man's judgment and his skill in maneuvering a SO ton machine properly over the terrain will determine whether an accident will happen. He must continually evaluate his- present and future situation as he works. He must be sufficiently knowledgeable about the terrain and the characteristics of his machine so that he can predict his continuing future position with respect to terrain with reasonable accuracy. The men who will put themselves into this type of situation must have adequate training as an operator, sufficient mental ability, and instinctive ability to reason and to think quickly and not panic when the going gets rough. 18 Construction Section Yet all of these things I have just said are know how they contribute or that any par very closely affected, by and associated to the ticular condition within a man will cause operator's physical and mental condition at an accident We need to learn more about the time that the critical situation arrives. these distracting influences and how they There is growing evidence to indicate that periodical medical examinations may be de sirable for all people operating this equip prevent the sharpness of thinking or the ap propriate use of logic when a critical situa tion arises. ment At least one state--Michigan--already There is another factor in safety that helps has a law which requires all operators to to get a whole job done safely and effec have annual physical exams. At the Asso tively. I am speaking about good communi ciated General Contractors first national con cations. . Communications are essential be ference in Washington, D.C. this past spring, tween all levels of management, between Mr. Beltport, Chief Engineer, Bureau of companies, between the man and his boss Reclamation of the U.S. Department of the and vice versa. There is no substitute for Interior, cited some statistics that were made good communication. on one large project Of the subjects tested, It is in this area of communications that, only 25 per cent were fully fit for duty; we will find much of the answer of reducing 47 per cent were suffering minor correctable defects but otherwise fit for work; 26 per cent were suffering defects limiting fitness for work and requiring medical control; and. two per cent possessed defects which seriously limited fitness for work. Relating figures like these to accident rate in oar in dustry is something which has not yet been done to the best of my knowledge.* ' accident rates. I say that because communi cation is such a vital portion of our lives. The formal or informal education and training that the worker received as part of his in struction prior to and after becoming an operator, a service man, or whatever, is communications at work. Knowledge of this man's physical condition through medical examination; the giving of It is also quite conceivable that a number good instructions on the job and the knowl of these accidents that we hear about in the edge that they have been received and under construction industry have been caused by an stood; the man to man discussions between influencing mental condition that is not asso man and boss are forms of communications. ciated with the job. Suppose the operator Notice I said between the man and his boss! starts to think about his sick wife when he This is a two way street that must have loosens a large rock. Or suppose bis boss both lanes kept open all the time. chewed him out before he went on the job morning and he has been brooding over as the day progresses. Or suppose be lost a lot of money in a poker game last evening that should have been applied to his home mortgage or perhaps he is grieved at the loss of a loved one. I am sure many of you can think of some incident in driving your automobile when your mind strayed for an instant just prior to a critical moment Perhaps you were lucky and escaped with As I see it the_ primary job that all of us have in our effort to reduce the frequency rate of accidents in. our industry is getting recognition and understanding of the accident contributing elements in time to prevent that accident from occurring. In so doing, each man in the organization from the operator up JK assumed his full responsibility for accident prevention to himself and to his fellow workers. nothing more than edgy nerves. Perhaps you There is some evidence that good com were less fortunate. Sickness in the family munication can play an important role in or grief from the loss of a loved one are accident prevention. For example, consider not part of the job operation. Yet these and these very low accident frequency rates: the other factors mentioned can be a dis E. I. du Pont de Nemours & Co., two per tracting influence at the time when the op million man hours. They have a record of erator needs his full mental capabilities. I over 8 million man hours worked without a . have, touched briefly on the operator"^'train lost time injury. H. K. Ferguson Corp. of ing, doll and mental ability, the physical and Cleveland has a frequency rate of 4.9 per mental condition at the moment and have million man,hours. Morrison-Knudsen Over indicated that these are factors that can seas, Inc., has. worked over 4 million man possibly contribute to accidents. We don't hours without a lost"time accident I am 19 1968 National Safety Congress sure that these companies have done a lot and other similar organizations, both inside - of effective communicating about safe work and outside the United States, and we are habits to have such outstanding records. If actively working on an operator manual we could reduce the frequency rate of our which we hope will also be useful and effec whole industry to 3, 4 or S per million man tive in communicating to the operator. hours we would be making substantial gains. Additional effort needs to be devoted to We can if we work hard at communications. employee training, .physical exams, safety In tins regard CIMA has a pilot program slogans, tool box sessions, and the publica under way to publish an operator's manual tion of accident statistics as these are all 2for various classes of equipment Hopefully, forms of good communication. In tins' area such manuals will aid in communicating safe of safety slogans, I am sure you all recog operating practice to our many operators, nize what Smokey the Bear stands for. Per particularly the younger, and less experienced haps a similar characterization could tell a ones. But it 'will never replace good man- story in our industry. It's worth considering. to-xnan communications on the job. Such a All of these things I have mentioned work manual can only be an aid to the man who toward keeping the man appraised of his will read, study, and understand it situation. These, along with good communi To sum up my remarks, CIMA is very active in this whole complex area called safety. We are actively working with tech nical and professional societies such as the cation between the employee and his boss, their full understanding, and their full par ticipation in a strong safety program will help prevent the accident from happening. Society of Automotive Engineers and the This whole area of accident prevention is American Society of Mechanical Engineers a difficult task. Our goal should be no acci in the development of safety performance dents on the job. More realistically, if we standards. -We have active and effective could reduce our frequency rate 25 per cent liaison with the Associated General Con each year, our industry would soon be one tractors, American Roadbuilders Association, of the safest places to work. . ' IMPACT OP THE MODEL CITIES PROGRAM OH CONSTRUCTION SAFETY Opening Remarks By George Moore, Moderator of Building Division Program The Model Cities Program was established by Congress m 1966 and was conceived to demonstrate how to improve the quality of urban life and the general welfare of people living in the dries. Citizens who live within the chosen area will plan together with public and private agencies for the kind of neigh borhood that they, the citizens, desire My exposure in the limited time that I have had to pre^kre as moderator of this panel has been with the people involved in the Portland, Oregon program and I should like to thank them for their cooperation and time'and effort spent to afford me the primi tive background which I shall attempt to pass onto you. In Portland, the planning year is nearly completed. At the outset, the community re quested a $312,000 planning appropriation from the Department of Housing and Urban Development After an analysis of the ob jective, ftey received a grant of $143,000 and with this they have attempted to resolve their program and have achieved the follow ing: 1. They discovered new solutions to exist ing problems. 2. They have planned the necessary im provements in the model area. 3. They have planned new and better school problems. 4. They.have planned housing for tow-in come residents as good as the housing for the rest of the community. 5. ' They have planned for steady employ ment for area residents. Construction Section 6. They have developed local initiative and citizen participation. 7. They have used good design and open spaces to make the neighborhood more pleas ant When this program is completed and op erating, this will mean more jobs for the residents of the area. As you can see, the Model Cities Pro gram differs from Urban Renewal in that the citizens plan all phases of the commu nity's future and no building or removal of buildings will take place unless the citizens approve the change first All residents of the community are urged to participate in the planning and the building of the Model Cities area, and no plan will be accepted or given financial assistance that has not been approved- by the citizens themselves. As for the timing, the year of. planning was 1968 and it produced two programs: a one year program for 1969 and a five, year program for 1969-1973. Briefly, that is a primitive explanation to Portland's response to the Model Cities Program; and with untrained citizens involved in implementing' the program that the citizens evolved, it is not difficult to envision the safety problems that will arise in the construction portion of the Model Cities Program. SMPACT OF THE MODEL CITIES PROGRAM ON CONSTRUCTION SAFETY GOVERNMENT By JOHN E, EVANS Special Ass't to the Sec'y. for Labor Relations, Department of Housing and Urban Development, Washington, D. C. The Model Gties progtam was developed by a Presidential task force seeking new approaches to the problems of the American city. It was enacted as part of the Demon stration Cities and Metropolitan-,Develop ment Act of 1966. Model Cities is a different kind of Federal program. In a fundamental sense, Model Cities represents a new urban strategy---a dramatic departure from traditional ways of dealing with urban problems. Prior to Model Cities, it was not uncom mon to approach city or urban problems in terms of what some urban observers have termed "single purpose" solutions. For example, planning a freeway through a community to the exclusion of considera tions other than engineering design is a single purpose planning solution in response to a transportation problem. A freeway planned in this manner Is easily recognized as both shortsighted in concept and totally unsuited to the complexities of life in an urban community. The Model Gties ap proach, on the other hand, involves looking at particular problems in terms of their relationships to the whole condition of com munity life, and attempts to offer solutions to such problems in comprehensive and com plementary terms. I Specifically, the Model (Sties program asks an applicant community to analyze itself in terms of its "urban hangups," concen trating on a defined target slum neighbor hood and, in complete conjunction with citi zens residing in the model neighborhood target area, to plan a massive and coordi nated attack on the particular ills of the neighborhood. This attack or action plan must relate as much as possible to the re-- vitalization, both social and physical, of the model neighborhood and also, at the same time, have positive impact on the environ ment of the entire community. In concrete terms this means new housing construction and rehabilitation, improved city services, job training and development, health facili ties, recreation, welfare and education, eco nomic development, transportation, and any additional program areas necessary to meet problems peculiar to the particular com munity involved. Two types of Federal assistance are avail able to Model Gties. First, the complete range of all existing so-called categorical Federal grants-in-aid programs in the field 21 1968 National Safety Congress of housing, renewal, transportation, educa tion, welfare, economic opportunity, and re lated programs; and second, new supple mental grants of 80 per cent of the local share of Federal grants-in-aid programs. The categorical programs will be utilized just as they are under older law, except that when focused on the target neighborhood, they will be coordinated through the Model Cities process. Supplemental funds, on the other hand, may be used to help finance any project or activity within the approved, locally developed Model Cities plan. So a city may innovate, experiment, test, and learn. The first round of communities selected for Model Cities planning grants numbered seventy-five. Recently, thirty-three additional communities have been selected for second round planning grants. Under present first and second round plans a total of approxi mately one hundred and fifty communities will have received planning grants. The planning phase- of the Model Cities program involves those activities which a community must carry out in order to establish a com prehensive framework for the implementa tion of an efficient and effective action pro gram. Some $23 million will be expended for the two rounds of cities in this phase of the program. HUD funds 80 per cent of the costs of a community's planning effort Planning is required to be a continuing activity. The action phase involves the im plementation of programs through the use of categorical and supplementary grants. It has been estimated that Model Cities expend itures (Federal sources) will run some $7.1 billion over the five-year program period and will generate an additional $6.9 billion from other sources. In summary, HUD is''asking local com munities to deal imaginatively and creatively with their problems. At the same time HUD is making a concerted effort at the Federal level to make interagency cooperation, co ordination, and hopefully, funding, a pro ductive reality. We realize that Model Cities is a very demanding program. But we are used to dealing with very demanding prob lems; problems that we as a nation cannot afford to remain unsolved any longer. Today we are concerned with Model Gties as it relates to construction safety. The Na tional Safety Congress is to be congratu lated for focusing cm this special area in the midst of a natural preoccupation with the general problem of occupational health and safety. Through this panel discussion we deal then with safety as an immediate and important issue in terms of the Model Cities program. I can assure you that the Department of Housing and Urban Devel opment is likewise vitally interested in this issue. I make this presentation as evidence of that-interest and to solicit your interest and assistance in designing a program of safety for the Model Gties program. In February of this year I testified before the Select Subcommittee of the Housing Committee on Education and Labor on H.R. 2567--the Construction Safety Act. HUD recognized at that time that there was a definite need for more aggressive action in this area. This recognition has since taken on greater significance when it is consid ered that the vastly expanded construction programs of the next decade--as a result of the new HUD Act of 1968--may well con tribute to furthering' the number of con struction injuries, unless strong and thor ough measures are affected. In addition, many of you are undoubtedly familiar with the wording in the Demonstration Cities Act which calls for "maximum opportunities for employing residents of the area in all phases of the program, and enlarged oppor tunities for work and training." Somewhat less known, at least at the present time, are similar provisions in the Housing and Urban Development Act of 1968 (P. L. 90-448) which require that "to the greatest extent feasible, opportunities for employment aris ing in connection with the construction or rehabilitation of projects assisted under such programs (221(d)(3) BMIR, low-rent pub lic housing, rent supplement, 235, 236) be given to lower income persons residing in the area of such projects." With specific reference to the Water and Sewer Facilities Program, there is a statement in the 1968 Act that "In the administration of this sec tion the Secretary shall require that, to the greatest extent practicable, new job oppor tunities be provided for unemployed or un deremployed persons...." These provisions mean training for con struction jobs for both skilled and unskilled workers reading in project areas. Among the many difficult problems involved in mold ing the potential but unskilled work force into a productive work force, particularly- Construction Section in the construction industry, is the problem of job safety. Statistics indicate that new workers, especially inexperienced workers, suffer more accidents and injuries than other categories of workers. Inasmuch as HUD is directed by legislation to increase substantially the employment of low income or unemployed persons residing in model cities areas and in areas where other HUD-assisted construction is being carried out, HUD is morally obligated to assure that such people are protected from the potential dangers of construction. This is especially true in relation to large scale rehabilitation. The rehabilitation process is by nature unique in the type, of skills and expe rience required. Demolition, an activity which is often a necessary part of the re habilitation process, is. a particularly high accident and injury producing industry. All rehabilitation and demolition jobs cannot be performed in the same way, and safety problems result even for experienced labor ers and mechanics. Furthermore, to my knowledge, there are no safety standards specifically applicable to rehabilitation, but we must deal with the rehabilitation situa tion as well as with new construction in terms of safety. My purpose here is, I re iterate, to seek your assistance in developing means to reduce safety risks in general and with special reference to the employment provisions under discussion. At the same time, I want to make it clearly understood that HUD intends to implement vigorously the employment and training objectives provided in this legis lation. The difficulties raised by this dis cussion are not intended as any evidence of doubt about the ultimate value, indeed, the vital necessity, of the implementation of such programs as Model Cities. The prob lems I have raised are typical of the com plexities that confront all attempts to deal with the urban crisis. Because,they are so difficult and so important, I seek your as sistance that they may be dealt with. Surely we must approach these inherent safety problems from*a' strong awareness of the public interest--the responsibility for protecting the health and safety of all con struction workers engaged in publicly-as sisted construction. At the same time, as your programs have emphasized, every worker has both an obligation to himself to act safely and respect dangers, and an equal obligation to his coworkers to concern himself with their safety. This organization has as its mission translating these public and private responsibilities into programs. As matters now stand, HUD has no really formal approach to the problem of construc tion safety for the most part, because it has been without any real specific and detailed statutory authority in the field of construction safety. This indicates no lack of interest on HUD's part in the need for constant attention to safety factors. In some of the older com ponents of the Department there has been a long-standing, continuing interest But as a recently formed Department we are now concerned about an overall approach. Under a number of HUD programs, administra tive procedures utilize guide form contracts containing safety clauses which HUD sug gests for use by local bodies in letting con-' struction contracts. These clauses emphasize compliance with local codes, laws, rules, and regulations and also incorporate by reference the Associated General Contractors' Manual of Accident Prevention in Construction as the standard for certain safety precautions. Such clauses are in fact widely used by local public bodies operating under programs of the Renewal Assistance Administration and Housing As sistance Administration. Occupational safety clauses are also contained among the general conditions for assistance in a number of Federal Housing Administration and Metro politan Development programs. These clauses obligate the recipient of assistance to assure that safety requirements are applied to con struction contracted under the program. However, it should be stated again that these clauses are not rooted in any specific statu tory authority. Neither as you know, do the protections of the Walsh-Healy Act on oc cupational safety apply to construction con tracts. Pre-construction conferences are also used on HUD programs to stress safety require ments and to engender compliance with local laws and regulations and acceptance of the standards of the Associated General Con tractors' Manual of Accident Prevention. To the extent practicable, field inspections are made to monitor compliance with safety standards. Effective enforcement, however, is limited by the very restricted number of people who can be assigned to such work and who have the necessary expertise and 23 1968 National Safety Congress training. There are also 'variations in ap proach from program to program which mast be overcome. It seems dear, though, that the problem cannot be resolved through more widespread use of enforcement of con tract requirements alone. It is to be doubted that significant progress will be made in changing the generally dismal picture in construction safety without tire adoption of a comprehensive program specifically pro viding the necessary machinery for regula tion,, research, training, and judicial and ad ministrative enforcement. When we superimpose on the current rate both the massive construction programs called for by the Model Cries program and the HUD Act of 1968 and.the influx into the industry of many new construction work ers and trainees, the grave safety implica tions become quite apparent Here again, I repeat these grave problems must not be regarded as stumbling blocks, but as build ing blocks; not as insurmountable obstacles, but as opportunities for creative contribution. It is incumbent upon us, therefore, to pro tect the worker, the construction industry, and the public through the joint development of safety programs and the energetic support of effective safety legislation while carrying out the mandates of the larger national goals. I hope this panel will produce concrete pro posals to the Federal Government I have voiced my concern that the Federal Gov ernment is ill-equipped to confront this pro gram without assistance. Will you now, as one of this nation's most logical sources, offer that assistance and suggest by what means it can be made most effective? LABOR By W. "VERNE REED First Vice President, Laborers' International Union, Washington, D. C. Our never tinding' quest for health, safety, and accident prevention in oar construction - industry must receive priority- attention with the rising tide of technology, long-range construction goals, and legal requirements, to open widely the doors of previously little tapped manpower sources. These few of the many impacts upon our industry of the Com prehensive Urban Redevelopment Act offer to us exciting challenge bat equally great opportunity to contribute to the well-being and sound future of oflr nation, but more so to the health, safety and economic wel fare of all our citizens. No single construction program in the history of man is as far reaching, not only in material investment of rebuilding of our urban structures, but at the same time in stressing the more significant investment in the resident citizen,. causing his exposure to new and fertile opportunities to develop and exercise his full potential, and eliminat ing obstacles that caused him such denials during the long and painful past The Model Cities Program must and will be accom plished, but not without additional coopera tion and imaginative planning by the con struction industry. We have read surveys and data regarding ghetto living, .where denial and lack of opportunity has had overwhelming effect on individual frustrations, lack of motivation or counter motives, discouragement of work initiative, etc. Combine this with our own frustrations and motivations, and it blocks trust and constructive communication at the job level, which is so necessary and vital to assure timely and economic productions in a healthy, safe, and orderly manner. This sketchy background on such a com plex subject emphasizes the responsibility of all participants in this program if we are to enjoy the fruits of this project as a society. Before we measure the effect of Model Cities ou construction safety, let us briefly state our construction program and its effectiveness. In some divisions of our industry, for example, under the auspices of agencies of the Federal government, we can account for a remarkable reduction of the accident fre quency rate. We find safety manuals and constant supervision with excellent sales manship. We can also point to many indi vidual construction firms where the top boss motivates a real concern in all categories 24 Construction. Section jf supervision, and many safety programs and the construction industry will be in the invite meaningful participation by employees, creating an awareness that leads to virtually accident-free work sites. Some of our unions and employers' asso ciations have created consiructive safety programs with good results, but participa tion has been extremely limited, for the greater part medium of skill and safety training. No Model Safety Manual, backed up by management support, will be worth a damn if cooperation and communication is not apparent at each job site. To attain this, we must diminish present misunderstanding and engender trust by creating an atmosphere of real welcome at the work area and related On the national scene, we have a tremen dous job ahead in accident prevention; only the mining industry frequency rate is leading that of construction, and it is a sad commen tary indeed for an industry that can boast of coping and solving unusual and vexing industrial problems. To our credit, the in dustry leaders on both sides are in mutual agreement in their concern, with limited variance only on the approaches to the problem of accident prevention, and equally determined to work together with safety personnel from government, insurance com panies, owners, architects, engineers and the public. Now.with a desire that's good, but witha safety record that needs' and demands improvement, how do we propose to handle the additional impacts in the Model' Cities Program? On the physical side, codes will vary, as well as inspection, from area to area. On demolition of structures that are rat harbor ages, health and safety codes are very limited. The construction of mass transpor tation systems are considered in only a few of the codes, and none have taken the full advantage of medical research. training centers. Much can be done in this direction by experienced safety personnel creating a dialog on health, safety, and ac cident prevention programs, soliciting em ployee-participation as the meaningful step for success of any accident awareness program. Instead of spending unlimited time on trainee recruitment, let us turn- to the im portant endeavor of selection of training personnel and safety missionaries, super visors, and stewards. Once selected, can we broaden the number of future assignments, hold seminars on-the human problems we must face, and broaden onr understanding, our patience, and our dedication to accomplish the full and mean ingful potential of this urban development program? To move closer to the problem, to effect a complete and total attack bn the causes, I believe-we will see new frontiers on col lective bargaining fronts established. There' may well be a negotiated "Health, Safety, and Accident Prevention Fund" with a con cept of total involvement in the safety of employees both on and off the job site. On the human factor, the law will prac tically dispatch .personnel with native ability but little or no experience at a construction work site. When we add to this problem today's political and civic events, there is no doubt we also have a detrimental human equation impact These are a few reminders of the complex and vexing problems confronting all of us, and I hastily add that the responsible leaders of the construction industry, of management and labor will meet these problems with unwavering determination. Their total ex periences and skill will be the best possible tools- in setting aside this massive problem of major proportions that faces this nation. The first step in eliminating the communica tion gap between residents of the impact area When we analyze our industrial accidents and relate them to- the perils of the home am! highway I ask, "Why mrt get involved in the question of health ami safety on an environmental basis?" This is the public posture in the whole theme of the Housing and Urban Development Act. How can we, the responsible leaders in the construction industry, live up to our monumental respon sibilities in this Act by turning the trend of individual failure and putting the tendencies to quit in sharp reversal? There are other social services which Fed eral policy has declared necessary lo meet the total environmental needs of the trainee, but the field of safety and accident preven tion is a key common denominator among all of us as participants. 25 1968 National Safety Congress Doing business as usual can lead only to increased frequency rate in Model City construction when we consider a higher per centage of new employees; employees with limited work background; employees with limited experience in construction; employees with limited exposure to work regulations and disciplinary requisites for job produc tions performance on an equality and safe basis. These added exposures will increase the main contributing source of our present high frequency area, which is unsafe acts. Reduction in this area must be by education and will benefit the mainstream of industry if we become mutually involved to provide facilities and our own selected or agreed upon instructor power. We must re-tool our manpower in super visory capacities; job stewards, skill instruc tors, safety personnel, union representatives, and top management if we arc to cope with these new exposures. This is long overdue if we intend to change from the talking to the doing stage and effectively eliminate human suffering in construction generally. Safety funds could provide the industry with a staging area for an all-out offensive with our own trained personnel. This will mean closer support by labor to the man agerial responsibilities of providing a safe work environment. Trained personnel with effective educational programs will be nec essary to effectively measure by medical means our physical capabilities. This, in turn, may lead to a practical solution of cost factors concerning work career, health meas uring tests, and safe employment placement procedures. A safety fund established and administered on a sound basis can be the means of de veloping skilled safety manpower that can be utilized in this safety sagging industry now facing the added burden of Model Gties programs. Such an inventory of talent in the field of safety, but. the usual tandem abilities in the human relations field, is a natural in the Model Cities area and long overdue on an industry-wide basis. With this pool of ex perienced and trained safety leaders that both labor and management >can respect, appreciate, and fully support, we would expect-a complete separation of safety from labor relations. Although this gives rise only on rare occasions, once is too often and generally leaves a bad lingering effect in the field of safety. An effective, continuing safety education program and effective accident prevention movement could dissipate interest in addi tional Safety Legislation just to be legislat ing, continuing agitation for excessive li abilities because no improvement is in sight- The concern of responsible men in our industry, when it comes to safety, is indeed welcome and inspirational, but their effective reasoning is limited to the conference room or their own particular operation. This will not satisfy the near future demands for progress, nor will legislative or punitive formulas end with meaningful solution. Nonetheless, some activities now in the hop per and on the law books, will find their way to Model City construction--and the next stop, who knows? There is no question that the Model Gties program offers possibilities for accident in crease unless coordinated solutions are at tained by a vigilant program. There is no simple answer, and I have simply proposed a means of expanding our safety work force and their work area to include the environ mental question. This latter expansion again takes advantage of the human relationship, by increasing individual contacts and leading to greater confidence by the employers. This could be a tremendous contribution to super vision, who have the added burden of dis ciplining employees to insure responsible pro ductive work attitudes on a coordinated basis with fellow employees. In substance, the experience, skill, and safe work habits must be taken from our present work areas and released with all possible good will at Model City locations to overcome added problems if we are to even maintain our present frequency ratings. If we can involve ourselves in training and upgrading the economic well-being of the recruits from the impact areas, in a safe and orderly manner, then why not correlate any such progress to the entire construction industry with one area complimenting the other? 26 Construction Section HANA&EMENT . By CARL K. HALVORSON Senior Vice President, Associated General Contractors of America, Inc, Portland, Ore. The 8,800 members of the Associated Gen eral Contractors in the United States, per form about two-thirds of the contract con struction which is done, and consequently we have a very compelling interest in this pro gram of Model Cities. When we talk about Model Cities, we must recognize that when we relate to safety there is no difference in any of the work basically that will be done under this pro gram than any other work that we have ever done, other than the stipulation in the law that residents of the area are to be employed to a substantial amount in the work. Tins is where this program can be somewhat different and I would say that any program that is of worth in our normal construction efforts will also be used in our Model Cities work, except that there will have to be done a more compelling job on it In evaluating the Model Cities there are some other things we ought to think about, because I am convinced that building up these areas with new brick, new plaster, building new buildings, new sewers, or things like this are not necessarily going to increase the value of our way of life in the urban areas in these cities. I think it is a much more compelling situation; that we must get down to changing the way of life of the people living in these cities. In other words the construction is not going to change the way of life in New -York, Bedfordshire, in Harlem, in the Hough District in Cleveland, in the areas in Chicago, of the people that are living in these areas, by one man or another. One of the helpful things of this program is that there is a vehicle created here . for more meaningfully introducing those people into the way of life we have now; and I think this is the great start Industry, labor, and management can do a great job to effectively set a pattern in re newing these'people into our way of life. There are some other things about Model Cities that bear some study. I recently spent three weds in Europe looking at the new dries that have been built, particularly in England, Sweden, Finland, West Berlin, and The Netherlands, and when I cam* back to this country, I had a feeling that we today have a really great opportunity to take a look at where we are, and then take a look at those countries and relate ourselves that we may be looking like them forty years from now. A great public relations man whose name was Hill sold an awful lot of cigarettes for tiie American Tobacco Company (before they became a health hazard), and one of the slogans was "Coming Events Cast Their Shadows Before." Now, when we think of the type of a program we are getting into with Model Cities, that over a period , of ten or fifteen years we may spend 100 to ISO billions of dollars primarily for enlarge ment purposes in creating, living spaces, we know that much of the stuff is going to be subsidized. Are we apt to get into the same, type of a situation that they have in North ern Europe where the City of Glasgjow owns 40 per cent of the living spaces in that city? In the town of Brighton, so small most of you have never even heard of it, the city corporation owns 10,000 of the units in that dty and the people living there are renting from the dty. This is subsidized housing, housing that costs $15 to $20 a square foot and rents for $50 a month. In other words, they have changed; they have come under a very controlled economy where they have sublimated virtually the total pop ulation into such a thin package that by the time they relate what they earned to thdr income taxes, everybody is in about the same spectrum. Now, I for one hope that we do not get into a situation like that in these urban areas, because I think that the people living in these areas now should not become or should not be created into that segment of the society, and this is one fear that I have. The motivation, what these people can lode forward to, I think they're going to have a great relationship to the over-all safely of tile Model Cities Program. It isn't only the safety of a man on the job; when you start working in those areas, you have a safety 27 1968 National Safety Congress problem 24 boors a day--if you've got a contract on there, you have people working on there. The Federal government, particularly the Department of Housing and Urban Devel opment, must forthwith define some distinct perimeters on what some of these clauses in the law mean. What does it mean that these people are to have these opportunities? What is to be' the involvement of these people? Are we looking in general at 20 per cent of the people on this job? Are they going to be the residents in these areas, or is it to be 50 per cent, or is it going to be 90 per cent, or what kind of a program are we looking at concerning involvement of the residents of the area? This is something labor cannot say; this is something that we as management cannot say. This is some thing that must be annunciated by the Department. What will be the scope of the training programs? Who will implement them? Where will the funding for these programs come from? Will they be a re sponsibility of the contractors? Will they be a responsibility of the community agen cies within the city? Or^_^yUKy be done by some other agency? must defi nitely set tip what these training programs are and how they are going to be handled; until this is done, it is going to be most difficult to negotiate labor agreements. I think there are a great number of things that relate between management and labor in doing this work. I am convinced that labor wants to do a very good and effective job in creating this involvement under this legislation, and I can assure you that man agement feels that way. I think that man agement, labor, and the government can effectively get together to create the proper type of climate among the people in these areas who are to have these opportunities. In other words, if we make this something that makes sense to those people, our safety problems on this work arc going to be mini mum; on the other hand, if we try to struc ture something that is not sensible as it relates to these residents, there is going to be all kinds of trouble in safety, in job control, in all the things that can be bad in an area tike this. It is tip to all of us to see to it that we take a really objective look and that we really get everything wrapped as far as possible into a package that makes sense on an over-all basis. SAFETY AND THE MODEL CITIES -- AN INSURANCE VIEW By ANDREW KALMYKOW Counsel, American Insurance Association, New York, N. Y. Urban problems are among the major challenges which face our country today. The welfare of the nation is at stake It is a problem in which we are all concerned This is not the other fellow's problem We are all involved in it in one way or another Some years ago I heard the Surgeon (ten eral of the United States say that the are* from Boston to Washington will stvri be come one vast urban area--megalopolis was the term he used. 1 frequently tiave ociaswri to fly~ over this area. It is only too evident that Jus prediction is rapidly becoming a fact This is also happening in other sec tions of the country. When areas of this magnitude are involved we most realize that most of us either live in urban areas, work t in them, or in one way or another obtain our livelihood from them. Tlx model cities program is a bold at tempt to try to resolve the worst of these problems in arras wliere they are most acute. Previously, attempts concentrated on one or die other aspects of the problem: urban renewal, bousing, manpower training, edu cation, transportation, healtlf, crime, unem ployment, etc. The model cities program is an effort to coordinate these separate pro grams into an overall plan intended to pro vide solutions on a broad scale in areas relatively limited in size where the problems are most pressing. Naturally this involves many activities, some of which are unrelated to construction 28 Construction Section or physical rehabilitation of structures. For example, some plans have been described as including birth to kindergarten head-start training programs, reorganization of a city government, subsidized boarding schools, and expanded maternity programs. However, most if not all plans will involve construc tion in one form or another. The Program Guide for the model cities program issued by the U. S. Department of Housing and Urban Development (HUD Pg. 47, Dec. 1967) specifies that the mode! neighborhood shotdd be predominantly resi dential. Commercial and industrial areas of the city should not be included unless they are directly and primarily related to the needs of the people in the neighborhood for services or jobs. Areas selected for up grading into model neighborhoods are to be substantially "hardcore slums in which low income families are concentrated and which are characterized by overcrowding, poverty, unemployment, dependence on wel fare payments, low educational and skill levels, poor health and disease and crime and delinquency." As a general rule, the guide goes on to say, the model neighbor hood should contain substantial numbers of residential buildings that can be rehabili tated. However, projects and activities need not be confined to model neighborhoods pro vided they are closely related to the physical, economic, and social problems of the neigh borhood; for example, housing for persons displaced from the neighborhood, residents, etc. may be . included. Thus, it may be seen that construction is to play a very important part, in the program, it is the effect on construction safety that this program may have which is the subject of our discussion. Insurance companies are vitally interested in safety, in addition to humanitarian rea sons which, of course, are of importance, safety service is a major area of competition between them. Safety service sometimes de termines whether business is lost or retained. Construction is one of the most impor tant but hazardous industries in the country. Its safety problems have received special attention from insurance carriers. For ex ample, our association, with a membership of 169 stock casualty and property insur ance companies, has a special. Committee on Construction Hazards. It is composed of outstanding experts from our member com panies' engineering staffs and the Under- writers' Laboratories. They guide the work of our engineering and safety department in this field. This includes the issuance of periodic Construction Management Bulletins and pamphlets related to various aspects of construction safety. These have very wide distribution. Our staff also cooperates closely with labor and industry in resolving safety prob lems in this field. For example, in New York some five years ago the Building and Construction Trades Council, representing labor, _ and , the Building Trade Employers' Association of New York, representing .em ployers, joined forces to establish the New York City Building and Construction In dustry Joint Safety Committee. The program is administered jointly with tire Greater New York Safety Council. This is a most worth while activity which is aimed at furthering construction safety through a variety of programs. One of its prime objectives is the development of standard safety policies which it is expected will be adopted volun tarily on an industry-wide baas. These poli cies offer specific safety recommendations to labor and management They cover such subjects as hard hats, job housekeeping, and storage and handling of compressed and flammable gas cylinders, etc. Reports in dicate that they are bring supported and adopted by both management and labor. Our engineering and safety department provides consultative assistance to, this program. It is worth noting that according to the latest available figures published by the New York Labor Department, between 1964 and 1965 injury frequency in New York was reduced by 9 per cent The severity rate dropped from 2,273 to 1,759. Almost three quarters of th contractors reported no injuries in 1965. The value of safety ac tivities is evident It is generally recognized that in con struction, as well as in other fields, accident prevention is largely a matter of education, vigilance, and cooperation. Mechanical safe guards prevent a relatively small percentage of accidents. It is necessary to stress these three factors in discussing safety in connec tion. with the model cities program. Title I of the Demonstration Gties and Metropoli tan Development Act of 1966. (Public Law 89-754, 89th Congress), authorizes the model cities program. Section 103 of that act specifies that a comprehensive city demon 29 1968 National Safely Congress stration program is eligible for assistance only if It is of sufficient magnitnde to pro vide ``maximum opportunities for employing residents of the area in aH phases of the program and enlarged opportunities for work and training" From the HUD Guidebook description of areas to be selected for upgrading into model neighborhoods to which.I have made ref erence, many of these residents will have low education and skill levels. Many of them will be part of what has been described as the hardcore unemployed Thus, particular emphasis will have to he placed upon educa tion and training. This will require a great deal of sympathy and understanding. Long standing social and educational handicaps cannot be overcome quickly, but they most be overcome. A successful model dties program re quires careful planning. Programs that have been approved are still largely in toe plan ning stage. Thus, we cannot speak from experience on toe impact toe program will have on construction safety. One can only judge by conjecture and analogy.. It is ob vious that special effort will be required to avoid adverse effects. I am sure that such effort will be made. It should form an im portant part of the planning to which I have referred. This will require toe full coopera tion of labor and industry. Labor will play a particularly important part Traditionally, the construction trades lave been charged with providing the skilled personnel which the building industry re quires. I believe that press, reports of labor agreements that have been reached in con nection with model dties program have in dicated appreciation of labor's responsibility m this area. Industry also has major responsibilities. Management must actually organize its safe ty programs. These will not succeed without full support from xnanagrpient. Its contin uing personal interest most be evident An important part of any such safety program is employee training and placement These, as we have seen, are of particular impor tance in toe program under discussion with respect to model cities projects. Insurance can be of important assistance in providing materials and consultation for such training and in establishing and con tinuing safety programs. We have many pamphlets dealing with various aspects of construction. For example, the Four Guide to Safety series includes pamphlets on con struction projects, road construction work, heavy motorized building equipment, crane operation etc. Our Handbook of Industrial Safety Standards indudes many chapters dealing with hazards also found in construc tion. However, probably the most widely used and comprehensive manual in this field is The Manual of Accident Prevention in Construction, published by the Associated General Contractors of America. It is an essential authoritative guide in any con struction safety program. It id presently be ing revised by toe Safety Engineers-AGC Joint Cooperative Committee, of which we are members, as are representatives of mu tual insurance companies. It is chaired by an engineer of one of our member compa nies. Its secretary is a member of our En gineering and Safety Staff. Many members of our Construction Hazards Committee also serve on it AGC representation consists of its Safety Committee. Thus, there is close collaboration. Other representatives are members of the American Society of Safety Engineers. This manual is one of the most effective means of achieving safety in this field. The supervisor is in a key position in organizing an effective safely program. This manual has jpnred as toe basis for toe Su pervisor's Training Coarse sponsored by the AGC The Joint Cooperative Committee serves in a consulting capacity to this pro gram. In seminar form this course has been given to 14,000 supervisors. There are 750 currently enrolled in the correspondence course which has been given and passed by over 300 supervisors. These will be of par ticular importance in toe framing of em ployees who will be employed in the model cities program. There does not appear to be very much information as yet concerning toe accident experience with personnel such as that likely to form a considerable part of toe model dties program. Insurance companies have instituted special programs for the disad vantaged, but naturally these have been largely centered cm training employees for employment within toe insurance industry. These are largely of toe clerical and office variety. We have a special committee on manpower training in tins connection. In- 30 Construction Section suraaSe companies have aiso cooperated or quire skill and experience, others are not taken the lead in community programs, as so demanding. They may well provide the for example in San Francisco and Hartford. stepping stones in a well planned training In Hartford, Connecticut, there is a train program. ing center for hard core unemployed by a large aircraft company, with which the in surance industry has been cooperating. Its director reports they have had an excellent accident experience during the training pe riod. Very few of these students dropped the course for lack of motivation. Those graduated spid placed in industry have had as good if not better records than other employees. It is interesting to note what one city has done. In Rochester, New York, great volun tary effort was exercised to encourage em ployment of the underprivileged. The labor market in that city is particularly demanding in technical skills. Special training pro grams were organized. A specific organ ization was created, Rochester Jobs Inc, known as R.J.I., for obtaining jobs for the hard core unemployed. Another was created A special workmen's compensation insur ance program was established for youth corps members receiving training under the Ecotwmic Opportunity Act. Experience un der this program has not yet become avail to help organize business ventures which would provide such jobs; a third to alleviate housing problems. Reports of these efforts are very encouraging, all on a voluntary basis. able, but inquiries to several large centers R.J.I. realized it would be necessary to do not indicate any special difficulties. acquaint company foremen with some of It is true that during World War II, when a number of inexperienced and un trained personnel entered the labor market, accident rates rose. But those were emer gency conditions with great pressures on time schedules and production. limited effort the special problems, from a human rela tions viewpoint, they would have to deal with when working with people having lim ited skills and employment experience. Spe cial seminars were set up fear them on sub jects like `The Non-Competitive Applicant could be expended on training and safety programs. There was a great shortage of skilled personnel to do the training. With carefully planned programs and emphasis on prdper training placement and safety, ex perience should be satisfactory. and the Foreman," "Labor Relations and Communication," "Understanding," etc. Most of the foremen in most of Rochester's in dustries have been through at least one seminar. Effort has evidently produced re sults. At the same time it should be recognized that if this is not done experience could be adverse; It would be most unfortunate if neighborhood residents should add physical disability to their other handicaps. This should not be permitted to occur. While many jobs in the construction industry re I am certain that, through cooperation of all segments---model city residents, labor, in dustry, government, and insurance, as well as the public--the necessary effort will be made. This, however, will mean work and good-wiH I can assure you that insurance will do its full part ,31 1968 National Safety Congress R0T0CRAFT EXTERNAL LOAD' OPERATIONS IN ' THE CONSTRUCTION INDUSTRY By WILLIAM R. GAINES Safety Dir., U.S. Army Aviation Center School, Fort Rucker, Ala. Over the years, the past 12 or 14, we have gathered considerable knowledge in the area of external loads. Considering that the US Army Aviation Center is currently flying almost one million flight hours per year, we should be learning something. Some of our knowledge or experience has come about the hard way. Some of you might be wondering, "Why carry dangling loads on a cable when you can place them inside the machine and be off?" There are a couple of good reasons for external loads. The first is that all in terna! loads require a landing pad at delivery point, The second is that a palletized load is not always compatible with the in-flight control of the helicopter. Let's assume we, want to carry a load of 6,000 pounds--be it a load of bridge timbers for the engineers or chickens for the mess hall. The weight and balance of the helicopter would have to be computed for the load to keep the timbers or chickens within the center of gravity limits for in-flight control. When we place this 6,000 pounds as an external load on a pallet or in a net suspended on a single cable, our one factor is how much can the bird lift? The 6,000 pound load is exactly on the center of gravity'of the helicopter, which may not be possible with an internal load, and maximum control is available during flight. This center of gravity problem for internal loads is much more critical in the single rotor craft than the tandem rotor. Some of you can remember when the airline hostess would ask you or assign you to sit in a seat near the rear of the DC-3. This was especially true, if the load in the rear baggage compartment was light The pilot needed your help to get the tail down and keep it there on landing. For many years we have been shifting the battery in small HKcopters from the chin bubble to the tail boom, depending on whether or not we have a passenger riding with us. At times, in the early days, we used sand bags as was done in the pre-World War II open cockpit trainers. I recall a pilot in a Bell H-13 helicopter who came in to pick up a mechanic. The mechanic placed his tool box at his feet The pilot picked up the air craft and immediately found out his 'CG had shifted forward to the point where he had insufficient control to stop forward flight The weight of the tool box was suffi cient. to tip the scales. Fortunately, with more sophistication of our helicopters, these problems have been greatly reduced. In 1955, we experienced an engine failure and an accident with a "Bird Dog" L-19 Cessna aircraft. The aircraft landed in a cornfield and flipped onto its back. We had no injuries, except the instructor's pride; The field was about 45 acres in size, and the aircraft was in the middle of .it The corn crop was exceptionally good that year in Alabama. To bring a 10-ton wrecker and a low-boy into that field was going to be quite expensive. We had just received the H-21 Vcrtol helicopter, commonly called the "Flying Banana," at the aviation test board--with a hook for an external load. In 2/i hours we built a harness with a single point attachment and delivered the bent "Bird Dog" to the shops, 15 miles away. The claims officer paid $3.25 for the corn damage; he should have bought the whole darn field, as this is now Deerfield housing area, in the city limits of Enterprise, Ala bama. This airlift was a first for us, and we continued this method for a considerable time. As long as fully qualified crews per formed the mission, it was highly successful. Then came other pilots wanting to make recoveries. To make a long story short, one pilot airlifting a "Bird Dog" aircraft failed to keep his airspeed down. The Bird .Dog began to fly and bumped the bottom of the helicopter. The pilot immediately'jettisoned his load. Well, he turned $200 damage into a total loss of a $15,000 aircraft We learned to piit spoilers on air foils to make them stall instead of fly. Another problem which can be encountered is oscillation, which the pilot must prevent A shorter cable helps prevent this; slower airspej# are also re 32 Construction Section quired, and slower accelerations and decel erations. The hooks used on some aircraft for sling load operations have a three-position switch in the cockpit: Safe--automatic--on. The automatic opens the hook when the pilot places trie load on the ground and the pressure gets less than 125 pounds. Our second bad experience came when one of our pilots failed to place the switch in "safe" position when lifting another Bird Dog--on his way home, the aircraft got light on the hook and away it flew, with no pilot The pilot had the switch on auto matic and the hook functioned exactly like the manufacturer planned for it to operate. External loads are serious business, and nothing should be assumed. Prior to any lift, the hook mechanism must be thoroughly inspected and activated to ascertain if it is functioning as it should in all positions. In a^lgtion, for many years we have had "Murphy's law." "Murphy's law" is quite simple--it says "If- something can be put together incorrectly, sooner or later some one will put it together incorrectly." As I stated, there are three cockpit positions: safe--automatic--on. On final approach to the release area (150-200 ft altitude), the pilot may switchrto "automatic," and when the cable load is reduced'to 125 pounds at touchdown, the load automatically releases. To connect the hook controls, four wires have to be connected to the pilot's control box. We did 'experience a case where the "automatic" position was connected to the "on" position, and a beautiful case of "Mur phy's law" was presented. As the pilot ap proached his release point, he switched to "automatic," and away went a brand new Jeep--into a street intersection. Fortunately, there were'no injuries. That is why we say, "It's serious business--assume nothing." The loss of that jeep was the pilot's fault, be cause he assumed the mechanic had made the proper electrical connections. Now, one step further--the engineer who designed those connections so they could be improperly put together needs to have a good course on how to design accident prevention into a product The cases which I have discussed are all well over 10 years old. We still have an occasional loss of a training load, but when it happens that aircraft belongs to my peo ple until we have determined what caused the inadvertent drop. We did have a rigging problem about two years ago, but have since corrected it. In the late 'fifties and early 'sixties, zconsiderable number of "good will" missions in Europe were performed, such aS the plac ing of church steeples and crosses. We are capable of performing missions-such as these today, providing a plan of action or pre-plan is well developed. We did lose two men and one helicopter in Germany, placing a cross on a church steeple in the summer of 1963. As I stated, wc. have the equipment and trained pilots to do these jobs--the 1963 accident was purely a lack of proper pre planning and adequate communications, not to mention the language barrier. Positive communication is of utmost im portance. The state of the art today in transistorized radio provides us with excellent positive communications. Remember, an air lift is not like a fork lift--the pilot will usually only see the load as he approaches it for pick-up. We have recently done exten sive evaluations on airborne crash fire fight ing. We placed rescue personnel in fires, wearing protective suits. Each suit helmet was equipped with a voice-actuated transistor FM radio. This freed both hands for work and at the same time allowed him to talk with the pilot of the aircraft and other personnel in the area. This radio can also be used very, effectively for external loads control. Incidentally, we have put out in Jess than two minutes as much as a 500 gallon JP-4 fire with 25 gallons of "light water." The helicopter has a great potential in the area of hard-to-get-at fires. The day is here where we can efficiently lift, move, and place objects, regardless of dimensions, up to 20,000 pounds. We have manufacturers talking in terms of 20 to 25 ton external load capability--maybe someday we will need a stronger cable. 33 1968 National Safety Congress HELICOPTERS IN CONSTRUCTION By DAN KRASS Senior Accident Prevention Officer, The Hydro-Electric Power Commission of . Ontario, Toronto, Ontario, Canada Ontario Hydro owns, operates, and main tains a fleet of 12 helicopters consisting of the following types: one Sikorsky type S58, three Bell type G2, four Bell type G2A, one Bell type G2A1, two Bell type J, one Bell type Jet Ranger. r The work-horse of the fleet for. conL struction purposes is the S58, capable of Tarrying a pay-load of approximately 4,000 pounds. The other smaller craft are used for various support purposes, such as super visory patrols and air-lifting loads of tools and materials. The smaller craft are capable of carrying a load of approximately SOQ to 600 pounds. Following is an outline of our perform ance in construction since 1961,t usl(Nhe helicopter as the main construction machine: built approximately 300 miles of transmis sion line for operating voltages of US kv, 44 kv and 12 kv; carried and set approxi mately 3,500 poles; strung approximately 900 conductor miles of wire. As well as the above, we used helicopters extensively on the construction of over 400 miles of 500 kv EHV transmission line. To give you an idea of our use of heii- . copters in the power utility field, we have logged well in excess of 60,000 rotary wing hours with our own fleet, as well as many additional hours logged using rented rotary wing craft Accident experience since 1959 to date: 1963--S58 crashed while setting a 65-ft pole. Cause of accident--knuckle pin fafl- . ure on crank shaft Injuries--minor injuries to pilot and air observer. 1968--Air observer received serious leg , injury in S58 while flying pulling line. Cause of accident--suspected cargo hook failure. Some steps to ensure safe practices: 1. Air and ground crews must be thor oughly briefed prior to every operation in order to function as a well-trained unit; teamwork is essential. ' 2. Know your loads and weight of load. How will the load fly? 3. Establish good communications, both audio and visual. 4. Guard against prop wash. Ground crews must be equipped with proper safety devices. Beware of flying debris such as small twigs, sand, small stones, etc. 5. Establish a rigid inspection system of rigging equipment used-slings hooks, nets, etc 6. Don't trail empty slings under the craft 7. ' Outline precautions to be taken when entering or leaving a helicopter while main rotor is turning. 34 Construction Section rotocraft external load operations IN THE CONSTRUCTION INDUSTRY By JOHN A. PROCTOR Qadf Brandt of Standards & Codes, Office of Occupational Safety, Bureau of Labor Standards, Washington, 0. C. The Bureau of Labor Standards became interested in helicopter cranes in 1965, when a state labor official requested information on safety standards for the protection of ground personnel. Following an accident on the transmissaoa tower erection job, the state official was encountering some difficulties with die contractor, who was planning to utilize the ifafcopter for wire-stringing and other jobs. A search of our extensive library of state safety codes produced no standards for helicopter crane operations. The Federal Aviation Agency, Flight Standards, Wash ington office was contacted for information, and they furnished a copy of their Title 14, Chapter 1, Part 133, Helicopter ExternalLoad Operations regulations. The offices in, the Bureau's specific regions were asked to look into tins type of work and reports were received from the Portland, Seattle, and San Francisco offices. Our staff reported several projects for utilizing helicopter cranes, indrkfing a pipeline project in the Grand Canyon and even some experiments with logging in the Northwest Since then, we have assembled a considerable file which discloses extensive use and wide variety of activities for which the helicopter's ability to raise and transport external loads has been attempted or carried out successfully. The Maritime safety office in New York observed an attempt to use a flying crane to set an eight-ton dummy smokestack on a vessel at a pier where the job could not be done by a conventional crane. This opera tion was photographed by the staff for view ing by our Washington personnel Screening of militarv ufaiodicals and other publications as well aflpTprcss disclosed many accounts of succpHd external-load operations, and only a fetPacridents came to light Briefly, here are some of the types of accidents that we found described in differ ent periodicals and in the press. In the case of military applications, we found the accidental dropping of external loads was not too uncommon, and in one instance a 10,000 pound load of tractor wheels was dropped onto the Viet Cong. In another case, the pilot had released a sling load of construction materials moments before his engine quit and the helicopter crashed. This was the first major accident reported on. that particular project Another accident described the accidental dropping of a test concrete weight, measur ing about 20 x 20 feet which was spinning at the end of a 240 foot line. This load was dropped on the Potomac River in the vicinity of fishermen and caused some con cern there, I'm sure. In another incident, a drag line operator for a road contractor alighted from the heli copter just as a gust of wind tipped the machine The blade struck and killed him. Another employee alighted from a heli copter and, due to the high wind, dense smoke, and dust, he lost his sense of direc tion and ran into the stablizing rotor of the helicopter. A decision was made to prepare a ques tionnaire for distribution to helicopter man ufacturers, users, and any associations inter ested in rotorcraft The data accumulated on helicopters was reviewed to determine what hazards to' ground personnel were disclosed, and the questions were directed at obtaining confirmation of these hazards and any control methods in use or reconjpended. The questions submitted were: What is the safe load rating of a rotorcraft and its hoisting machinery? Describe the construction of hoisting winches, ropes, and other cargo gear such as bridle swings and hooks,- including the quick release features of the hook. Is there a problem with static electrical charge dissipation? What means are used to prevent rotation of external loads? What communications or signal systems such as hand, voice, flag, or radio are rec* 1968 National Safety Congress ommended for use between the helicopter operator and ground crew? What are the effects of rotor downdraft on the load and on the ground crew? What pre-qperational instructions are given ground crews to insure safe conduct of operations such as positioning of the load or slinging of the load to achieve proper? bal ance? f What emergency measures are takta in event rotorcraft power: failure or casualty requires it to land? What are the effects of wind, rain, dark ness on the conduct of external load opera tions? > What problems do you have with down- draft and its effect on structures that are being erected by means of helicopter? Do you have any statistics to support the safety record of helicopter external-load' operations? The questionnaire was mailed to manu facturers and users whose names, had been developed in the course of our study of flying crane operations. Most answers were submitted in the form of safety recommenda tions which were categorized and used as the basis for our recommendation. Helicopter safety rules for rescue operations and cer tain rules of the military departments and Coast Guard were procured and added to those reported by means of our questionnaire. A11 accidents on file were analyzed and used in preparing our recommendation. Of course, our maritime staff, who observed the attempted ship alteration using a flying crane, reported their recommendations to us. The National Safety Council's helicopter survey of December 1964 which was directed at the public utility industry was also re viewed for safety recommendations. Our Nov.-Dee. 1967 issue of Safety Standards magazine carried an article entitled "Safety with Flying Cranes" and listed 13 safety rules for the protection of ground person nel assisting in helicopter external-load op erations. This article was subsequently re printed in Best's Safety Maintenance magazine and in the U.S. Coast Guard's Engineer's Digest. The responses received to our "recommended standards_for the pro tection of ground personnel have been very few, hut hopefully some attention has been directed to a potentially hazardous operation before a history of casualties is allowed to accumulate to justify the need for safety standards. The present glamorous nature and novelty of helicopter operations will certainly result in front page publicity for all casualties. Witness the recent occurrence in California which saw two men die while attempting to paint a church steeple by raising the painter in a harness suspended from a helicopter. The State of Alaska has proposed safety regulations for helicopter operations in-the. construction industry. The State of Wash ington has'also advised us of its intention to develop safety regulations for helicopters used for material handling. As of this time, only one private company has reported to us that they are planning to use our rec ommendations for instructing their employees who participate in helicopter operations. ROTORCRAFT EXTERNAL-LOAD OPERATIONS By MERVIN H. LAW Supervising Inspector, Dept, of Trans., Fed. Aviation Adm., Des Plaines, HI One of the principal objectives of the FAA Flight Standards Service is to promote avia tion safety and protect the public interest The FANs are minimum- standards govern ing appliances as may be required in the interest of safety. FAR Part 133, entitled "Rotorcraft External-Load Operations," was adopted in January 1964 to establish certifi cation and operating rules governing non passenger rotorcraft in external-load operations conducted for compensation or. hire, and to govern persons engaged in such operations. An operator must obtain an' external-load operator's certificate prior to engaging in this type of operation. These may be ob tained from any General Aviation or Air Carrier District Office. To qualify, an ap 36 Construction Section plicant must have the exdusive use of at least one rotorcraft that meets certain certifi cation requirements, and must hold or have available at least one person who holds a current commercial or airline pilot certificate with appropriate ratings. He must also have satisfactory knowledge regarding rotorcraft external-load operations. There.are certain airworthiness requirements that must be met The applicant must demonstrate by perform ing operational flight checks that the load combination has satisfactory flight character istics. There are three classes of rotorcraft load combinations. In Class A the external load cannot move freely, cannot be jettisoned, and does not extend below the landing gear. Class B is jettisonable and lifted free of land or water. Class C is jettisonable and remains in contact with the ground or water. The particular classes for which the operator is qualified are listed in the operating certifi cate. The applicant must alsQ prepare a Rotor craft Load Combination Flight Manual. This manual sets forth the safety requirements, operating limitations, normal and emergency procedures, and performance data. It must also contain information on any peculiarities of particular type loads, precautions? for static electricity discharges for Class B com binations, information on hand signals to be used, operating in and out of ground effect, oscillating tendencies, density altitude, strong and gusty winds, acceleration and decelera tion limits, and any other information con sidered essential for safety in a particular type of operation. Since the helicopter is an extremely versa tile aircraft, it can be utilized to lift almost anything, anywhere, anytime. Due to this versatility, it is not practical to formulate a detailed operational procedure that would apply for all operations. Therefore; it be comes increasingly important that the opera tor plan each operation separately and ensure that all associated personnel are fully briefed prior to each operation, and that all equip ment is inspected' for serviceability. It may be noted that Part 133 has no specific re quirement for ground personnel. However, operational requirements normally make it necessary that one or more ground personnel be utilized, and the rule requires that flight crew and ground workers be given proper instructions. Many operators utilize radios instead of hand signals to provide instructions to the pilot Others use hand signals to give in structions to the pilot When using hand signals, the pilot must keep the person giving the signals in sight The use of a radio allows the ground man to station himself to his ad vantage, and the pilot is relieved of the ne cessity of continuously shifting his gaze from instruments to signal man. Some of the factors -which have caused or were major factors in accidents which have occurred in external-load operations are: engine or equipment failure; loss of rotor rpm; misjudgment of altitude; improperly briefed or trained ground personnel; pilot losing sight of ground signal-man; misin terpretation of hand signals; improper load attachment, resulting in shift of weight and balance; cable breaking and entangling in the rotor system; and exceeding load limita tions. These are only a few. Safety rules pertaining to external-load operations include, but are not limited to, such items as: a detailed, inspection of the aircraft, sling assembly, and cable imme diately prior to the operation; a detailed briefing on the duties of each individual participating in the operation (this should include an on-the-scene briefing to familiar ize personnel on the actual items to be lifted, the attaching means, and an actual inspection of the area in which the operation will be conducted); hand signals or radio phrase ology to be used; route of flight and emer gency landing areas; and emergency procedures in the event of engine or equip ment failure These items are a must on each and every operation. As j^iorcraft external-load operations continue to expand with the use of new, larger, and more complex equipment we must continually strive to develop and utilize operating procedures and practices which lend themselves toward a safe and profitable operation. 37 Construction Section (subsquently referred to as safe levels). Additionally, many individuals6'7-5 and cor porations have proposed safe levels. Since tire threshold doses presented in most biologic research literature9 are generally presented in terms of retinal intensities, early stand ards proposed safe levels at the retina. Such levels created serious problems for many users who were not familiar enough with physiological optics to extrapolate retinal doses to the exterior (cornea) of the eye. Safety factors ranging from two to 100 have been utilized by different groups in arriving at safe levels from the same biologic "data. Opinion varies as to whether safety levels should be based upon cell damage de tected By biomicroscopic methods, by clearly evident damage to the retina determined ophthalmoscopically, or by detectable func tional loss of virion. It may well be that there exists a significant difference between acute and chronic effects of laser exposure. In general, it has* been the practice on the part of those who have proposed safe levels to be conservative. Except where lasers are utilized in an outdoor environment over long ranges, conservative levels have not resulted in significant operational restrictions. Safe levels which have been utilized by the US Army Environmental Hygiene Agency are: 1G"7 j/cm2 for q-switched and I0'5 j/cm2 for non-q-switched pulsed lasers based upon a wavelength of 694.3 nm; and 10"8 W/cm2 for continuous-wave lasers, based upon white light Additional safety factors of from two to ten are utiliPd with these levels, depend ent upon the situation. Reflections The foregoing exposure criteria assume that the incident laser radiation consists of a parallel beam, and that the eye is focused at infinity. This would be true for intra-beam viewing within the ddrect beam or for a specularly reflected beam; however, most reflections which individuals view are diffuse in nature. A safe retinal irradiance can readily be related to a safe surface bright ness measured at the diffuse reflector. Our agency has been using the following surface "brightness" values as the upper limits in judging safe operations: 0.07 j/cm2 for q-switched lasers, 0.9 j/cm2 for non-q- switched lasers and 2.5 W/cm2 for c.w. lasers, measured at the surface. It is essential to understand the significance of these values. If a surface brightness occurring from pulsed laser illumination is viewed, it is equally as hazardous for all viewing angles or distances, provided the reflection appears as an ex tended source. On the other hand, the likeli hood of an observer's eye being within the direct or a specularly reflected beam in any practical situation is remote. In this regard, I believe there are two principal reasons for the low incidence of laser injury irf the past; namely, the low probability of a person re ceiving a well-collimated specular reflection in most operations, and the fact that the rule regarding the wearing of protective eyewear is seldom disregarded when using lasers capable of producing hazardous diffuse re flections. An accident resulting from viewing a hazardous diffuse reflection has recently been reported in the literature10. Considerations of Hazard Criteria and Hazardous Range for Small He-Ne Lasers. The output power of present He-Ne lasers is not sufficient to cause injury to the skin. A potential hazard exists to the eye, however, since the beam may be focused to a small spot on the retina. This hazard ap plies only if the eye is located within the primary beam or a beam created by reflection from a flat specular surface. Reflections of the beam from any diffuse surfaces are safe to view as long as the beam power density is below 25 W/cm2. Present experimental and theoretical research indicates that retinal bums may result from exposure to beam in tensities of the order of one mW/cm2 and above. Because of effects other than retinal bums which may be of significance from viewing the beam for long periods of time, it is presently considered wise to limit ocular exposure to intensities of one /*W/cm2 or less. Average beam intensities above one mW/cm2 exist only to a range of approxi mately 50 to 100 meters or not at all for most construction lasers. Thus, at these dose ranges the potential eye hazard may be sig nificant even for short exposures. Although an occasional accidental exposure to the c. w. laser beams at levels below one mW/cm2 would not be expected to produce a bum, repeated exposure at levels between 10~ and 10"3 W/cm2 is undesirable. Personnd would not be expected .to stare into the beam in any case, since 10"* W/cm2 has been ex perienced by the author as quite dazzling 39 1968 National Safety Congress THE AMAZING LASER By DAVID H. SLINEY Laser-Microwave Division, US Army Environmental Hygiene Agency, Edgewood Arsenal, Md. That amazing new light source, the laser, has found many applications in its eight years of existence. In addition to the growing applications in electronics, scientific research, medidne, the military, geology, geodesy, map ping, and many industries, the laser has been shown to be a promising new tool in the construction industry. Concurrent with the development of laser technology, the understanding of potential hazards associated with the use of lasers has been expanding. A far more elaborate and specific program of hazards control is now possible with the experience gained in the past few years. Initially, only commonsense guidelines were available: Theoretical calculations and actual measurements of laser output parameters, the' primary and reflected beam intensities, have made possible the de velopment of guidelines based on knowledge arid more substantial practical experience. Field and laboratory evaluation of hundreds of laser operations and biological research have led to the development of tentative safe exposure levels. The purpose of this paper is to-present the highlights of recent developments relating to hazards and controlfcwhich may be applicable to laser opera tions in the construction industry. What characteristics of a laser make it a hazard? It seems strange to many that a one-tenth watt laser is considered a potential ocular hazard, while a J00 watt light bulb is not The principal reason for this is that the laser can be effectively a point source of great brightness dose to the source, and the light is emitted in a narrow beam; whereas conventional sources of illumination are ex tended, they are considerably less bright, and emit light in ail directions. The laser has characteristics of coherence ai monochro maticity which in themselves do not con tribute to the hazardous aspect The parallel rays of a laser may be focused to a point image while rays from an extended source as from a conventional lamp (or rays from a diffuse reflection of a laser beam) produce a sizeable image at the retina. Light from a laser entering the eye is concentrated 100,000 times at the retina Because of this focusing effect the eye is by far the organ of the body most subject to damage. Hence, injury to the skin is seldom of concern except in dealing with very high-powered lasers. The Uses of the Laser in the Construction Industry The type of laser which has found the greatest use in the construction industry has been the helium-neon (He-Ne) gas laser. Its highly collimated beam has been used to project a reference line for construction equipment in such operations as dredging, tunneling, pipe laying, bridge building, and marine construction. One of the greatest requirements for such a reference line exists in operations over large bodies of water where position references are most difficult to establish. Several manufacturers, providesmall He-Ne lasers complete with transit mount and collimating optics for this pur pose. These lasers generally have a power output of one to ten milliwatts. Most small He-Ne lasers have a beam diameter of one to three millimeters which is expanded by collimating optics to 20-30 millimeters (ap proximately one inch), thereby increasing the coiiimation of the beam. Some collimation systems have been designed to provide a fanned-shaped beam, so that a reference plane is produced rather than a line. In some applications, the beam is directed at another reference point, such as a target card. The small He-Ne gas laser has also been used for highly precise distance measuring in surveying. The US Coast and Geodetic Survey presently uses laser geodimeters. Exposure Criteria A number of groups, such as the British Ministry of Aviation1; the British Electronic Engineering Association2; the American Conference of Governmental Industrial Hy gienists3; an ad hoc committee on laser safety for the US Atomic Energy Commis sion, Nevada Operations Office4; the Armed Forces-NRC Committee on Vision5; and others have developed recommended safe ocular exposure levels for laser radiation 1968 National Safety Congress during daylight, as is 10"a W/cm2 at night Thus, the protective mechanisms of the eye may be expected to prevent individuals from staring into high intensity beams. This pro tective feature of the eye is not helpful, however, for lasers emitting in the infrared, since the beam is not visible, nor is it helpful for pulsed lasers. Optically Aided Viewing. An important concept to understand is the effect of viewing laser light by optical in struments, such as binoculars or telescopes. The laser light arriving at the eye after passing through a telescope or binocular may be concentrated by as much as the square of the magnification of the instrument. Thus, viewing the direct beam of a laser through 7 x SO binocular could increase the intensity level at the eye by as much as (7)2 or 49 times. This applies only if the. beam is viewed directly or by specular (mirror-like) reflection, but not if viewed by diffuse re flection. There is no additional hazard in viewing diffuse reflection, by binoculars or telescopes. If personnel with binoculars can be in the direct beam at ranges normally considered safe for viewing by the unaided eye, a single "safe range" cannot be defined. Operational Aspects The application of the, hazard criteria al ready discussed depends heavily upon the nature of the laser operation. For example, in one tunnel boring operation the laser beam passed above occupied areas and was directed at a photodetector at the boring machine, which then gave the machine op erator information as to whether he was on course. In this type of situation, no prob lems would be expected to arise. On the other hand, some applications call for equipment operators to align their equipment visually by looking'directly into the beam. This is not considered wise unless the average beam intensity is down to approximately 10"a W/cm2 (one AW/an2) for occupational ex posure at night, or five times this value in bright sunlight At ranges where beam inten sities are much greater than one AW/cm2, protective eyewear may be used to reduce the intensity to a satisfactory level while still rendering the beam visible. Laser protective goggles or spectacles are commerdaly avail able which attenuate the He-Ne laser light (wavelength 6,328A or 632.8 nm) by factors of 10 (O.D. = 1), 100 (O.D. = 2), 1,000 (O.D. = 3), or more. An optical density (O.D.) of three or four still renders the beam visible in bright sunlight The goggletype of protective eyewear utilized in the laboratory is often unsuitable in the field, because of fogging. Laser protective specta cles may be considered more advantageous for many environments encountered in op erations in the construction industry. Alter natively, the beam may be safely viewed by diffuse reflection. A He-Ne laser beam is generally visible by diffuse reflection from a white card in daylight at approximately one mW/cm2, or 0.1 mW/cm2 if the card is shaded. Retroreflective sheets will render lower levels visible if the viewer is near the beam axis. Goggles which cut out ambient light but transmit the laser beam are also available for rendering lower intensities of light visible; however, such goggles must not be mistaken for protective eyewear. Reflections Encountered in the Field. Some applications, such as the laser geodi meter, utilize a reflected beam from a cornercube retroreflecior which is directed back along the beam path to the geodimeter. The reflected beam may be observed through the finder telescope. The retrorefiector is typically only used at distances greater than a kilo meter in order to enhance the reflected beam. For close ranges, retroreflective Scotchlite is utilized. Reflections from the Scotchlite are not hazardous from present geodimeters. Reflections from natural surfaces, which are reasonably diffuse, are not potentially haz ardous. However, reflections from specular surfaces, such as flat grass or flat surfaces of still ponds, may be potentially hazardous if these surfaces are quite near the laser. For instance, directing the beam through a glass window from within a building would create a reflected beam with an intensity of approximately eight per cent of the primary beam (or more, depending upon incident angle and polarization of the beam). If the polished surface is curved, safe levels are achieved at shorter ranges. Estimating Beam Intensities at Selected Ranges. It is often desirable to estimate beam in tensities at various distances to evaluate the range of hazards. The formula for the beam intensity I in W/cm2, at a range r in centi 40 Construction Section meters, for power out E in watts, for a laser with a circular beam pattern I = Ec~*y w/4 (a + r #)* where is the term .for atmospheric at tenuation and can be disregarded except for ranges beyond 10 or 20 kilometers, a is the emergent beam diameter at the laser, and 4> is the beam divergence in radians. Note that the numerator is the total power in the beam and the denominator is the beam arta (i.e., sr/4 times the square of the beam diameter). Example: Consider a typical laser with an initial beam diameter of one inch (2.5 an), a power output of 5 mW, and a beam diver gence of 0.1 milliradians (ICC* radians). Ranges of interest are at zero and one kilo meter (0.6 miles). The formula may be simplified to: I (when r -- 0) -- 127 E -- (a + r<)2 127 (5 x ID"* W) = 1.0 x lO"2 W/cm2 (2L5rm+0)2 and I (when r ~ 1 km) -- 127 (5 x IQ-2 W) = . [Z5cm~h (1(H cm) (10-rad)]* 6-3x10-* = 4.0 xlO" W/cm2 (ZS +10)2 The foregoing example is typical -- the emergent beam power density is dose to one milliwatt per square centimeter, and 10-* W/cm2 is not reached for a distance of several kilometers. One should be cautioned against relying heavily upon theoretical cal culation. "Hotspots" exist in the beam due to the laser and to atmospheric turbulence. Loser Hazards Controls Hazard controls should be designed to minimize the opportunity for ocular expo sure to the direct laser beam and specular (mirror-like) reflections. The controls should be reasonable, while not hampering the operation or creating new hazards. In our experience of evaluating many laser operations, we have commonly encountered a Jack of understanding, on the part of users, of the different orders of magnitudes of in tensity levels found in the operational en vironment and the understanding of the probability of potential accidental exposures. A program of educating personnel concerned with laser hazardsTs an essential part of the total hazard control effort This must be supplemented by continuing on the job super vision. The laser safety problem must be presented in perspective with other hazards encountered on an everyday basis. Environmental controls may differ widely, depending on whether the laser is used in a laboratory or out of doors. Backstops and shields to exclude the beam from occupied areas are commonly used both in and out of doors. Well illuminated laboratories and lim ited-access rooms are important environ mental controls. The prevention of unsafe acts by personnel may be achieved by the use of physical barriers, by the application of administrative procedures (education and training) and through cartful supervision.. The use of protective exmear is a major control which would* bqfmandatory when a serious risk of injury to the eye exists. In general, it appears that present laser equipment may be operated safely by trained operating personnel without undue restric tions. However, several procedures are re quired to minimize long term low-level exposures. The following guidelines are based upon this conclusion. Additional guidelines and others similar to those listed below are provided in the NSC Construction Safety Release.21 Lasers should not be left unattended during operation. Beam shutters or caps should be utilized, or the laser turned off when laser transmission is not actually required. Personnel who work with laser units should be instructed in the potential eye hazards and the importance of limiting un necessary exposure. Personnel occupationally exposed to laser light should receive preplacement, periodic, and final eye examina tions. A warning sign should be attached to laser equipment in a conspicuous location indica ting the potential eye hazard associated with the laser and warning against looking into the primary beam and at specular reflections. Such a warning sign might read: "DangerLaser Light Do not look into primary laser beam. Do not aim laser at flat glass or mir ror surfaces. Aim only at reflectors supplied with unit" The use of corner-cube retroreflectors should be avoided at dose ranges if the re 41 f 1968 National Safety Congress fleeted beam is to be observed. Diffuse or retroreflective card targets are recommended lor short ranges. The use of binoculars or aiming telescopes should not be used to view the direct beam, r a reflected beam from mirrors or comercube retroreflectors unless the beam inten sities are greatly, below safe levels. If neces sary, a filter having sufficient optical density is placed in the optical path, of the telescope for such situations, or adequate laser pro tective eyewear is worn by the operator. For ranges where beam intensities are significantly above one ."W/cm1, personnel receiving the beam should be provided with protective eyewear with a typical optical density of three. Protective eyewear should be considered necessary for personnel at the laser itself only if strong specular reflections are expected, if the laser is so situated that personnel can walk into the emerging beam at eye level, or when viewing strong retroreflections through the telescopes. If protec tive eyewear is required, it should be labeled as to the optical density at the appropriate laser wavelength or as to the laser equip ment for which it was designed. Personnel who must wear protective eyewear should re main in good communication with the laser operator to insure that eyewear is worn during laser operation.- During the alignment and setup procedures, care should be taken to avoid aiming the laser into potentially occupied areas. Prior to use in heavily occupied areas, the align ment of the beam with the pointing telescope or aiming equipment should he checked if the instrument is so equipped. If the beam is directed through a glass .window, the beam should pass perpendicu larly to the plane of the glass, or protective Crwear should be required for personnel the vicinity of the window. Stable mounts for the laser are important so that beam traverse can be readily con trolled. Reflections from rain, snow, dust, and other particulate matter are not of concern unless the beam intensity is above 2.5 W/cms (seldom if ever with construction lasers). The above guidelines should only be ap plied to the small He-Ne lasers discussed in this paper. Other guidelines would apply to other types. Finally, it should be reempha sized that present safe exposure levels are only estimates and should not be considered as fine lines between safe and hazardous intensities. References L Weston, B. A.: Laser Systems -- Code of Practice. London, The Ministry of Avia tion, November 1965. Z A General Guide to the Safe Use of Lasers. The Electronic Engineering Association. London, September 1966. S. A Guide for Uniform Industrial Hygiene Codes or Regulations for Laser InstaUatiqns. The American Conference of- Gov ernmental Industrial Hygienists, Cincin nati, March 1968. 4. Recommendations of the Ad Hoe Laser Committee, Standards for Laser Safety. ITS Atomic Energy Commission,' Nevada Operations Office, Las Vegas, October 1967. 5. Sperling, H. G.; Ed. Laser Rye Effects. A Report of the Armed Fbrces NBC Com mittee on Vision, Washington, B. C., April 1968. 6.. Sliney. David H., and Palmisano, William A.: The Evaluation of Laser Hasards. Presented before the May 1967 meeting of the American Industrial Hygiene Associa tion, Chicago. 7. Vos, J. J.: Some Considerations on Eye Hazards isith Lasers. Institute for Percep tion BYO-TNO, Soesterberg, National Council for Applied Research in the Netherlands. Report #IZF 1966-4: ^ pp., 1966, (AD8Q0156). 8. Goldman. Leon, and Hornby, Peter: "Per sonnel Protection from High Energy Lasers." American Industrial Hygiene Journal, 36. No. 6:553 - 557, NovemberDecember 966. 9. Ham. William T., Jr.. WiAams R. C., Meuller, Harold A. et a!.; "Ocular Effects of Laser Radiation." Acta OphthalmoloQioa, 43: 880-409, 1965. I0t Curtin. Thomas L., and Boyden, Douglas 6.; "Reflected Laser Beam Causing Acci dental Bum of Retina." American Journal of Ophthalmology, 65:188-9, February 1963. 1L Nelson, Charles R.; "The Use of Lasers In the Construction Industry." Construc tion Safety Release No. 69. Construction Section, National Safety Council, Chicago, I1L Construction Section PRACTICAL EXAMPLES OF USING LASERS IN THE FIELD By JOHN E. STARKEY Hq. TECOM Safety Div., Aberdeen Proving Ground, Md. We at TECOM have the -responsibility of testing and evaluating lasers, newly in corporated into military hardware. Our. fifd experience has been with the testing of pulsed, ruby lasers. Most of the problem areas we have encountered should be simi lar to CW laser problems; likewise, our methods and formulae for calculating range hazards are the same as those used for He-Ne lasers. Lasing in the field creates many safety problems not encountered in the laboratory such as: 1. Hazardous primary beam ranges and specular reflections change from just labo ratory length to kilometer length. 2. We must be concerned with the safety of many non-alerted, unprotected personnel who could be positioned in these kilometer ranges. 3. Compared to laboratory use, field laser devices are subject to being placed on un steady mountings. 4. The hazardous beam diameter changes from fractions of a centimeter to many meters. . 5. Communication between the laser op erator and target area personnel is usually required. 6. Most lasers designed for field use are of the low energy type; because of this and other factors, we must use caution, common sense and facts in translating safety to field safety. We must not unneces sarily over-restrict field user personnel yet we must insist that the laser be safely tested. We resolve these safety problems as follows: 1. We must consider lasers as line-ofsight hazards and handle accordingly. 2. We must work very closely with local safety officers. 3. We must eliminate all lasing that is at, toward or near populated areas. 4. We attempt to use mountains or other backstops to terminate laser, beams. -5. Most operations will have commur^ cations. 6. We must apply knowledge and com mon sense in the tactical field testing of lasers. We niust make on the spot visits to non-routine type of field tests. We must ' be capable of making calculations as to the safe ranges and beam intensities at target areas from primary and reflected beams. Let's consider a typical problem, which involves most of the above concepts. A 21 ruby Q switch laser range finder, pos sessing a one milliradian beam divergence is to be used in the following field problem. In this problem, we are lasing at various survey points, known as targets 1, 2, and 3. First, we will evaluate lasing at Target No. 2; i.e., we will calculate the J/CM2 at S and 8 Km. At S Km.... E = 127 (02) [10-* (5 x 10s Cm) ] 2 = Lx IQ-8 J/cm2 At 8 Km___ E-- 127 (02) [10- (8 x 10s Cm)] 2 = 4x10-? J/Cm2 Because these levels exceed 1Q~7 J/cm2 we will not direct our laser on Target 2. An abandoned truck at Target No. 3 poses the problem of specular reflections from rear view mirrors, rear window, and diffuse reflection from paint surfaces. Specular reflection of truck mirror: Distance to reduce to 10"T J/cm2 = 16 Km [(r) (0.001)]' Distance that this specularly reflected beam will extend (from mirror) until reduced to 10-7 J/Cm2: = 16 Km -- .5 = ISi Km. 43 1963 National Safety Congress Specular reflection hazard from rear win dow of truck: ' Decrease o energy due to passing through window: 2J x .08 = 1.6 x 10*2 J Distance required to reduce this energy to 1(T J/Cm2 1.27 (1.6 xlO-sj) 10"7 J/Cm2 = = 4.5 Km I(r) (0.001 )]2 Distance that this specular reflected beam will extend from window ~ 4.5 --.5 = 4.0 Km Diffuse reflection hazard at truck: J/Cm2 at 500 meters = 1 x 10"* J/Cm2 Note: This is less than 0.7 J/Cm2 criterion for hazard; Le., no diffuse reflection hazard exists. (Diffuse hazard for cw is 2.5 W/ cm2). Summary 1. Lasing in the field poses many prob lems, particularly when utilizing a laser of the type just described. 2. The formulas for calculating intensity levels for industrial cw lasers are the same as for the ruby lasers we have just described. 3. Safety officers must master the many formula manipulations involving ranges and reflections in .order to properly evaluate and advise personnel on laser safety hazards. PUBLIC .EMPLOYEE SECTION HOW TO DRIVE AND SURVIVE By DONALD S. BUCK Director of Safety, U. S. Continental Army Command, Fort Monroe, Va. How should you drive to survive? Almost anyone can drive a car, but few drive safely --and few consistently avoid accidents. If we were certain that we drive safely, then why carry automobile insurance? Vehicle registrations in this country in 1967 totaled one million vehicles. Of these, 24 million vehicles were wrecked seriously enough to require reporting to state authori ties, usually because damages exceeded $100. At least 26 million additional vehicles were banged up to a lesser degree, hence were not deemed reportable except to insurance companies, body repair shops, and out-ofcourt settlements. This means that a total of 50,000,000 ve hicles were wrecked last year--half of those registered. If you haven't experienced an accident this year, take heart: you're statis tically overdue. This year is not yet over! In general, we know how those. 50,000,000 vehicles were wrecked--the reasons for the upsets, the rear-end collisions, the side swipes, the broad-sides, the run-off-theroaders, and the roll overs. We do know that these. 50 million vehicles were driven by men (and women) who felt worried, hurried, lucky, drowzy, tipsy, or some other emotion which made them unable to pilot the old buggy for 365 successive and acci dent-free days. Maybe 50 million Frenchmen can't be wrong, but how about 50 million drivers who wrecked their cars last year? How did 50,000,000 vehicles avoid acci dents? Doubtless, they had their share of near-misses. Somehow, "luck" rode with them all year. Or was it luck? According to the 1968 edition of Accident Fads, 53,100 persons died in traffic accidents, and 1,900,000 sustained disabling injuries. These figures are so large that they escape understanding: If we were to-bury in a single grave those 53,100 persons who died in last year's traffic accidents, we would' need a trench 80 miles long! .This would equal the distance from Chicago to Rock ford, Illinois, or to South Bend, Indiana. And how shall we view the toll of 1,900,000 persons who were disabled? If we line them up in their hospital beds, head-to-toe, the unbroken line would stretch 3,068 miles from coast to coast! While we're at it, let's get a better look at the 50 million vehicles wrecked last year. Allowing 20 feet per vehicle (many were telescoped into substantially shorter dimen sions), last year's score of wrecked cars, trucks, and buses would make an unbroken line nearly 19,000 miles long! Imagine those wrecked cars, lined up bumper-to-bumper, spanning this continent six times -- with enough wrecks left over to make a line 1,000 miles long. Now, do you wonder why we have se lected the title, "How to Drive and Survive"? To survive means to weather the worst It means coming through unscathed, if possible. Fifty million failed to do it last year--but another 50 million succeeded. There are practical ways to reduce the probability of accidents and to lessen their severity. An old-timer, who had survived for more than 80 years in rattlesnake infested area, was asked for the secret of hissuccess. He explained that the secret of survival was quite simple: "Snakes live in the woods, so, if possible, I don't go into the woods. If I've gotta go into the woods, I try to go in winter time, when snakes hibernate. If that's not possible, I'll go on a cool day, when snakes are most likely out sunning them selves where they can be seem But, if l must go into the woods on a warm day, I stay away from the areas which snakes like and, above all, I try to see the snake before he spots me. If this fails, I make sure the snake sees me long before I'm neaterough to be bitten, and I listen for his^BRtng- 1 wear heavy clothing and boots, sofitjwon't hurt me if the snake does bite me. If I do get bit. I'll make sure that it's paly once J 1968 National Safety Congress and lightly. I'll kill the snake so he won't bite again, then I'll get the very best medical treatment posable. And III likely stay out of the woods next time." We find a parallel lesson in how to drive and survive in traffic Accidents occur on streets and roads. If possible, don't drive where and when accidents most frequently occur. If you must chance it, try to spot the reckless driver before he is in a posi tion to hit you. Make sure that you see him and that he sees you in time to avoid colli sion, and listen for his warning. Wear your safety belt just in case, but try not to get hit If you are hit, avoid the head-on crash, to minimize the impact And get the best possible treatment for yourself and your car. Next time, don't drive To decrease the probability of accident and to lessen the severity of damage or in jury, there are six practical measures which any driver can apply. Some measures are taken before departure, some while driving, and some when the accident occurs. 1. See. First on the list is to make dead sure that you can and do see all hazards in time to avoid accident You cannot see if your windows are frosted or fogged over. You cannot see if your headlights are dirty or mis-aimei You cannot see well if your spectacles are not,bang worn. You cannot see well against jglare from sunshine or headlights. You cannot see to drive and sur vive if you gaze into the eyes of another person when your hands are upon the wheel. Accident reports often contain the honest admission, "I just didn't see him until it was too late." What can we do to see better? a. Fill that windshield washer tank with an anti-freeze solution which will help re move dust, dirt, grime, and frost from wind shields. b. Apply anti-fogging solution to inside surfaces of windows. One application will prevent fogging for approximately one week. c. Defrosting solution in pressurized spray cans will dissolve Jack Frost's white wash. A doth or paper towel will wipe away the melt before it can refreeze, when solvents have evaporated. d. The air conditioner, if one is available, will wring out moisture inside the vehicle and quickly clear fog from all windows. e. Check defroster hoses to make sure they are in place. Many drivers who did not survive, last year unsuccessfully attempted to "come in on instruments" when windows were frosted or fogged. Windshields which cannot be seen through do provide exciting and adventuresome travel by increasing the probability of meeting.people--head-on! f. A good windshield scraper is essential When the frost is on the pumpkin, you'll find die scraper more effective than finger nails, curses, or prayer. g; Equip the vehicle with better rear view mirrors, both inside and out Extra mirrors will broaden the field of vision to the rear and eliminate blind spots (including those spots where traffic police like to lurk). I use those wide-angle, multi-sectioned rear view mirrors which provide a 180 degree rear field of vision. These let one see with out having to constantly swivel his neck. Additionally, I value that rear view mirror installed outside the vehicle and adjustable from made. We need to see what is coming --from every direction. h. Use the sunshade as a sunshade--not as a bookcase or catch-all! Some of us dare not snap, down our sunshade "lest we will be buried by an avalanche of papers, maps, bills, receipts, cigars, and other items which we store behind the sunshade. L Wear prescription glasses. Many who will not survive will try to fly blind by failure to wear spectacles needed for vision correction. Drivers determined to survive use dark glasses to tone down glare from sunshine. Prescription-ground dark glasses help greatly. A side benefit is the possibility that dark glasses will make you look like a movie star in hiding. j. Clean the windows. Exteriors smeared with assorted bugs, grime, and dirt are diffi cult to see through until service station at tendants push back the dirt But inside surfaces of windows suffer from neglect They go long without being touched by hu man hands--except those which will smear from ice cream, candy, or smudge. Heavy smokers quickly impart a lovely patina to inside glass surfaces. This deposit obscures virion and probably, constitutes a greater actual threat to life than docs the use of tobacco. The recipe for clean windows is a paper towel or a cloth mixed with some water filched ftom the windshield washer, and rub until the job is done. Clean windows do forfeit some privacy--but they insure that one can see to drive and survive! 46 Public Employee Section Ic Remove (or cover) papers, maps, and other light coiored materials which collect on the ledge beneath the windshield. White or light colored materials are mirrored in the windshield, and this seriously interferes with vision. Clear away this stuff or cover it with something dark, like a piece of black cloth. 2. Be Seen. The best way to survive the risk of driving is to do everything possible to make sure that the other guy can and will see you in time to prevent an accident situation. Drivers hit what they don't see. This is true day or night, snow or rain, backing up or going ahead. The more nearly your vehicle resembles a Christmas tree, the better are your Chances of, being seem Survival depends on your- being able to successfully attract the attention of other drivers, despite mini-skirts, bright lights, and traffic. There are several practical ways to assure that you are more readily seen. a. A light colored vehicle is safest Forest green vehicles are unseen sitting ducks in wooded areas. Black vehicles are regal bullseyes after dark. The light colored vehicle is hard to see in a blizzard, but in most other circumstances it will be easiest to see. The ideal color combination would be alter nate stripes of reflective white and fluores cent blaze orange. This vibrant fluorescent color is foreign to nature---it jars the senses of the viewer. It is especially effective at dusk. There may be some reluctance to ride in a blazing orange rig, but it's better to be seen than dead. In general, the lighter the color, the more readily it will be seen. b. Make maximum use of reflective ma terials, particularly on the rear of the vehicle. Reflective license plates are used in several states. These help -to prevent rear end colli sions. Auto supply stores sell inexpensive stick-on reflective tape and decals in red or white. These make your bumpers light up vividly from headlights of other vehicles. Re flective paints are also available in both spray and' brush-on types. The rear end of my vehicle has been literally treated with re flective paint It's comforting at night to know that to any vehicle approaching from any direction, my vehicle will be seen. It may not look esthetic, but it causes .others to look and see. It is good to know that even if my tail lights were to fail, my vehicle will present a conspicuously red behind' to other cars. c. Clean the lights. Lights often are cov ered with dirt and grime. The more light the better, and that well-scrubbed look on lights will help you to live longer. d. Use headlights during daytime. Studies show that motorists will more readily spot another vehicle if headlights are used in daylight Accordingly, Greyhound buses burn headlights in daytime, and it is reported that as a result the number of accidents have been reduced 12 per cent. Eyes in stinctively seek light, so headlights provide an early alert to the other driver. If you want to be seen, turn on those lights. This puts no strain on the battery. Modem ve hicles are equipped with electrical generator equipment which provides output adequate to the load. e. Use emergency warning lights and Sags. The most hazardous situation, parti cularly at dusk or night, is the vehicle stalled in traffic. Modern vehicles are equipped with a switch which will cause all four parking lights to intermittently flash a warning. These lights, although infre quently used, will provide an excellent in telligible warning to other traffic. If you stall on an expressway, some kind of white signal flag will usually bring help. I carry an emergency kit to assure maximum pro tection in case of a stall.- In addition to con ventional flags and fuses, there is a folding, rcflectorized warning sign and a flag to fly from the radio aerial. "Send help" is printed on one side of this flag. If anyone runs into me, it won't be because I couldn't be seen. e. Dim it, dammit! It is dangerous and provoking when the other guy fails to dim. Some drivers take satisfaction in giving ,'em back the full treatment with high beams-*all four of them! One who hopes to survive' considers it inadvisable to deliberately blind the other driver. Sometimes the other guy can't do anything about his lights. An over loaded trunk or the weight on the trailer hitch will depress the rear springs and ele vate the light beams. To use headlights to jam the vision of such a driver may pre vent his seeing needed reference points (edge of road, lane markings). In his blind confusion, he may deport himself and his vehicle straight toward your lights, like the moth attracted to the flame. Quickly flick the dimmer switch to remind the oncoming driver to dim. Don't make the other guy guess to get past you. ,# 47 1968 National Safety Congress 3. Keep Awake. Numerous one-car crashes result when sleepy drivers -smash into trees and bridges. They continue on straight courses when the roads suddenly turn. They fail to see stop signs and traffic lights. They slam into stalled vehicles in broadlight. It does no good to admonish drivers not to get sleepy. Drowsiness is not a condition of will or intent. Several things contribute to it High on the list is heavy meals. Fa tigue and lack of sleep invite the sandman. One of the commonest ways to induce drowziness is to indulge in that family of popular tranquilizers known as alcoholic beverages; Eyes exposed for an extended period to glaring lights or sunlight will tire rapidly and demand some shut eye. The comfort provided by soft cushions and the monoto nous silence of modern motor vehicles are conducive to sleep. Bad air from exhaled breath, leaky exhausts, and tobacco smoke also contribute to drowziness. There are several practical safeguards against sleepiness. a. Catnaps. Instead of fighting sleep, give in to it Pull off at a safe spot such as a service station, curl up, and rest those eyes. Sleep is surely the best treatment for sleepi ness. b. Stimulants. The coffee break is the driver's best friend. Mild stimulants such as coffee, tea, or coke help to offset drowziness, and the activity in stopping to procure them will quicken his pulse and perk him up. To survive, carry a thermos of hot coffee. Some rest stops on expressways may be 40 miles apart, and that thermos of coffee is handy when' needed. "Pep" pills (i.e., ampheta mines) to offset sleep are suspect The tired, although, wakeful, driver may experience unhappy side effects from the drug, such as seeing the "little men who are not really there." Doped horses are ruled off the track. Doped drivers should be ruled off the road. c. Moderate cold. Cold water or air will quicken the breath, stimulate the pulse, and dear the mind. A cold shower has long been recognized as being a most effective means for jarring awake any drowzy person. WWle built-in showers are not yet an accessory commonly found on vehicles, there is a prac tical substitute. Dip the cloth into cold water (or wrap it around an ice cube) and apply it to the eyelids, the back of the neck, and the face. This effectively, eliminates the dregs of drowziness. Open the windows and side vents to bring in cool air to help make you bright-eyed and wide-awake. d. Exercise. Sleepiness can be offset by exercise vigorous enough to quicken both pulse and breath. The driver who dismounts to do a few deep knee bends may look dizzy but he won't be drowzy. Tone can be re stored to mind and muscle by jogging brisk ly. Deep breathing helps offset sleep. e. Let someone else drive. To dispel any desire towards sleep, surrender the wheel to someone else. If you have confidence that your relief driver is wide-eyed and compe tent you'll be able to rest your eyes and catnap. If you lack that confidence, you'll lose every vestige of drowziness. Sleep may come easily to a person with a dear con science--but it comes readily and.perma nently to a drowzy driver. 4. Avoid Hurry. Speed, of itself, does not cause the accident, but speed determines how severe it will be. Relative speeds play an important role in determining our chances of surviving a crash. The faster we go, the harder we hit What speed is most condudve to aeddent involvement? 90? 60? 40? No. It is zero! --a vehicle standing dead still on a fast road at night is most likely to become in volved in an aeddent A negative speed may be even more dangerous. For -the distance traveled, backing probably is our most dan gerous maneuver. This is espedally true of attempts to back up on an expressway be cause a turn off is missed. Our chance for surviving is good if we go on to the next exit instead of hying to back up. It takes only a few extra minutes of driving to prolong life. Any speed which is substan tially faster or slower than other traffic threatens our survival. The safest speed lets you keep up with the crowd. It minimizes the requirement to pass and be passed. Sud den changes in speed or direction, such as the quick slowdown, the belated turn, or stomping it, are hazardous. It's not so important how fast you drive. It' is quite important how you drive fast. Higher speeds (60 and.faster) introduce several considerations which are important to survival. a. Fast moving vehicles can't turn or swerve sharply. Many drivers do not realize 48 Public Employer Section that the turning ability of the vehicle falls when the chips are down will determine off as speeds go up (varies with the square whether yours will be a hit or a near miss. of the difference in speed). You may safely chop the steering wheel at 20, but the same maneuver at 40 could flip you over. Squalling tires on turns tell their own story of speed by announcing when tires have just about lost their grip. When tires squeal on you, ease up--or else. . a. Leave yourself an out Like the air craft pilot, you should constantly select emergency "landing sites" where you'll go --if and when the chips are down. This tar get area should always be the least of all the evils confronting you. b. Expect the worst from other drivers. b. Speed prevents quick stops. The least Studies show that drivers who avoid colli understood law of nature is: When speed sion expect the worst from others. They is doubled, the skidding distance increases may drive fast, but they drive scared. They four times (varies as the square of the expect others to turn without signal,, have difference in speed). Tailgaters have little a tire failure, stop without warning, sneeze, choice other than to hit the vehicle ahead or veer into the wrong lane. They anticipate when it stops suddenly. Drivers correctly that the other driver can be lost, or drunk, insist that "brakes failed to hold." A stop or sleepy, or in love, or worried, or drugged. in only 20 feet at 20 miles per hour is ex Surely, it is safer to be wrong in this re ceptional. It calls for good tires and dry spect than to be dead. road surfaces. Double the speed (40 mph) c. Expect the worst from vehicle and and the skid marks will be at least 80 feet road. On the average, one out of each four long. At 80 mph (if you remain right side tires will fail before it wears out About up) your vehicle will use at least 320 feet half of all drivers experience brake failure. to skid to a minimum stop. Try an emer Are you statistically overdue? In cold gency Stop at 20 mph, then measure the. weather, expect shady areas and bridges to skid marks. Then, try it at 40 mph, being lie iced over. Expect pedestrians and cyclists ready to get off that brake pedal the instant your vehicle starts to veer or crab. (Don't try it at higher speeds--just take our word for it). If you survive this test, you'll . understand why any extra distance between you and the vehicle ahead is real accident insurance. tu . tv on the wrong side of the road. One third of all drivers have experienced head light failure. Diamond-shaped signs warn of luririL ahead, so slow down whenever you >*< (hr "i ix keyed" square sign. Expect rain, ua..w, -lert, ami ice. Be prepared for the wnn it \ small Ixix of sand helps to conquer c. Safest speed is a variable. The best speed depends on the pace of other traffic, the weather, the lighting, the legal speed ii y grade-, ami prevent your-becoming target rrrn To expect the worst is to pre pare fur it. `- limits, the condition of your vehicle (tires d. Choose safe options. Each driver con and brakes), the load on your vehicle, and stantly chooses his course of action from your personal condition (sober--wakeful- numerous options, some of which are more unhurried--alert). hazardous than others. Wise drivers seek To ascertain the correctness of your speedi look at your passengers. Yoixire proBably going too fast when they instinctively apply imaginary brakes, or when they brace against the dash in anticipation of a possible crash, or when they hint-that the police are tough on speeders in this area. You are speeding when tires or brakes "sound off." Probably, yon are speeding if you constantly watch for police. Like. fast women, fast cars simply don't get that way without someone's help. 5. Avoid Collision. Despite these safe the safest option. They choose expressways where possible to avoid the higher risk of two lane roads, even though this requires traveling a greater distance and paying tolls. They travel by day instead of night (when accidents tend to be more severe). They are first to dim lights; they help others to pass; they don't tail-gate. They clean'win dows before wishing they had done so. They tap horns instead of riding the horn button. They choose to steer instead of skid. They 'don't contest the right-of-way. They know that the other driver may be hurrying some one to the hospital. They don't get "mad" guards, the time will soon come when you at others--particularly when they hold a will face a crash situation. What you do dangerous weapon called a steering wheel. 49 1968 National Safety Congress They ,'drink coffee instead of cocktails be- fore driving. If romantically inclined, they don't drive, they park and "spark." They slow down before they have to.. They don't make other drivers guess where they're go ing. 6. Crash Survival. Despite your best laid plans, there's likely an accident ahead in your future. It's a 50-50 chance that it will be this year. If not, it likely will be next year. If we're headed for a crash, what can we do to survive? a. Minimize impact. Our first line of de fense is the fact that, as drivers, we have control over speed and direction of our ve hicles. We can lessen the impact by using more moderate speeds when the probability of collision appears. We can minimize the smashup by not befuddling our early warn ing radar sensors (our eyes and judgement) with drugs or drink. The- sooner we can spot and identify the hazard, the quicker we - can slow down---and the softer will be the shock. Gentle impacts are products of moderate speeds. The lethal impact is particularly prevalent in the head-on crash, and collisions where the vehicle is hit at right angles from the side. To survive, avoid head-ons and inter section-type crashes. Take to the brush to avoid the head-on crash. Plough into the dirt bank instead of a stone wall or a big truck. The ditch may be rough for travel, but it will be gentle compared to being hit by an oncoming vehicle. b. Avoid the side swipe. The side swipe accident, particularly one which involves an ogpoming vehicle, usually carries away the steering linkage and puts the primary impact point right where you sit It's better to leave the road because you may regain .con trol. At least you can pick a more yielding target than is offered by the side swipe. c. Use seat belts. If you knew where and when your next accident will be, you'd need only to fasten seat belts slightly in advance. If you are not certain just where and when that next accident will be, then fasten belts everytime, to be ready. Those who fail to survive will be unbelted, and they will be slammed around in a tumbling vehicle until the doors fly open. Part or all of the victim will be ejected beneath the rolling wreck. The wild gyrations of a tumbling vehicle will unseat the unbelted driver, and deprive him of any cliancc to retain or regain con trol The belted driver is held in place, away from wheel and panel As the vehicle crushes and decelerates, the belt slows him down with it, exposing him to lesser impact forces and increasing his chances for sur vival. Shoulder harness adds greatly to sur vival by lessening the impact forces to which the head and face are subjected. Use of seat belts has reduced injuries to chest areas, but head injuries continue at about the same rate. The shoulder harness should be worn to restrain and protect the head. cL Employ crash de-energizing equipment Not long ago, I saw a demonstration of energy-absorbing water-filled pneumatic bumpers. These simple but effective devices greatly reduce impact forces which are char acteristic of those vexing bumper benders. Apparently, they largely offset impact ef fects of 20 to 25 miles per hour. Other devices on the market which lessen impact or increase survival chances include energy absorbing steering wheel assembly, the padded dash, the frangible rear mirror, the recessed instruments on the panel, the safety lock doors, the safety glass windows, the jettisonable windshield, the X or box frame, and the hard top on the vehicle. It's not a very promising future, is it? But, since you've made'It to this point, try for another mile, then still another. Miracles are not expected of you---merely become an expert driver. Expert drivers do not consider themselves expert--they just try harder. Thus, they survive! In summary, we have reviewed the prob lem of how to drive and survive. We learned that each year, 50 million vehicles are wrecked while another 50 million survive. It is within your power to do more than all other forces combined to assure that you drive and survive Above all, make sure that you: see well; are seen; keep awake; need not hurry; avoid collision; and survive the crash. It is not particularly easy, but it is per fectly possible to drive--and survive 50 Public Employee Section MICHIGAN'S SAFETY RENAISSANCE By ROBERT A. BEAUMONT Supvr.r Safety Services, Michigan Dept of Labor, Lansing, Mich. loiter Safely as I have stated, a brand new-' feature of Before 1965, Michigan had a 48-year old boiler safety. aw dating back-to 1917 and covering only steam boilers. It didn't cover hot water Elevator Safely (seating boilers, and it didn't cover nuclear For elevator safety, we had a 30-year reactors (of which we have several now in old law, enacted in 1937 and amended in Michigan). We had a 10-member advisory minor fashion three times. We had a tenboard which very scldpm gave advice, and member advisory board which, again, pro the advice that was given was very seldom vided very little advice; and what they did accepted. We had one chief, one inspector, provide was probably 100 per cent ignored. and one secretary; that was our total boiler staff and they accomplished approximately 1,200. inspections a year. We had one chief, one inspector, and one secretary for the whole state, and accom plished approximately 1,000 inspections per In 1965, we got a brand new Boiler Safety Act which repealed the old act and created an 11-member statutory Ikurtf of Boiler. Rules with the power to promulgate up to date standards and codes. Tfvr staff was ex panded to some 35 people (remember, we |f||4 only three). We have one executive Asultant^bne chief, four field supervisors, 'OTta^Rasupervisors, 15 field inspectors', and ^^^fcferies. Inspections have jumped to SjH^WFpet. year, and we also make 9,600 canvassing calls for the purpose of discover' ing boilers that no one knew existed before. The Board of Boiler Rules has accom plished the re-writing of all of the boiler standards and codes. There are 50,000 known boilers in die State of Michigan. We cover steam boilers, forced circulation hot water year. In 1967, a brand new Elevator Safety Act was enacted which repealed all previous laws and amendments. It created a 10-member, statutory Elevator Safety Board with the power-to promulgate safety codes and stand ards. The staff was increased from three people to 19, including one chief, one assist ant chief, ten inspectors, and seven secre taries. All elevators in the state are now inspected by state inspectors; approximately 8,500 a year. We now have a statutory board with the power to promulgate good, up-todate safety codes. There are no more ex empt elevators in Michigan. We did have a group of freight elevators that were ex empt from inspection under the old law, and they were same of the raunchiest pieces of equipment in the state. This is no longer heating boilers, and nuclear reactors. We true, and all elevators must now measure up are the first state in the Union under this to all provisions of the code. The Board act to license boiler installers. There are adopted the United States of America Stand some 1,653 known boiler installers in Michi ards Institute Code (A.17.1, 1965), with cer gan, and all must be registered. They all tain amendments promulgated by the Ele must come up to certain minimum standards vator Safety Board. Again, we have a fee in order to.be registered to do business in structure in this law which makes this whole the State of Michigan. We also license effort a self-sustaining one. Belt man lifts boiler repairmen--we are the second state* I for construction operations are considered in the Union to do this. There are about unacceptably hazardous and are now banned 105 boiler repairmen in Michigan and they, in Michigan. too, must come up to minimum standards before^they are allowed to pursue their trade Ski Safely in _ Michigan. The new act provided for a Skiing is big business in Michigan. There fee system which makes this whole activity were 82 ski areas in Michigan in 1962, and virtually self-sustaining. Many states have more were being added every year. We copied this Michigan law, especially with re had no legislation, no board, no personnel, gard to the licensing of installers which is. no investigations; we did have, however, 'SI 1968 National Safety Congress several serious accidents involving bodily injury to women and children. These were accidents attributed to equipment (ski lift) failures, not those incurred while skiing down the slopes. But the ones of primary concern were the accidents attributable to improper and faulty equipment, lack of safety devices, etc. This triggered considerable emo-. tional reaction which led to the passage, in 1962, of the Ski Area Safety Act,' creating a seven-member, statutory Ski Area Safety Board with the power to promulgate codes and standards. They adopted United States of America Standards Institute safety code for aerial passenger tramways, with certain few exceptions and a few recent amend ments? At present we have one chief and four inspectors to implement the provisions of this code throughout the state These are trained, technical men in the classified dvil service They accomplish the total annual inspection of all 439 ski lifts in the 111 ski w areas. In a typical year they will write 144 safety orders .covering about 329 vio lations. Permits are issued for each indi vidual ski lift Accidents: zero personal injury since 1962. We're very proud of that record! Carnival Safety Carnivals, too, are big business in Michi gan. Forty-three touring carnival companies enter Michigan each year, and we have 20 fixed amusement parks located in the state. We had no law, no safety standards or codes, no personnel, and no inspections. Again, . though, we had accidents; yes, we had those! In 1965, two fatalities occurred to children in the Detroit area due to mechanical failure of carnival amusement rides; there was also a lack of safety devices on this equipment These tragic losses again sparked a large emotional reaction which led to the passage of the Carnival Amusement Act of 1966, This bill went through the legislature in near record speed and with virtually no op position. It created a seven-member, statu tory Carnival Amusement Safety Board. The . board proceeded immediately to promulgate some 100 safety. rules tailor-made to the Michigan operations. They have done a won derful job. The division has one chief and three inspectors; they perform 100 per cent inspection of all SS2 amusement rides and devices that come into Michigan in the 43 touring companies and 20 fixed amusement parks. Some 116 safety orders were issued last year, and 1,076 recommendations for improvements. They perform non-destruc tive testing on all equipment that is operated in the state. Permits are issued for each carnival amusement company allowed to op erate in Michigan. Individual rides are in spected, and a fee is charged for this inspec tion. Engineering analyses of plans and specifications for new rides are also checked out and necessary changes recommended. Testing is done'on each component part and load bearing member before that ride is assembled. This has proved to be very effec tive. The evidence of this effectiveness lies in the fact tiiat we have had no bodily injury to carnival patrons in Michigan since 1966 when tliis law went into effect Mine Safety A 19th century law, passed in the late 1800's, covered iron and copper mines only. The law was administered in each of the 83 individual counties in Michigan, with politically appointed inspectors. There was no uniform approach to enforcement and the inspectors had an uncertain training and background. There was no board, and very few inspections were made. We finally awoke to the fact that there was a prospect for Federal legislation fljyhg|iriming indus try under the Federal bnjanHr Non-Metal- lic Safety Act; this triggered the demand on the part of mining interests in Michigan for passage of Michigan's own Mine Safety Act We don't like big brother to run the show in Michigan anymore than other states do. The trick is to get your own act in there first and promulgate standards that are at least as stringent or more stringent than the Federal provisions would be. Then, you are allowed to run your own show. The Mine Safety Act in Michigan was passed in 1967. Again, it created a five member, statutory Mine Safety Board. The Act covers all forms of metals, plus all preparations for marketing and development of mineral properties. Thatis pretty extensive coverage and includes metallic and non-metallic minerals, gravel pits, quarries, peat bogs, and salt mines. An advisory committee was appointed .from, the mining industry to compile suggested rules for presentation to the board. The board worked through the advisory committee, comprised of safety ex perts of the mining industry to be regulated 52 9 Public Employee Section by the standards. We have one chief and is down to 14.3. They have left some room five inspectors in this area--they are trained for improvement, but they have stopped that specialists in the classified civil service. Their upward climb we were experiencing every goal/s the total inspection of all 385 mines year. The estimated insurance premium sav in Michigan. ing is almost $6 million dollars to contrac Significant features of this act are the tors. 1964 workmen's' compensation insur coverage of both metallic and non-raetallic ance rate was $4.67 per $100 of payroll; metals and the provision of uniform codes this is now down to $4.10 per $100 of pay and standards. Abandoned mine shafts are roll. Inspections are performed on the basis all being safeguarded now. We have had of job activity. - Where it is discovered that no serious bodily injury accidents since the construction is under way or about to be . passage of this act started, the inspectors make plans to visit Construction Safety these sites, make the inspection, and assess the nature and degree of job-site safety Before 1963, we had no specific construc problems. tion safety legislation, no board, no person nel, virtually no inspections. We had, though, Occupational Safety, a very high accident frequency and severity rate in Michigan, and it was increasing every year. There was also the likelihood of some Federal legislation. All these factors combined-to push for the Construction Safety Act, which was .passed in 1963. This is oc cupational safety type legislation, primarily for the protection of employees. It created a five-member, statutory Construction Safety Commission with the power to promulgate up to date safety standards and codes. The Board promulgated an entire code selected Prior to 1967, we were laboring along with a 58-year law that dated back to 1909. The antiquated language in this law was something to read. The coverage was_almost totally inapplicable to present-day needs and requirements. We had no board at all. We had one chief and 16 inspectors to cover the entire state. The law required an annual inspection of all employers, of which we have some 135,000 in the state Approxi mately four per cent pf these employers were covered annually by this small staff. from various passages from standards of Attempts to apply this vague antiquated law the United States.of America Standards In to jet-age needs and requirements- of today's stitute, the Association of General Contrac employers was a very frustrating thing for tors, and the U.S. Corps of Engineers, but both the Department of Labor personnel specifically tailored 'fb the construction op- and the employers. Whenever it came to a 'erations in the State of Michigan. There court test of this law, we were sure to lose. are 24 people on the staff: one chief, an as Fortunately, we didn't have too many of sistant chief, one supervisor, 15 inspectors, those. and six secretaries. These people perform, In 1967, we did get an Occupational Safety both inspections and consultative work in Standards Act which repealed this old act the construction industry. They service 12,000 and created a nine-member, statutory Occu contractors in the state. One unusual feature pational- Safety Standards Commission with of the law is that there are no penalties for the power to promulgate up to date safety failure to Comply. They write no correction standards and codes. Also created' in this act orders. They try to convince the contractors was a Board of Safety Compliance and Ap --and I think that they have been very suc peals. This is a five-member statutory board cessful in this--that die big penalty is the created to hear complaints from employers accident itself, with the economic loss and who feel they have been aggrieved by a other losses attendant to the accident , safety order written by a state inspector. Receipts taken from contractors in regis The employer would feel .that strict com tration fees amount to about $300,000, and pliance with the code would be prejudicial our annual operating budget is $289,000. So, to his operation and that he could possibly you can see we are self-sustaining. comply with the code in a slightly different The primary concern is the elimination fashion and still be in compliance with the of unsafe conditions. How successful have spirit of the code. Prior to this, the only they been? The 1964 accident frequency rate alternative the employer had was to go to was 19.6; the 1968 accident frequency rate court. This is both costly and time con 53 1968 National Safety Congress suming. He now has this other avenue sons, we now have 136 people to implement which, I would imagine, would solve the these standards and codes throughout the problem in 99 per cent of the cases. Of state and to more adequately protect the course, the employer can always go to court public and the employee--about a 650 per if he still doesn't feel the board has done cent increase. These are well-trained people. him justice. So far, we have had no com They are well-trained by way of (1) in- plaints to the Board, but that mechanism is service training that has been adopted as a there in the event the need should arise. standard training procedure in the Depart Staff personnel were increased from 17 to SO--one. chief, an assistant chief, four area supervisors, eight senior inspectors, 31 field inspectors, and five secretaries. They accomplish approximately 39,200 inspections a year. The Board has just promulgated a code on abrasive safety wheels. This was adopted from the United States of America Standards Institute almost in toto. The Board has also promulgated a code covering hours for women. There are 16 more codes in the process of promulgation, and ultimately we will have some' 45 occupational safety codes in Michigan. These codes are all up to date and pertinent to today's needs and- requirements. Employers and inspector ment of Labor; (2) through attendance at National Safety Council courses; and (3) special courses. For example, a man was recently sent to a school on nuclear reactors to learn something more about the nuclear reactors that are being built and are already in service in Michigan. And, of course, with the increase in personnel, we do have more and better safety coverage throughout the state. But, most importantly, we have suc ceeded in lowering accident rates in all areas covered by these laws. We are looking for an even better experience with the passage of time--as more codes and standards are promulgated and we gain more experience in these areas. personnel are equally aware, of the terms and provisions of these new dtendards. Em ployers have an additional avenue of appeal short of court action in the Board of Safety Compliance and Appeals. Safety standards are compiled by advisory committees repre senting the industry that will be governed by the standard. For example, any code pro mulgated for the petroleum industry would Occupational Safety Standards Act In a provision described as "unique" by the National Safety Council, a Safety Edu cation and Training Division was created by the Occupational Safety Standards Act. The act further cited the "consultative, pro fessional safety approach" as the best way to solve occupational problems in Michigan: be put together by safety experts from the petroleum industry and then submitted to the Commission for their approval and place ment into the promulgation pipe line. The following is declared to be the public policy of the State: Occupational accidents produce economic and social loss, impair productivity and retard the Summary of Seven Safety Laws advancement of standards of living. Both humane and economic considerations rec We have enacted, then, four brand-new ommend the establishment and imple safety laws * and three complete revisions mentation of effective injury control of old laws. We have had seven statutory measures. A unified continuing, profes boards created, with the power to promul sional effort is required. A dynamic pro- gate safety standards--safety standards that gram of safety education and training is Jare current, up to date, and in step with our rapidly advancing technology. We are freed from the stagnation of past years the best known solution to control of occupational accidents. where we had only, safety laws--laws that The Act describes some of the principle only grew older and more inapplicable; laws functions of the Safety Education and Train that were seldom amended or revised. The ing Division; I say "some" because, while legislative process is a slow process, and it the law mentions specific things that we has been extremely slow, when it comes to must do, the door is left open for us to get safety. But, we have solved that problem in Into any other aspect of safety that may Michigan. .These seven statutory boards can prove to be effective in Michigan. keep us up to date with good safety codes and standards. Where we had only 21 per Development of a statewide safety ed` ucation and training program to acquaint 54 Public Employee Section employers, supervisors, employees and union leaders with the most modern and effective techniques of accident investi gation and prevention. Development and promotion of the consultative educational approach as a desirable, effective, long-range solution to occupational safety problems. Definition and establishment of neces sary research projects. Development of specific occupational safety programs for employer groups and individual employers. Development of training programs for state safety inspectors in the Depart ment Provision of occupational safety pam phlets, booklets, brochures, and other ap propriate safety media. We are not limited to these missions. We can get into anything that would prove to be helpful to employers in occupational safety: To assure the availability of accurate, timely statistical data concerning occu pational safety, all employers having one or more employees simultaneously employed shall submit annual reports of all disabling work injuries as defined and in accordance with the "standard method of recording and measuring work injury experience" (Z16.I latest edition) of the United States of America Stand ards Institute. These statistics enable us to go where the real safety problems are, and allow us to measure effectiveness of our overall effort This whole safety education and training activity is financed by a levy of H of one per cent on employers--with those employers having the worst accident experience pay ing a proportionately greater amount of money into this fund than those that have the smallest number of accidents. With no accidents, no workmen's compensation losses, 54 of nothing is nothing! So, the levy is fair. Our efforts to-date include: management safety seminars throughout the state. This is an effort to get management into a semi. nar situation and alert them to the economics of accident losses. We have held Super visors Safety Workshops, whereget key supervisory personnel in, train them in acci dent investigation and, also, emphasize their supervisory skills and responsibilities. We have a Safety Director Program on-going. Here we go into the individual plants with our consultative safety efforts for individual employers, to determine their specific needs and requirements, develop a safety program to satisfy these needs and requirements, and then assist them to get their safety program going. We have a Safety Council Program where we foster and encourage safety coun cil activity throughout Michigan. Every em ployer can benefit from the services of a safety council, and we would like.to see all employers in the state have a safety council to which they could belong and go to for those services that are provided by a safety council. We also have under development a super visors safety seminar. This will be similar to our management safety seminar except that it will be slanted for supervisory per sonnel. A union management seminar will acquaint union executive*, with safety respon sibilities and various aspects of safety. As we develop our staff, and as the money is appropriated to us in the proper amounts, all these activities will be expanded. Conclusions Why this recent proliferation of safety legislation? After all, many attempts were made in the years past to pass appropriate safety legislation in Michigan. It has been a frustrating, long, hard road. These efforts were all unsuccessful until the past six year period. I think there are some reasons for this, and I would like to share them with you. First of all, there was a willingness _ re cently on the part of all interested factions to cooperate and resolve their different view points. I can name as an example the Boiler Safety Act In the boiler spectrum there are architects, labor, the American Society of Mechanical Engineers, and management groups. They would all write their own legislation, introduce these bills into the legislature, and then fight like fury to_ get their bills passed' while, at the same time, attempting to knock down all the bills in troduced by other factions! Great credit is due the Michigan Department of Labor per sonnel in getting all these warring factions together in one room and assisting them in 55 1968 National Safety Congress hammering out a piece of legislation that all factions could agree on. In fact, our chief boiler inspector said these factions got to where they referred to this legislation as "our bail" Of course,, when it finally was introduced into the legislature there was no serious Opposition to the bill. It went through very quickly and Michigan, for the first time in many years, had a good Boiler Safety Act This was a pattern that was repeated in some of the other acts passed Another reason was accidents themselves --serious ones, involving women and children and all the emotional reaction that emanates from this sort of thing. This strikes down opposition, and a bill 'will just swish through a legislature with almost no dissenting votes. It is a regrettable and melancholy fact that safety standards are usually written in the book of the injured and dead and this, un fortunately, was the case in Michigan with respect to our Ski Act, Carnival Act, and Construction Act Another reason is Federal safety legisla tion, or the prospect of Federal safety legis lation. This really spurs a derive on the part of a state to enact their own safety legisla tion first, promulgate their own safety stand ards and codes which are at least as stringent or more stringent than the Federal pro visions are likely to be--and this was true in the case of our Mine Safety Act But, probably the most important of .all, the "tide is in" for safety. More and more, safety is being considered a human right, along with life, liberty, and the pursuit of happiness. Who says so? Well, the courts say so. Many people are paying thousands of dollars for damages because of unsafe appliances, automobiles, etc. The legislators say so. They are passing safety legislation. The insurance industry says so. They are writing policies to protect against liability in that area. Manufacturers have accepted this premise. This favorable climate may not last in definitely. The Romans thought Rome would go on forever. The Nazis thought the Third Reich would last for a thousand years, but it didn't And we can't be sure how long the current safety-mindedness climate will prevail. So, I would say "let's get on^ the band wagon" and, to use another cliche, "strike while the iron's hot!" We owe" it to our children and unborn generations yet to come. Safety legislation, once on the books does tend to remain there--and if it is good, sound safety legislation, we will have done more for the health and safety of our children and future generations than any other group of people since the beginning of time! SAFETY MANAGEMENT IN PUBLIC WELFARE INSTITUTIONS By HAROLD M. GORDON Chief, Safety Management, D. C. Government and PETER EVANS Mgr., Dept, of Public Welfare, District of Columbia A prime objective in implementing. the new management approach to safety is to spread the responsibility for safety in the organization to as many functions as possi ble. An effective method of involving func tional staff managers is to provide them with analysis feed-back of accident information broken down into causation factors which relate to their particular area of responsi bility. Most safety managers already have in use a built in system for obtaining tins needed data for feed-lack reports---the Supervisor's Report of Accident If properly designed and utilized, it furnishes a wealth of- data that can be consolidated into management improvement information. This type of feed back information is of prime interest to functional managers, because each wants to improve his program area. . % Public Employee Section For example, let's study the various ele ments and components of the management system such as training, procurement, per sonnel, and budget By our definition, an accident is an indication of an error, failure, or breakdown somewhere in the management system. The goal of a safety manager is to identify failures in the management system and feed this data back to those managers in the functional areas which allowed them to occur. Too often, the first line supervisor has been the scapegoat for most accidents. How ever, under this new management approach it is demonstrated that most factors which cause accidents are beyond the first line supervisor's control. Think about it--does a first line supervisor control training re quirements? Is he responsible for the quality and safety features in tools and equipment? Does he control and set up the physical standards used for hiring employees? The obvious answer is, "No." It is the safety manager's job to under stand the organization and stimulate all functional managers to correct the weak nesses in their respective areas of respon sibility. (There followed a presentation of accident cases for group discussion of causation and corrective action, followed by an application of the latest techniques of accident preven tion.--Ed.). FACETS OF POLICE SAFETY By FRANKLIN M. KREML Vice Pres., Planning Development, Northwestern University, Evanston, IlL From the mental exasperation of recruit ment to the physical dangers and public un derstanding of riots, a policeman's lot is less a happy one than in the days of Gilbert and Sullivan. External problems are nothing new to a police department, but internal problems are something else again. Generally speaking, the policeman is so busy protecting the public that he has little time to think about safe guarding himself. Police administrators are giving inadequate attention to health preser vation and^ic^ident .prevention, for instance. T<pd$y, there is much argument-as to wether policemen should J>e given bullet-proof vests, but little concern as to whether the men should be given flu shots. As a result, many departments have accident and absence rates that are unacceptably high. This exacts a heavy price. Manpower is by far the most expensive departmental resource. The proper use and conservation of a department's manpower can only result from planned effort As an essential of good judg ment effective administration as evidenced in many segments of business and government is "required. It is no longer a question of whether such programs can be afforded, but whether we can afford noi to have them. The loss in time and trained manpower through accident injury, and sickness has reached a new record. Actually, far too little is known within the departments about safety measures and accident prevention. Statistics are virtually non-existent except for those covering fleet operation which, of course, is but one facet of police activity. Police leadership must keep up with the times as well as the tech niques..! wtfuld like to compliment our Chi cago Department for the work done under the direction of Sergeant Walter T. Hayes, Safety Officer. This is the correct and realis tic approach to the situation. Major Adam Klimkowsid, Director of Training for the Miami Department, was one of the more popular speakers at last year's Safety Congress. You may remember this quote from Klimkowsid: "In reality, safety is not a unique problem, and it should be approached in the same manner as all the other responsibilities of management" I thoroughly agree. I urge that depart ments develop a new administrative approach, one which is equipped with an Internal Acci dent Review Board This Board should have authority equal to that accorded the Fire arms Review Board. S7 1968 National Safety Congress Safety programs for police departments are a "must" today. No officer should be exposed to injury through the neglect of his superiors, through failure to suppiy adequate clothing and gear, failure in mounting real istic and effective training, or failure to back with proper staff help and command leader ship. HOW POLICE AGENCIES MAY BENEFIT FROM NSC MEMBERSHIP By RAYMOND LASCOE ^ Staff Representative, Public Employee Section, National Safety Council, Chicago, III For the last 55 years industry has organ ized for safety rather effectively. There are no trade secrets in industry in matters per taining to safety. As an example, the Industrial Conference is the watch dog for industrial safety throughout the nation. This consists of a group of over 150 safety engineers, and man agement specialists, representing all the ma jor industries in the United States, who meet twice a year to study ways and means of reducing accidents. This committee has shown a great deal of concern recently over a 15 per cent rise in the industrial frequency rate; namely, from 6.00 to 6.91. Compare this record with police frequency rate of 39.0, which is the situation as obtained from a 1967 national survey. Who in the nation shows concern about this high frequency rate? What national agency reacts to this high frequency rate among police officers? Apparently, many accept this high frequency rate as a condition of employment and do not show much concern. This is an unfor tunate attitude. The Public Employee Section was organ ized in 1947 as a component of the Industrial Department of the National Safety Council, 34 years after the Council was formed. Purpose of Police Division In 1966, the Executive Committee author ized the formation of new divisions as con templated in the bylaws of the Public Em ployee Section. These new divisions arc as follows; a.. Police Division--activated in 1967. b. Fire Division--activated in 1967. c. Sanitation Division--to be activated in 1968, d. Parks and Recreation Division--to be activated in the future. Although the need for a Police Division has existed for many years, it was extremely difficult to find appropriate leaders. Walter Hayes, .Chicago Police Department, was per suaded to form the Police Division and John R. Travell, New York City, was persuaded to form the Fire Division. It was soon recognized that a need ex isted for an appraisal of the safety efforts of police and firemen on a national basis. This, then gave the new divisions purpose: 1. To provide knowledge, resources, and to exchange safety experiences. 2. To develop standards acceptable to po lice and fire officials. 3. To provide a source of statistical data which will be available to researchers and police officials. 4. To accept the Z16.1 as a work injury measurement standard. 5. To provide uniformity in record keep ing. For example, according to the Z16.1 standard, if a police officer is killed entering a home in tire performance of his duty, there is a time change of 6,000 man-days, since his duty is in connection with his work. However, it is known that many cities do not take such a-time change. Consequently, the results show a discrepancy among police departments submitting their statistical re port to tire Council. The Z16.1 Standard therefore should be applicable to all A Safety Program for Police An urgent need exists for a safety pro gram for police. Industry has learned over the years that through an organized safety Public Employee Section program it is possible to use and apply modem techniques in accident prevention. Through the years, industry has been able to reduce their accident frequency rate to the present rate o 6.91. The Public Em ployee Section made a startling discovery in 1967 when die results of a safety program survey were tabulated: 540 safety programs were submitted by municipalities; however-, not -one came from a police department! It was learned that small cities have virtually no safety programs in police departments; however, many police officers have expressed a desire to start a safety program. Can we infer from this that police have no need for safety? Does this mean that no one cares? No, not at all. It means that police departments are behind the times in their approach towards safety. Yet, it is never too late to start; we therefore recommend that safety programs he the first order of busi ness for the newly created Police Division. Municipalities have also learned that a positive safety program is the best .oppor tunity for improvement of the accident rec ord among public employees. The same prin cipal may be applied to police departments. The Council, therefore, recommends that Police Departments initiate safety programs for their departments. The Council has-con siderable material to help police departments in this effort A data sheet provides sample copies of policy statements. The Public Em ployee Section has a pamphlet A Program Guide For Public Employee Safety. Addi tional guidelines for the information of safety .programs may be obtained by writ ing to the Public Employee Section. Basic to any accident prevention program is the establishment of statistical data which will pinpoint problem areas of police depart ments, so that remedial action may be taken. From the statistical data accident analysis may be made in order to determine where the problem exists. Paramount to any safety program is a training program which will include the proper use of firearms, motor cycle driving, defensive driving,- and traffic safety. Do police have a safety problemf National statistics for police departments of 17 cities which have submitted data show a frequency of 39.0 which, by any standard,. very high. Ham am police departments benefit from NSC affiliation? The NSC suggests the fol lowing benefits which may be derived. by police departments by their association with the Council: 1. A centralized, uniformly applied method of record-keeping in accordance with the United States of America Standards Insti tute (Z16.1-1967), to be maintained by members. 2. These statistics will then be made available to all member police departments through National Safety Council publications such as Accident Facts and the work injury rates. The submission of data for member police departments is a necessity in order that the Council be in a position to furnish such data to others who request information. Requests for information are considerable. The identity of the department furnishing data is never divulged. 3. Motor Transportation Service. Can fur nish literature for drivers. This section sponsors, fleet safety contests among police departments. Safe Driver Awards are also sponsored by this section. Examples of train ing films available are: "Preventable or Not" "For Experts Only," and "Expert Seeing Series." 4. Listed below are agencies which par ticipate to the Defensive Driving Courses: Public Employee Agencies Number State Governments Department of Highways (State) State police County governments County police City government *Qty police 18 14 12 7 4 22 6 5. Police officers would receive consider able benefit from attending the NSC Safety Training Institute, which specializes in teach ing fundamentals of safety- Although the school is geared primarily for industry, po lice officers would also derive considerable benefit 6. Posters primarily suitable for police are currently available only to the normal traffic area. Many poster designs are thus immediately ready for use. As membership increases to the police division, other and more specific types of posters will be con sidered from suggestions submitted -to the Council by member police departments, 7. The Traffic Department can provide assistance to police departments in develop- 59. 1968 National Safety Congress ing off-the-job programs. Program aids, such How Can The National Safety Council Helpt as leaflets dealing with specific traffic safety problems, are available. Although these now are slanted toward the normal traffic area, such aids could be specifically directed toward police for use in off-the-job safety, programs. The Public Employee Section, through the police division, invites the police officers of the nation to make the Council the na tional headquarters for police safety. We urgently request that they send b their sta Through the facilities of the Traffic De tistical. data to file Council, cm .forms which partment, police departments could be kept the Council will provide, b order to be informed of the latest developments in safety uniform in application. We urge that they equipment for vehicles and motorcycles and form subcommittees b order to develop the protective equipment for the driver. In literature which, at the moment is non addition, the police departments would be existent Through their affiliation with Coun kept informed of the latest research results cil activities, they would be b a position to in driving hazards. exchange knowledge and obtab safety tips 8. Several cities have good safety pro from other police departments. I have ob grams; for example, the City of Dallas. served a great many individuals who have A subcommittee of the police department a great deal to contribute toward police could study this program and develop a safety. Many police departments are vitally model safety program to be utilized by other bterested in safety and each prepare litera police departments. ture, but the exchange of this literature 9. Membership in the Council provides and the exchange of safety tips is a great for consultation service. Whatever police possibility which offers much to the police problem transmit one this may have, it is possible to problem to the Council and departments of the nation. There is no better place than the National Safety Council through various staff members and the Li where police officers could meet on so called brary it is likely that the particular problem neutral ground for the exchange of ideas will get a speedy answer. and experiences which would benefit all. 10. The need for literature in the field of police activity is great, yet such literature is virtually nonexistent Subcommittees should develop the type of literature that will put police safety cm the map. 11. We have seen that once the police division was formed it was possible to at tract national leaders such as General KremJ, Major Klimkowski, and Dr. Carroll to the Congress program. Other prominent leaders would be available to this national orgamza-' tion and certainly U. S. police officers can ` benefit considerably from this exposure. 12. The Public Employee Section pub-lishes a Newsletter which can be the media for the exchange of information to all po lice officers throughout the -country. We therefore urge aSf police departments par ticularly in major U.'S. cities to job the Council for the purpose of exchanging ideas and sharing information with other police officers of the nation. Summary As the Staff Representative for the Public Employee Section, I extend a hearty wel come to the police division. We urge thenactive participation b the development of a safety program for police officers through out the country. We urge the preparation-of safety literature which is sorely needed for police officers throughout the country. We urge a uniformly applied method of sta tistical reporting. This can be obfabed by applybg the United States of America Standards Institute Z16.1 (1967). This is the best work bjury measurement device that is currently available. The Public Em ployee Executive Committee- is proud of cities like Chicago, Philadelphia, Cedar Rap ids, Baton Rouge, and Dallas, who have pro vided the necessary leadership to promote police safety. Police officers of the entire nation are lookbg to you for continued en lightened leadership. 60 Public Employee Section UNION'S OUTLOOK ON FIREMEN'S SAFETY By CAPTAIN EDWIN F. JENNINGS, NYFD Uniformed Fire Officers Assoc., Local 854, IAFF, AFL-CIO, New York, N. Y. The Uniformed Fre Officers Association, Local 854, IAFF, represents 2,563 fire officers of all ranks in the Fire Department of the City of New York. The Uniformed Fire fighters Association, Local 94, IAFF, repre sents 10,800 .firefighters in the New York Fire Department, whose uniformed force is over 13,000, the largest fire department in the country. New York City, known as the melting pot of our great country, has a population of about eight million people from all walks of life who reside in all types of dwellings, from palatial private homes in. the suburbs to crowded old law tenements in the ghetto areas. Within the confines of 320 square miles are varied structural and occupancy hazards, including high rise commercial and residence buildings, non-fireproof factory buildings, industrial complexes, 650 miles of water front with numerous piers which accomo date our largest passenger ocean liners, and the most complex subway system in theworld. Numerous vacant buildings, wide spread demolition, and new construction is evident in all sections of the city. The New York Fire Department protects life and property from the ravages of fire and ad ministers a fire prevention program with a force comprised of 379 companies, 52 bat talions, and 15 divisions. It is evident that all large cities present many hazards to the firefighting force. The firefighter is constantly exposed to serious injury while responding, returning, or op erating at alarms; and in recent years has been assaulted, struck by thrown missies, harassed and, too frequently, the victim of serious injury during civil disorder occurring from coast to coast Contemporary urban society, like an alarm sounding, is warning us that metropolitan fire department problems, far from being solved quickly, are growing in complexity. Fire departments caught up in the fire storm around them are having a difficult time in holding the line. The increase in fires, emer gencies, and false alarms, with the resultant increase in accidents, injuries, and deaths, is appalling. As cities deteriorate and fire in cidence climbs, the. hazardous occupation of the firefighter becomes more and mure haz ardous. In 1962, an intensive program was initiated by the Fire Officers Union in New York City for the creation within the Fire Depart ment of a separate Safety Division, whose primary goal would be an effective safety program to reduce accidents and injuries. Many sources of reference material were consulted to convince the administration that a Safety Division was necessary. Industrial Statistics, published in 1962 by the National Safety Council, revealed that underground coal, mining, whose accident frequency rate was 35.86 per million man hours, was ex ceeded by the New York Fire Department, whose accident frequency rate during the same year was S2.77 per million man hours. Industry has long recognized the value of a safety program administered by a Safety Department. Consolidated Edison of New York, through the efforts of its Safety Divi sion, reduced the accident frequency rate from 25 to 2.7 in a short period of time. The Fire Officers Union contended that such a Safety Division in the New Yorif Fire De partment could also achieve similar aston ishing results. The intensive, persevering program finally paid off when, on January 13th, 1964, the Fire Commissioner established a Division of Safety whose stated objective was "to in quire into causes of accidents and injuries involving uniformed and civilian members of the Fire Department, City of New York, and make recommendations to reduce fre quency and severity." An enlightened man agement once again responded to the demands of a union to improve the welfare and safety of the firefighter. It is an unfortunate fact that there never has been a nationally organized program of safety designed for the personal safety of the firefighter. All programs classified as "fire safety" by the National Safety Council, National Fire Protection Association, Amer ican Insurance Association, and various fire insurance companies,. have been related to the safety of industrial workers, blue and 61 1968 National Safely Congress white collar employees, and other civilians exposed to fire hazards as occupants. The Fire Officers Union, by means of representa tion to the National Safety Council con cerning firefighter safety, has been the first to take steps to correct the obvious omission. The Public Employee Section, with the recently organized Fire Division, should in fluence many fire departments in the United States by promoting safety of the firefighter and encouraging the establishment of safety units. At a convention of the International As sociation of Firefighters, the Fire Officers Union introduced a resolution to encourage the service to conform to the practice em ployed by private industry by reporting accidental injury and death statistics to the National Safety Council according to the USA Standards Institute specifications ZI6.1 and Z16Z Information reported is classified and tabulated by the National Safety Council and permits analysis and comparison between industries and within groups and occupations. This classification is the necessary base to establish corrective action by industry to eliminate careless or unsafe practices and conditions and thus reduce injuries, cut costs, and increase efficiency. Firefighting is tire most hazardous "in dustry'' in-the United States, but the meth od of recording and measuring work injury experience as outlined in Z16.I and Z16J2 is not generally employed'by fire , departments, nor do they report such data to the National Safety Council. A resolution was adopted at the International Convention to strongly urge all fire department administrative heads to promptly establish reporting procedures according to the USASI and to submit such information to the National Safety Council. As this procedure is adopted by fire depart ments throughout the country and the method of recording and reporting injuries is stand ardized, a strenuous effort can be made to reduce or eliminate the causes of accidents, injuries, and death which firefighters face daily in the course of protecting life and property. A "Creed for Firefighters* Safety" was also introduced by the Fire Officers Union and adopted at an International Convention for dissemination to all state firefighter locals in the United States and Canada, and reads as follows: 1. When a man enters the service of the fire department, he has the right to expect the fire department to continually make every effort to protect him from, any predictable hazards of the firefighting profession. 2. It is tile union's intention to see that proper training and safe equipment is pro vided and to insist upon the establishment and enforcement of safe methods and prac tices for and from all ranks and units. 3. It is a basic responsibility for all fire officers to make the safety of all human beings involved in fire department operations a part of their daily and hourly concern, whether this be in firefighting, fire preven tion, fire education, or routine operations. This responsibility is shared by all members of the department 4. The union rejects the theory that injury and death is the unavoidable cost of fire fighting. While tragedies will continue to occur-and firefighters will die protecting the public, we believe that firefighter deaths and injuries can be reduced by means of safety, education, and training. 5. The traditional disregard of the fire fighter for his own safety in order to rescue persons in imminent danger is commended and extolled; however, that which is praise worthy where lives are in danger,`becomes foolhardy and reckless under fire conditions where only property is involved, and must be discouraged. 6. A safety bureau, division, or unit must be an integral part of the organization of every professional fire department Its prime objective would be to anticipate and recog nize potentially dangerous apparatus, equip ment, conditions, or practices and insofar as is possible by engineering, education, and example, eliminate the objectionable features and reduce the excessively high toll of in juries and deaths. All statistics, studies, and investigations are to be directed toward this goal 7. Through cooperation with the Interna tional Association of Firefighters andLifee National Safety Council and by educSro and training of all-members of the fife de partment, a positive program of firefighter safety shall be advanced by the union and the fire department It is recognized that the formation of a division is only the first step in firefighter safety. Problems to be solved include: Public Employee Secti/m 1. The enrollment of every fire department in the United States. 2. The adoption of a standardized method for recording and reporting injuries. 3. The development of a system through which the International Association of Fire Fighters, record 'and report firefighter in juries, with the ultimate goal of improving safety standards for all firefighters. , 4. The establishment of safety bureaus with trained safety officers with sufficient authority to investigate accidents and in juries, determine causes, and make recom mendations to prevent accidents and reduce injuries. There currently exists a high incidence of injuries and fatalities among officers and members of municipal fire departments. It is impossible to ascertain the severity and frequency rate, since all fire departments do not maintain injury records. Many of the fire departments who do maintain records do not use the Z16 method of recording and measuring work injury experience, and only a few report to the National Safety Council. To correct the problem of excessive in juries it is first necessary to have the facts. Unions, through a joint labor-management program, can be the medium through which an effective safety program is formulated in fire departments, based on standardization of recording and reporting injuries. Injury statistics properly applied are the guide to future safety activities and have a very significant role in accident prevention. Sta tistics themselves_will not prevent accidents, but they will provide a factual base upon which an effective safety program can be built Carefully applied injury statistics will disclose trends toward or away from serious injuries. The basic objective in recording injuries in the fire service is o reveal the type and prevalence of accidents which re sult in injury to the firefighter, and to iden tify the areas in which corrective actios} must be taken. Without the utilization of a standard of recording, and reporting injuries, all com parison between fire departments become al most worthless. No meaningful comparison can be made unless the unions continually strive for the adoption by-all fire departments of a standard method of recording injuries. The unique problems and inherent dangers in firefighting, different from other profes sions, havejbeen recognized by the National Safety Council with the establishment of the Fire Division within the Public Eniplo>ee Section. Efforts to make available to all member firefighting unions or fire depart ments suggested safe procedures for all-op erations should result in reduced injuries. More advanced and progressive departments will submit their experience with programs and procedures which have proven safer and reduced injuries. Such progress, after anal ysis, would be made available to all fire fighting objurations. The goals of The Fire Division are: 1. To include in its membership every professional fire department in the United States and Canada and every Internationa! Local Union. 2. To inform these fire departments of the advantages of proper statistical recording of firefighter injuries and fatalities and need to report them to the Public Safety Services Division for tabulation. 3. With the information extracted from the statistic, the National Safety Council safety experts, in conjunction with interested, experienced firefighters, would work to re duce the terribly high toll of injuries and deaths suffered by firefighters. In 1963, the New York Fire Department responded to over 117,000 alarms. This figure rose to 172,000 alarms in 1967 and will reach almost 250,000 alarms in 1968. As response increases, so does the firefighter's exposure to serious injury. It is a well known fact that high production and accident prevention go together. Morale, a most important factor in firefighting, is reduced when injuries increase.No fire department can ignore the welfare of the firefighter. Training starts the day a fireman enters the fire department and continues till the- d.ts he leaves the department. During his career, he participates in drills and instruction cover ing all phases of firefighting and related subjects. The New York Fire Department has the most up to date facilities to train firemen, and in addition provides an emphasis on safety. Frequency and severity of injuries and apparatus accidents have not increased, despite a tremendous increase in response. It is evident that the Division of Safety, through successful programs, has prevented a marked increase in accidents and injuries. ` 63 1968 National Safety Congress Deputy Chief John Travell with a staff of 21 dedicated men has reversed the upward trend of injuries to the firefighter. The fu ture looks bright. Each firefighter must accept the fact of possible injury before he responds to his first alarm. Situations develop that cannot be predicted or avoided. A wall may collapse unexpectedly. Gases may explode. The very nature of firefighting is dangerous. Edward F. Croker, former Chief of the New York Fire Department described the principles that motivate firemen when he made the fol lowing observation: "I have no ambition in this world but one, and that is to be a fire man. The position may, in the eyes of some, appear to be a lowly one; but we who know the work which a fireman has to do believe that his is a nohle calling. There is an adage which saysJmk `Nothing can be destroyed except by we? We strive to preserve from destruction the wealth of the world which is the product of industry of men, necessary for the comfort of both the rich and the poor. We are the defenders, from fire, of the art which has beautified the world, the product of the genius of men, and the means of refinement of mankind. But, above all, our proudest endeavor is to save lives of men -- the work of God Himself. Under the impulse of such thoughts, the nobility of the occupa tion thrills us and stimulates us to deeds of daring, even at the supreme sacrifice. Such considerations may not strike the average mind, but they are sufficient to fill to the limit our ambition in life and to make us serve the general purpose of human society." Firefighting safety has a long way to travel, but every journey starts with the first step, and that, most important first step has been made, due to the unremitting efforts of the Fire Officers Union, Local 854 and the consideration and understanding of the National Safety Council, who gave direction and encouragement to our efforts. Union's outlook on firemen's safety is the promotion of joint labor-management in volvement to create safety divisions in all fire departments, to standardize recording procedures, and to reduce the great number of painful injuries which occur while fire fighters are engaged in the most hazardous peacetime profession. ASPECTS OF FIREFIGHTER SAFETY By SAMUEL CAHAN Asst. Chief, Protection Branch, Region 2, General Services Administration, New York, N How do we identify the limits of safety for the firefighter? To what extent is the fireman "special" in relation to the other employees with regard to safety? Are safety principles applied to the federal firefighter significantly different from those'pertaining to the non-federal firefighter? Safety for all federal employees, includ ing firefighters, is of utmost concern to the federal sector. The September 1967 Federal Work Injury Facts pamphlet, issued by the U. S. Department of Labor, reports these statistics for calendar year 1966 for all federal establishments: Injury Cases Deaths Injury Leave Days 109,913 207 308,306 Total Direct Costs $46,316,823 These are troubling figures and of concern to all including our chief executive: He therefore established the Federal Mission Safety-70 Accident Reduction Program. With 1965 as the base year, the Mission Safety-70 goal is to reduce the number of accidental injuries to federal employees 30% by 1970. On February 16, 1966 the first anniversary of Mission Safety-70, President Johnson stated: "I am more than ever convinced that the waste in manpower and in the govern ment's material resources arising out of accidents can be reduced and must be attacked relentlessly." In the case of my own agency and locale --the General Services Administration, re gion two, we have been experiencing a low 64 Public Employee Section accident frequency rate in relation to the national pattern. With respect to injuries associated with fire extinguishment, it has been said there is a lack of full analysis of foreground in juries with specific breakdown of those fireground accidents ` resulting from personal carelessness, poor supervision, failure to obey ordinary safety rules and similar con trollable incidents. In other words, one can equate the head injury of a firefighter who failed to wear his helmet with the civilian employee who fails to wear his hard hat Therefore, when we say of the fireman, "He got hurt at a fire," should this always be classified as an injury related to fire extin guishment? Or might it rather relate to unsafe work practices? What are some of the factors constituting the accident potentials affecting the fire fighter? We might include the following: 1. Total fireground operations. 2. The current cxyil rarest "fallout" 3. Operating at emergencies, other than fires. 4. Training operations. 5. Routine assignments out of quarters. 6. Routine activities in quarters. 7. Special details. We are pleased to note that our regional firefighters to date, are not experiencing the hazards involved with heavy fire duty. This does not mean that the potentials do not exist. They face formidable fire problems related to our storage of sizable quantities of raw rubber, sisal, hemp and similar highly combustible, f^-spreading materials. Why our fire incidence is low will be brought out in this paper. However, every other accident potential relating to fire department duties is present. Aside from special training with "live" fires, our approach to fireman safety parallels that of his civilian counterpart We attempt to provide our. men with (1) proper me chanical and optimum physical surroundings, (2) broad safety indoctrination, safety train ing and instruction, (3) supervision to note and eliminate faulty acts and conditions, and (4) supervision of line supervisors to check failure (or lack of follow-up action) in correcting mechanical and physical deficien cies, check instructional effectiveness, utiliza tion of firemen, discipline and morale. Meanwhile, the reason for our fire de partment's existence is to be professionally ready to confine and extinguish any fire which may develop despite our rigid fire prevention and inspection programs. This readiness must be accomplished with due regard to safety. It is at this point that our safety picture should parallel that of non-fedcral fire departments. A properly educated and trained firefighter is less prone to accidents. Evolutions, theory, practice, repetition, strategy-, evaluation--all add up to case and facility in the use of tools and equipment, standardization of pro cedures, automatic response and actions to given situations. It develops coordination and teamwork, and insight into operations and practices affecting the world of the fireman. It is often the dangerous nature of the job that marks a fireman for injury. He can hardly see in a smoke-filled atmosphere: he cannot immediately tell whether supporting beams have burned through or that collapse may be imminent But he can'readily prevent the preventable accident by training and attitude plus the right tools and equipment We attempt to concentrate our efforts in these areas. We start with the proper -protective cloth ing: GSA purchases and supplies our fire men with approved garments, boots, helmets and gloves designed to pqjtect our men from the effects of extremes in heat or cold, to keep fire streams or the elements from wetting him. Our latest order for new hel mets now includes attached adjustable shields for eye and face protection. We emphasize the proper use of tools and appliances, laddering techniques and standard evolutions to help improve and maintain good safety practices. As a training tool,, we have taken 16 mm movies of our firemen during outdoor drills for review and critique purposes. During the film show ing, firefighters seek out their individual actions. Performance errors are often selfevident Commentary during, and discussions after the movies, help correct errors and improve techniques. Professional fire service theory and prac tices are covered during scheduled indoor drills, with safety underscored. Our fire fighters often join fellow GSA civilian em ployees during monthly safety meetings. These sessions are important since the com- 65 1968 National Safety Congress rnon safety denominators affecting ail per sonnel can be reviewed and case histories discussed. These reviews may range from electrical hazards, the safeguarding of ma chinery, the handling of materials, to arous ing and maintaining safety interest As a subscribing member of the National Safety Council, we regularly utilize at these meet ings the many articles, posters and technical reviews prepared bvthe National Safety Council Also uponwtg; request the De partment of Labor, Bureau of Labor Stand ards, periodically visits our depots and con ducts safety courses for employees, including firefighters. Subjects are varied and are germane to overall safety. Visual aids help support our firefighter safety program. For example, many 16 mm movies related to drill subjects are shown and discussed. Recently, with the coopera tion of the New York Fire Department and the U. S. Army Pictorial Service, we tran scribed to 16 mm movies several key tele vision training programs developed by the New York Fire Department These included the proper (and safe) use of self-contained masks, the proper use of tools, and appli ances, and other related films. To make up, in part, for the lack of fire incidence within our depots, we lean heavily on outside sources to give our firemen "live" firefighter and specialized training. For ex ample, our firefighters, by pre-arrangement, "roll" with members of the busiest fire units in Newark, New Jersey. We have also scheduled "live" training with the U. S. Navy MSTS Firefighting School, Bayonne, N. J. and "live" mask training at the New York Fire Department Training School at Welfare Island, N. Y. Furthermore, our firefighters attend the various University of Maryland fire training schools and the spe cialized sessions conducted by the New York State Office of Fire Safety. At present, we are arranging for participation at the "Fire men's 'School of Instruction" in Nassau County, N. Y. This is a professional school possessing a variety of full-scale mock-ups which permit replication of actual fire situ ations. I mentioned fire codes and fire prevention. A fire that never gets started or a fire that is confined to its fire area because of good fire prevention and building codes lessens exposure to firemen. This automatically re duces injuries. It is no accident (no pun intended) that GSA has few depot fires. We have a rigid fire inspection program. Inspections are conducted at four levels: by the fire department; the depot manager; the area manager; and regional inspectors. There is a strong reporting, review and follow-up procedure. This interaction helps insure solid safety practices. Likewise, our building firesafety criteria strongly contributes to the prevention of' development of large fires. Major consid erations include sprinkler systems, fire walls, limited fire areas, automatic fire alarm re porting and similar devices. Our aim, to quote our own GSA criteria, is "The provi sion of programs and physical facilities which will result in the minimum danger of fire injury for GSA employees; occupant agency employees, all others using CSA facilities, and firefighters called on to fight fires in GSA facilities." I must emphasize that the last sentence refers to all firefighters, both civilian and federal We are exceptionally proud of our fire fighters, many of whom play a dual role as volunteers with their local fire departments. They avidly keep abreast of fire technology changes and help infuse interest into their profession. It is this total feedback that underscores training effectiveness. In summary, although firefighter accidents may not always be controlable, especially on the foreground, because of the environ mental factors involved, we attempt to in sure total safety where the factors and ele ments involved are controllable. This requires management and the firefighter to work together. GSA recognizes its responsibility in providing the best safety conditions pos sible for its employees. 66 ' Public Employee Section THE MUNICIPALITIES LOOK AT SAFETY By CURTIS E. VOLKAMER Chief Fire Marshal, City of Chicago, Chicago, 111*. An examination of the statistics of acci dents to firefighting personnel reveals that contrary to public opinion, the greatest num ber of accidents are due not so much to dangerous equipment or the absence of safe guards on this equipment as to some very simple causes, such as falling or slipping; walking into unguarded openings at the fire scene; falling of objects, tools, and materials from overhead; careless use of tools; re moval of safeguards; neglect to use the safety features provided; improper clothing [and this to apply ,to helmets, boots, and gloves}; stepping on projecting nails; lack of adequate inspection by those in super visory capacities; and carelessness on the part of the firefighters themselves, I could cite instance after instance in which firefighters were burned because the fire coat was still on the apparatus; it was too hot to wear. Where firefighters stepped on nails, received electric shocks and, in some cases, were electrocuted because the boots were still on the apparatus; it was too hot to have them on, or for some reason or other, the firefighters didn't think it was, necessary to wear them. Or of firefighters who had hand and finger injuries; no gloves, or gloves which by any standards should have been discarded long ago. The Chicago Fire Department records will show that, every year, between 800 and 900 firefighters are taken to hospitals for treatment, duty connected. Many, of course, are given first aid and released for duty; others are hospitalized for varying lengths of time, some quite prolonged. I am sure that other communities, from New York, Detroit, Philadelphia, etc. to their smallest counterparts couid match this figure, ratiowise and percentage-wise, without the slightest difficulty. A word I)ere, I think, would be very appropriate about the person who is "acci dent prone." Some time ago, a national publication had an interesting article en titled, "Accident Prone--Fact or Fallacy." It proved nothing. Nothing, that is, beyond the fact that in about 95 per cent of these so-called accident prone cases, the injury could be attributed to just piain carelessness or, what is worse, stupidity. The other cases were the exceptions that proved the rule. I am of the firm opinion that a good, sound, practical education program tailored to meet the needs of the Fire Service would work wonders in helping firefighters do their work safely and carefully. The installation of protective devices and other provisions of safety does not by any means offer a complete solution of the prob lem of accident preventioa Safety devices can prevent accidents only to a limited ex tent; they will not, they cannot compensate for carelessness on the part of firefighters themselves. The intelligence and character of firefighters are as important elements of safety as all the safeguards put on fire equipment and tools. Carelessness, in some form or other, has been responsible for the greater proportion of accidents. In a haz ardous occupation such as ours carelessness sometimes takes the form of downright recklessness, but truth compels me to say that it more frequently arises from thought lessness or complete indifference. In this dangerous business, we have taken an oath to protect life and property, and we are morally bound to save a life, even at the risk of our own. This we have done,- this we do, this we will continue to do. Cal culated risks are the order of the day; foolhardy attempts, never. We have conducted safety programs based upon, the fundamental principle of accident prevention--the education of the firefighter in habits of caution and thoughtfulness. He is impressed with the fact that his own safety, as well as the safety of his fellow firefighters, depends on his carefulness. We stress the responsibility he has for his ac tions while engaging in work of a hazardous nature. I have written many articles and have spoken to countless numbers of can didate firefighters. The one thread that runs through orientation talks is teamwork: his utter dependence upon the other members of his company and theirs upon him. He is 67 1968 National Safety Congress *& a cog in a giant wheel. He is a member of equitable figure be reached to insure sound a team. Every candidate who comes into the economy. If unusual circumstances occur, Fire Academy receives an Orientation Man ual which contains this information on team work, which 1 wrote years ago. The prin ciples I used then as a criterion are just as forceful today. During a candidate's probationary period (which by faw is 6 months), 60 days and upward of which are spent at the Fire Academy, he is educated by practical means to co-operate with other candidates, soon to such as a rash of injuries, the economy is disrupted, and there is a serious threat to the tax structure. Like a spiralling chain reaction, this could lead to a revision of the tax component necessitating the levy of additional taxes on an already over-bur dened public. Little wonder, then, that municipalities are deeply concerned for the safety of their firefighters. become firefighters, in the interest of safety. The municipality has a commitment to the Candidates found guilty of dangerous prac firefighter himself under the broad term of tices are promptly disciplined. Flagrant vio Employers' Liability, whereby the municilation is sufficient cause for dismissal. There pality is compelled to indemnify firefighters is a right way and a wrong way to do for injuries incurred in the line of duty. everything. The right way is synonymous In the event of a multitude of. claims, this with.the safe way. When a candidate is can become unduly burdensome; yet, it is assigned to a company in the field, he con fair and reasonable. Actually, it is based tinues his education along these lines, putting on English common law, and although it has into practice the safety theories which he has had instilled in him. This is a gruelling test, a sort of final examination, especially continually undergone changes by rulings of some courts as to refinements of the rights of employer and employee [the mu for those who are assigned to units which nicipality and the firefighter], it narrows have more than 6,000 "runs" each year. down to some obvious pronouncements, both How well he performs under emergency conditions depends upon how well we have done our job in the primary stages of his education and, of course, how well he has learned the lessons which are taught in the school of experience. general and specific. . The municipality has a duty to the fire fighter to use reasonable care for the safety of the firefighter while he is performing his work. This includes the duty to provide a reasonably safe place to work. These When municipalities look at safety, many quotes are from old English law, and one factors influence their viewpoint, not the might say they are out of step with the least of which is the cost to the municipality fire-fighting field. But, are they? Certainly, when safety rules are violated. In the dan the fire station must be a safe place to work. gerous business of fire-fighting, which by We know from our own experience that some authorities has a 7 to 1 ratio over the scene of a fire is not a very safe place other occupations, this amount can assume to work. Yet, we know that an outgrowth astronomical proportions. Needless to say, of this has led to suits in which the courts the misery and the suffering resulting from find for the plaintiff. You may remember injuries can never be.measured in dollars this headline which appeared in July: and cents. `S620,000 award to widows in two fire However, let us turn our attention for a moment to the financial involvement. The municipality has an obligation to the tax payer to accomplish the ultimate of good with the, taxes collected. The administration appropriates cectain monies for each Bureau or Department for the fiscal year. These monies are allocated on the basis of the cost of oqgtfnn for the previous year and anticipSBPadditional costs relative to ex panded activities or new purchases, such deaths." This, of course, was a judgement against a corporation, not the municipality, and was based on, "the building owners were guilty of negligence in maintaining the beams and joists of the structure." As I said, this is an outgrowth of the law, and there have been similar suits establishing a precedent The municipality has, the duty to provide reasonably safe tools and appliances. This is accepted as a matter of course. -Every effort has been made to provide the fire as equipment Only in that manner can an ` 9< 68 fighter with the latest in modern equipment, Public Employee Section making changes to insure the maximum in "fire-power" consistent with safety. The evolution of Chicago's ten Snorkels and Snorkel Squads is prime evidence of the municipality's insistence that every avenue of safety should be explored. The municipality has the duty of being reasonably careful in hiring personnel fit for the work they are to do. This stipula tion has been met by rigid Civil Service laws which' provide that applicants pass cer tain physical and mental examinations; no applicant may be placed on the eligibility list who does not receive a passing grade, to the second decimal point, of 70.00 and over. The municipality has the duty of provid ing suitable rules for carrying oh the work. Here, I think, the municipality has complied with the law to the fullest extent The specifics which I will give refer to Chicago; other municipalities have their own rule books and their own drill manuals, some quite comprehensive, others fairly elemen tary, depending upon the size of the munici pality and its fire department In Chicago, the municipality has provided a Book of Rules, Regulations, Practices and Proce dures with over 400 sections covering almost every contingency as regards a firefighter's conduct many of them safety-motivated. There is also a Drill Manual of Evolutions of 339 pages which is now being^revised and rewritten, to consist of IS separate Manuals, as well as other material, including the Candidate-Probationer's Orientation Manual. All this, plus the construction of a million Fire Academy to implement the safety methods and procedures best calcu lated to achieve our objective, the suppres,sion of fire," with the minimum of risk to our personnel. We can say with conviction that municipalities are truly concerned with the safety and welfare of the firefighter; indeed, it is in their best interests to do so. A quick look at the other side of the coin reveals some inescapable facts. The firefighter assumes all the risks and hazards incident to his type of employment. He also assumes all the risks and' hazards arising out of the carelessness and negligence of his fellow firefighters, fully realizing that he cannot, by any degree of care, protect himself from the faults of his co-workers unless he isolates himself, which, of course, is obviously impossible. However, under modern conditions the individual firefighter consents and assumes the risk only because he has no option to do anything else. These are all quotes from the common law. I, personally, like to feel that a firefighter consents and assumes the risk freely and willingly, without reservation, because he wants, more than anything else, to be'a firefighter. 'The problem presented by accidents in the fire-fighting field is a three-fold one, affecting the municipality, the firefighter, and the general public, the taxpayer. From the point of view of the municipality, the prob lem. is one of efficiency. Accidents interfering with the stability of the fire-fighting force constitute a form of waste, reflected in in creased budgetary appropriations. For the firefighter, the problem involves his own physical and mental well-being; the con sequences of an accident to him are personal and could be irreparable. For the public, the taxpayer, the problem assumes a financial aspect because it is he who ultimately pays the price, bearing the burden of added ex penditures necessitated by these unfortunate incidents. We still remember the headlines, October 17, 1966, carrying the tragic news that 12 firefighters had lost their lives in a fire in an Eastern metropolitan city. This toll of 12 dead was the greatest single loss of lives ever suffered by this Eastern metropolitan Fire Department. Some quarters even spec ulated that this may have been the greatest single loss of firefighters' lives in any de partment in the nation's history. However, this is not so. As far as any research could reveal, the greatest single loss of firefighters' lives occurred here in Chicago on December 22, 1910, when 21 firefighters were crushed to death by a falling wall while fighting a fire in the Stock Yards. When I say firefighters, I use the term in the broadest sense. Actually, the victims included the Fire Marshal, the Assistant Fire Marshal, three Captains, and four Lieu tenants. This also stands as -a record for a single fire loss for Officers. Chicago has suffered other severe losses of personnel in fires: 10 firefighters perished in the Curran Hall fire, nine at Superior Street, nine more at Hubbard Street The list goes on and on. Some years ago, a precedent was set whereby the family of the victim could sue 69 1968 National Safety Congress the owners of the buildings or, if the fire fighter survived, he could bring a personal injury suit against these owners. The charges were always on the grounds that said owners failed to maintain the premises in a safe condition. At the 'fire mentioned earlier, in which a $620,000 judgement was handed down to two widows, a personal injury suit was sustained for $20,000 for a firefighter who suffered back injuries when he fell three stories in that tragedy. Another . personal injury claim I recall was paid to a firefighter for severe and extensive bums; a record $250,000. The municipality would rather see its fire fighters return from these alarms unscathed. It therefore extends its protecting arms to the Building Department and the Fire Pre vention Bureau. The City of Chicago has almost 300 personnel in the Bureau, 50 of whom are detailed directly to the Building Department Thorough, frequent inspections are held so that buildings are maintained, insofar as is humanly possible, in a safe condition. The municipality has already sup plied the firefighter with proper tools and equipment has already taught the proper method of handling those tools and equip ment Now it attempts to protect the fire fighter from unforeseen dangers on the fire scent It also attempts to safeguard the lives of the occupants of these buildings. Sometimes it is tragedy that leads to the realization that effective measures must be introduced. For example: The Iroquois Theater fire in 1903 brought about panic hardware and outward travel of doors in places of public assembly, after 602 fives were lost. The Boston Night Club fire in 1942 saw 492 perish. This brought about more stringent rules on flame-proofing scen ery and decorations. The La Salle Hotel fire in Chicago in 1946 claimed 61 lives and gave evidence of the pressing need for smoke-proof towers and enclosed stars. And of course, the Our Lady of Angels School fire is still fresh in our minds. The deaths of 92 children and three nuns alerted muni cipalities in the nation to the urgency of providing protection to our schools in the form of sprinkler systems and alarm devices. The municipality has a duty at all levels when it looks at safety, not only to the fire fighter, but also to the public. Serious con sequences have far-reaching effects. Law suits, in the millions of dollars, eventually are paid by the public, some way or other, in the form of increased premiums. What affects one must affect all. One thought that crosses my mind now,, one to which not much attention has been given, is: What would be the reaction of the municipality if, suddenly, there were a drastic reduction, an acute shortage, in the number of appli cants for the profession of firefighter? What if the profession of firefighter became Iks desirable or, actually unsought because of the municipality's utter disregard lor the safety of the firefighter? This is a sobering thought We do know that the number of appli cants that the City of Chicago receives con tinues to grow less and less; however, this is no cause for concern. I am convinced -that it is-a product of our times; an eco nomic adjustment to the labor market For example, in the 1930's, approximately 50,000 young men made application to be firefighters in the City of Chicago--a record still un surpassed. Of these men, 1,687 achieved a grade of 70.00 and over and were placed on the eligibility list; which was exhausted be fore another examination was held. This was during what is commonly referred to as the "depression era." The salary for a first-class firefighter then was $2,500 per year.-A comparison of recent applications S from 2,500 to 3,000] and the current salary in Chicago of $9,000 per year would cer tainly seem to indicate that the position of firefighter had lost some of its former ap peal. The reasons, of course, are too vague and1 problematical to be discussed, and cer tainly have no bearing on the subject at hand. As yet, the municipality of Chicago has not had to resort to undue or unusual methods to insure a full and adequate quota of applicants every time the books are open for a firefighter's Civil Service examination. This is not true of some other protective services. Certainly, the municipalities have more than extended themselves in this subject on its viewpoint of safety for the firefighter. From the time, in 1881, when the first mobile ladder unit was built, down to the present moment, with our 144-foot aerial ladders, the municipality has striven with might and main to introduce safety measures in its use. This can be projected to modem times, when, in 1958, the Snorkel was first intro 70 Public Employee Section duced into the Chicago Fire Department This incredible, fantastic, maneuverable unit has completely revolutionized the fire-fight ing concept of the progressive fire depart ment. The innovations and changes include: an aluminized shield for protection against scaring heat or flame; double complement of men in the basket; breathing apparatus for firefighters in that basket; dual controls; a quick-acting water spray or fog device, for protection of men in the basket from a flash fire or an upsurge of flame; safety belts for operators; and an inter-communi cation system between basket personnel and the ground-control operator, indispensable for pin-point accuracy in extinguishment. OPENING REMARKS By JOHN PHILLIPS District Engineer, Virginia Dept, of Highways, Lynchburg, Va. I hold the position of District Engineer for the Virginia Department of Highways, located in the Piedmont Section of Virginia, at Lynchburg. I have worked for thq Vir ginia Department of Highways for 39 years, as foreman, superintendent, etc. where I have had an opportunity to work men, and see them get hurt The Virginia Depart ment of Highways has been very good to me. They let me come to Chicago each year to the National Safety Congress and Exposition. This is a great country, a great city and state. The Illinois license plates proclaim it as the land of Lincoln. The 16th Presi dent of the United States was indeed one of the world's truly great men. Born near Hodginville, Kentucky, with a short stay in Indiana, then going up in the State of Illinois cm the banks of the Sangamon River. He developed into a man whose memory the entire nation reveres. He was sober and hard-working and respected by his neighbors. He tietfer hated anyone, nor did he want any revenge. He was called "Hon est Abe," and "Father Abraham." He was a man of few words and plenty of action, and quite often I believe that this is what the National Safety Congress and Expo sition needs. Mr. Lincoln was a participator. He knew the meaning of hard work. They did not call him "rail-splitter" for nothing. He once said that an axe was a most useful in strument. He was a man of some humor and could tell some homey stories, stories that drove the truth home. He enlisted to fight in tire Black Hawk War, and while he never shot an Indian or had an Indian shoot at him (as' far as I know), he did describe his sojourn in the militia, of two or three months duration, as frequent at tacks upon the wild onion and a good many bloody battles with the mosquitoes. The Street, Road, and' Highway Division has some talented and experienced speakers who will be discussing topics and subjects with which, they are intimately acquainted --acquainted by participation. You will be hearing Safety Directors from the different States, and organizations. We are honored by having these trained and qualified safety engineers, safety directors and safety coor dinators take-time from their busy lives to talk with us on some very vital and inter esting subjects. I mentioned Abraham Lincoln. I am not suggesting to anyone that they give their topic or talk in the brief time that he (fid at Gettysburg. There are not many Abra ham Lincolns in our life time or generation, but you will remember that in speaking at Gettysburg he followed Senator Everett, who had prepared himself by walking over the battlefields for about a month and stu 'ying every point of topography, every ob stacle ; had made maps and accumulated data, the positions of the Southern Confed eracy and the Union Forces, how the battles swayed back and forth'; and then he took one and a half hours of oration to tell the people gathered there all about it As I said, Abraham Lincoln participated. He had been a part of the Civil War, like a lot of us who have been a part of this crusade for safety. He got up with a few well chosen words which were so well said and so well received that they have gone 71 1968 National Safety Congress ringing down through the ages, and almost every school child committed to memory this oration. At Oxford University they have put it in bronze. So some of us, I expect, would not even know that Senator Everett* was at Gettys burg, but we know that Abraham Lincoln was there, that he had been there in spirit before he arrived there in body, because he had lived through the Civil War. I often wonder how a district engineer from the State of Virginia became so for tunate as to be associated with so many qualified safety supervisors and safety - co ordinators throughout the nation. I have one story to tell you. In southwest Virginia one day, a gentleman who lived in a small village walked up into the mountains. Along the path he met a mountaineer who was coming into town to get some provisions. The mountaineer was leading a flea-bitten hound with a twine string and the city dweller Slid to him, "What are you going to do with that dog?" The mountaineer said, "I am taking him down to the dog show." The city man said, "This dog won't win any prize at the dog show!" "I know," replied the mountaineer, "but he will have a chance to become acquainted with a lot of good dogs!" THE USE OF SIGMS, CONES, AND BARRICADES ON HIGH SPEED HIGHWAYS AND STREETS By J. A. MOORE , Safety Dir., Nevada State Highway Dept., Carson City, Nev. In our State of Nevada in the last ten years, we have recorded eight fatalities and two permanent total injuries. Of the eight fatalities, four were due to accidents within signed areas. One occurred in .a snow storm, when an employee drove over a cliff. One was struck by a drunk at a signaled inter section. One was crushed between two trucks during a stockpile operation, and one had a tree limb fall on him. The two total per manent accidents were attributable to ve hicle, accidents. It is, therefore, understand able that we in Nevada are concerned with protecting our men working on the roads. Not one of the aforementioned employees were working on contract jobs, but were doing routine maintenance work with which we are all familiar. Four of these fatalities were directly due to the driver of the vehicle being drunk, in one accident, two men were killed due to a drunk driver driving through three different barricades, ignoring the flagman, and striking the two men working on the roadway. One of these employees was thrown up over the hood of the vehicle and the other was crushed between the vehicle and the state truck. There was nothing that any of us could have done in the way of signing or barricading that would have pre vented these, as. the driver ignored signs. flagman, and barricades and ran right through and over. them into onr employees. The driver received five to 10 years on each count He is now serving time in the state prison. Enough of these gory statistics! Let us look at this problem as it pertains to all of us now and in the future. Our problems are similar due to local pre rogatives allowed in the Manual of Uniform Traffic Devices for Streets and Highways. We find many different types of warning devices being used throughout our states. I believe we should try to conform to the man ual as close as possible, but additional signs, and even change of shape and color, are desirable for unusual situations. The color of yellow background and black lettering, after many miles of travel, all take the same meaning to the motorist There fore, it is important that when we have a situation that is unusual, or when we have an area in which we want to .make sure the traveling public understands the hazard ahead, we be allowed the prerogative of changing the color or the shape of that par ticular sign. These signs should be used in conjunction with the standard warning devices that we are currently using, but it is important that we make the motorist aware of the situations. I believe a change 72 Public Employee Section of sign, a change of color, or some other signs and cones around the work area. Ad means will possibly break him out of his ditional signs may be required. It again lethargy enough so that he will be more apt depends on terrain and traffic. Men assigned to slow his vehicle down and keep it under to this area are generally cognizant of their more rigid control. hazard and, therefore, take exceptional pre Manpower for maintenance purposes is cautions in safeguarding themselves from apparently not a problem with some. I envy " the traveling public. them--die placement of warning devices is done by special crews in advance of the crew starting work. If is another matter when your work crew must carry the warn ing signs, cones, barricades, and all thenequipment, and set up-signs and get to work. . The placing of warning devices creates a hazard to the employees and equipment Good judgment on the part of each crew member is essential, from the first stop made to place a sign until the last sign is picked up. Then the driver has the responsibility of returning the crew safely to the ,station. Sparing of signs is important, particularly when on high speed roads. In Nevada, we have speed zones only in specific locations, otherwise the power of the vehicle limits one's speed. Advance warning is of the utmost im portance. Protecting the work sites with the use of cones, barricades, and flagmen depends upon the type of road the crew is working upon. Unfortunately, we cannot isolate our crews, and they are required to work in dose proximity to traveling vehicles. Our crews are small, generally two to five men, and protective devices are carried on trucks along with the crew and material necessary to do the job. Protective devices are therefore shown as the minimum, andif the foreman or supervisor believes the hazards warrant the use of more protection, he has the prerogative to secure additional units. Signs should be placed approximately 500 to 600 feet apart, and the sign closest to the job site or start of channelization or barricade should never be closer than 500 feet Flashing lights on vehicles are kept on during the entire operation. All' signs are flagged with fluorescent flags.. Signs are When leaving their work site, if gravel and loose chips are left on the road surface, warning signs are a must The advisory speed is usually placed 500 feet from the area, as well as the advance warning signs. At night, flares are left at both signs. This gives die motorist an opportunity to slow down for this particular hazard. On July !0th an accident occurred that was almost a tragedy. A large transconti nental truck and trailer with a cab sleeper was coming out of Reno, traveling east The driver ignored the advance signed and flared warnings which clearly indicated to him that he had to make a stop very shortly. These flares and signs were placed 7/10 of a mile from the loadometer checking station. The station was well lighted. A motor ve hide carrier officer was at the site. Appar ently the driver, upon seeing the officer and all of the lights, suddenly slammed on his brakes, jack-knifed, and turned over in the median strip. This resulted in injury -to his companion, who was in the sleeper. How ever, this accident could tuve been a real tragedy if the operutnr had swerves! into the lane where our men-were diet king other vehicles. Again I say, warning signs, ttarcs, and flags do not answer uur problems. A new sign holder we have adopted throughout the- state is a high level warning sign placed upon the delineators along our roadways. Due to the winds that periodically plague. our state, wc have experimented to no end on high level warning signs and flags, and find this one meets most of our requirements. It is not the.ultimate answer and cannot be used in every situation but they are visible from a long way off and they stay where we place them. placed on both sides of the roadway. Op I have tried to emphasize the importance tional use of no barricades is permissable of physical barrier guards or warning de Used by small crew, or in an emergency. vices for highway work crews. Continued We must depend upon our signs and, hope training and re-emphasis to the workmen fully, am extra vehide to place between the of the importance of these signs and barri work site and the last sign. cades as safeguards to them as individuals When work is done along the shoulder of will reap rewards and fewer accidents to a roadway, it is still necessary to place your crews. 73 1968 National Safety Congress BUILDING SAFETY INTO YOUR TRAINING PROGRAM By D. C. FORBES District Personnel Supvr., Virginia Dept of Highways, Salem, Va. Each of us is faced with a serious di world is done by first line supervisors in lemma. That is one of living or dying. One the work situation. This is where safety out of every 1,800 people in the United must' start and grow. States was killed accidentally last year. One From the time we are bom until the time out of every 20 suffered a disabling injury. we die, we are involved in the training And yet statistics show us that less disabling process either as a trainer or as a learner. injuries occur on the job than in any other We leam in many ways that all we do and walk of life. Out of the 112,000 accidental all we say affects the people with whom we deaths in the United States last year, 14,200 associate. No one person knows it all even of them occurred on the job. In addition to though I've met a few who say they do. 14,200 deaths, 2,200,000 suffered disabling injuries. It makes me shudder to read sta tistics-like these but they are there and we can not ostrich them away. A good rule of communications is to not tell someone something bad unless we can offer a suggestion on what to do about it and how to accomplish this. Safety training may not be die entire answer but will aid us greatly in adyeving a safer world in which to live. Training for training's sake is not worth the time it takes to put on the so-called course. Safety training, if not properly planned and conducted, can be the same Training is a way of life in industry to day- Gone we the days that we are able to hire qualifiewmeople for all of our jobs. Let us assume tnat an adequate definition for industrial training is the process of fitting a man to the particular job that he is to perform. Note that we said a .process--this, I think, is the key to successful training. No one learns all there is to know in a class, conference, correspondence course, etc. It is a continuing effort that will pay off in more efficient, profitable and smooth opera tion. As we talk about training we may stop way. None of us accepts everything thatffi for a moment and look at the various types told us. Safety training today too often of training that we use on the job. They separated and put off by itself. It is a speH are orientation, job instruction, supervisory cial course or courses used as a supplement and executive training. to our other training. Very few of us like When we discuss a new job with a man, to keep our lives compartmented, by separat we take for granted that what we tell him ing our action into narrow segments and and show him will stick in his mind like having a rigid schedule when to do any one Hies to fly paper. If we are honest' with thing. The same must apply to safety train ourselves we will realize that this is not ing. It must be pertinent, comprehensive the case. Men, particularly new men, will and comprehensible. Safety training must not be relegated to playing second fiddle to production training but must be an integral part of all training programs. It is up to us as safety people to insure that safety is taught and taught properjy. We must see that safety is a part of each assimilate some of what we tell them but so much will be learned from doing, whether it is done right or wrong. Practice makes perfect We've all heard this. For example. I've played golf for approximately 15 years and, if this is correct; then every shot I hit is a good one and par is a common training program. The old axiom that says, practice with me. None of you have seen "If the learner hasn't learned, the teacher me in the $100,000 tournaments on TV hasn't taught" applies each time an accident lately, have you? The reason you haven't is occurs. The key to training is the supervisor. The key to safety training is the supervisor. Most workers are directly influenced by what the because I have practiced and practiced but have not learned properly by hitting a good shot every time. Practice makes perfect but only if if is done properly every time. supervisor feels-and this applies to training. Since we have a new man here let's talk Probably 90 per cent of the training in the about putting safety into our training pro- 74 Public Employee Section gram at the beginning, before the man even starts to work. AH of us have some type of orientation program whether it be an elaborate pro gram involving handbooks, charts, tours and movies or a simple session with a personnel man telling the new employee what he is getting into. Where is there a more logical place to begin with safety than at the beginning of a man's career? Safety must be emphasized from the beginning. We can do this in many ways, copies of the safety rules, em ployee handbooks, brochures, specialized pamphlets or any combination. of these. Audio-visual aids, such as slides, movies, chart presentations, have proven very effec tive. Every new man must know and under stand safety rules and policies before he goes on the job. After the man is placed on the job then comes the most important and most im pressive part of training--job instruction. The four step method of on-the-job training has been widely accepted and is used by most supervisors whether we realize it or not The job breakdown sheet is a necessary part of this method. When using a job breakdown sheet, we set the job up by steps and key points. Wouldn't it be just as easy when analyzing a job to also pick out .and Mpk down the hazards and preventive cures as we are looking at the overall job? Job instruction training does not end with placing a new man on the job and getting him into the flow of production. It, again, is a continuing process of correcting and guiding him in the performance of his duties. New men are not the only people who need job instruction; old men should be con stantly kept apprised of changes or slips from an approved format of operation. Safety can be built iffto this type of train ing. I remember seeing a National Safety Council poster stating "Accidents happen fast--be alerts This is very true and any deviation from accepted and approved job methods brings about situations which cause accidents. Supervisory training has blossomed into the largest field of formal training that we have today. It is rare to see an organization that does not have some form of super visory training. These courses usually in clude such sessions as production, planning, scheduling, leadership and human relations. These are good and necessary subjects but what good are any of them without the manpower to carry them out? Safety is a necessary and integral part of the super visory training process. Safety should be covered in each of these areas. Safety should also be a separate and distinct seg ment of any supervisory program. Look at your supervisory training program and see if safety is included, not as an afterthonght but as an integral part of each segment Executive training is the last but not least type of training I would like to dis cuss. Some of you are thinking, why should this be included for the "wheels" that run an organization ? Of course, I am not talking about including on the job safety but am concerned over the overall administrative responsibility. Here is where the safety program is made or broken. Here is where we all get our guidance. Our executives arc busy individuals and quite often relegate safety to an ancillary position. Executive training should include segments on organizing, coordinating, influencing and administering safety programs. It should inspire executives to become involved in the actual performance of the safety organiza tion. They should not be so concerned with statistics that they become numbers. Human beings make up these numbers. Lost produc tion and wasted money make up'thesc num bers. Broken homes, mutilated bodies and suffering make up these numbers. Training is used to accomplish three things: (1) to teach someone a specific operation: (2) to change an operation; and (3) to change attitudes. Seldom is safety mentioned that someone will not mention attitude^ Attitude--a predisposition to see things one way--affects us in every thing we do. Safety attitudes can. be changed. They are taught They are learned. What better way to teach or to learn than to include this in our present training vehicles? We all know that we learn better if we see, accept and believe that what we are learning will help us accomplish what we want to accomplish. Safety training must be presented in this same manner. We can't tell a man that if he doesn't work or drive safely he will be injured or die. He knows this but often will forget for an instant. Safety must become habit Habit is formed by training. . 7S 1968 National Safety Congress Training, and particularly safety training, must be unique, different because everyone is aware of safety in one form or another. It should not be a carnival but should be interesting--Think, for instance, of a frame --FRAME. Draw a. picture of it in your mind. What frame did you draw? A door frame? A window? A picture? A prisoner? A girl? This is the way with safety. All of us have ideas as to how safety training programs should be conducted but they may not be the same. At the same time we may reach the same goal from different direc tions. We can use the standard methods such as conferences, classes, textbooks, posters, pamphlets or correspondence courses. These are good and have value. The Virginia Department of Highways, right now, is involved in a N.S.C.'s Driver Improvement Course for all operators of motor vehicles. This is paying off in frequency and severity of motor vehicle collisions. In 1966-67 our accident loss experience for the fleet was over $190,000 and for the year 1967-68 our loss experience was less than $40,000. This is in spite of a slight increase in frequency. We are not saying that this was the entire reason for our decrease in severity but Tm sure it helped. The use of models and mock ups for analysis of accidents and to develop train ing sessions is a good tool. When we have something to show and tell our message is far more effective than simple lectures or written instructions. Games have become very popular in man agement training. Why not use them in safety? One of our Assistant Resident Engi neers made 35 mm slides of posed unsafe acts and conditions and then made up mul tiple choice questions for his men to answer. This can be done for almost any operation or for any trouble spot or to implement a change in policy. We like to learn and we like to have fun. Why not do both and learn twice as much? Motion pictures and even recordings can be included into our programs. In an article in the October 1967 issue of Better Roads magazine, Ray Stose, Safety Officer with the Oregon Highway Department, reported that his office is using 8 mm cameras to film actual work on the roads. They are edited and shown to employees and they can pick out their own mistakes and mis takes made by their fellow employees. Recently safety films have gotten away from the hard sell and have resorted, much to my pleasure, to almost subconscious sug gestions. It is much easier for us to see someonfe* rise's mistakes and to learn from them than to make these mistakes ourselves and learn. As you can see I 'have a very loose defini tion of training. Training occurs anytime a person learns. An integrated training pro gram is, I believe, the answer to safety train ing and accident prevention. SAFETY INSPECTIONS OF HIGHWAY MAINTENANCE STORAGE BUILDINGS, SHOPS AND GARAGES By HARVEY M. KUESTER Safety Supvr., Washington State Highway `Commission, Olympia, Wash. It is a tragic statistical fact that every day many industrial plants across this land experience situations winch involve the de struction of human and material resources. It is also a tragic and real fact that public agency operations are not immune from this waste of men and resources. Usually the investigation of the cause reveals a hazard which could have been easily corrected and tiie occurrence prevented if a proper inspec tion of the working environment had been made. For this reason, periodic inspections of highway maintenance storage buildings, shops, and garages are an important phase of any safety or accident prevention pro gram and properly the job of the safety officer. This task cannot be delegated completely 76 Public Employee Section to the foreman, superintendent, or. mainte nance engineer for several reasons: (1) Only the safety officer can approach the ultimate of calling a spade a spade; <2) The safety officer is the only individual on the district or divisional level who is technically qualified to pass judgment on the numerous potential fire and casualty hazards in' these areas; (3) The safety officer has the in terest, the contacts, and the necessary sales ability to sell his findings to top management We all want to enhance the effectiveness of our safety programs by the utilization of sophisticated methods; but when performing these inspections, it is necessary to go back to the basic fundamentals of safety. Cer tainly we cannot- begin to cover every ex posure associated with' our subject nor can we examine corrective measures in depth in this discussion, hut we can alert ourselves to certain categories and exposures within which are the major causes of destruction to property and causes of injury and death. Many forms are used as a guide for mak ing inspections, and procedures, vary, but after 15 years in the fire and casualty in surance field, 1 have found it to be more effective if one approaches a building in spection first from a viewpoint of fire pre vention and then from a casualty hazard viewpoint Common to both approaches is the baric requirement of good housekeeping. Without good housekeeping, very few parts of an establishment can operate in harmony. With good housekeeping, those factors not in har mony can be corrected with little effort because a positive attitude which is charac teristic of good management has already been established. Fire prevention involves not only the pre vention of destruction to physical plants, which in many instances are uninsured, but fire takes lives as well. When conducting a fire inspection the following points should be carefully considered: When it comes to construction, no build ing is fireproof. It may be fire resistant, but not fireproof. All-metal buildings are many times considered fireproof but when subjected to 1^00"F, less than the heat in the tip of a cigarette, steel members col lapse like wet noodles. What causes this collapse is dependent on the fire load; in other- words, heat given off by the amount of flammable material or liquids within the building. Open areas contribute to the rapid spread of flames, while parapeted walls and approved fire floors help greatly to prevent fire spread. The heating plant can be one of the major sources of fires if not properly installed or maintained. Preferably, the heating unit should be installed in a fire resistant room with an approved self-closing firedoor on the opening. Clearances must be checked, storage of other flammable materials within the'fireroom should be discouraged, and a regular maintenance program for the fur nace or boiler should be established. Other types of heaters on the-floor or overhead must also be checked for clearance. Port able, unvented ofl-fired heaters can not only cause fires when operated too closely to fiammables but can also be a real health hazard to employees in the area of operation unless the building is well ventilated with fresh air. The figures which are compiled relating to electrical fires may not be entirely ac curate, but tins hazard nevertheless warrants our respect Good and adequate wiring, whether permanently installed or in the form of extension cords, is a necessity. Adequate feeder service and circuits must be provided and properly fused. Be on the look out for fuses that are hot to the touch, as well as protruding fuses which in most cases indicate a coin has been used as a jumper. Taping circuit breakers is another unpar donable act Many a fire has been caused by a motor which has not been kept clean, or which was not given adequate ventilatioa Com pressors are a good example. ' The use of spring-loaded safety cans for the actual use of highly flammable liquids cannot be overemphasized Proper storage of flammable liquids is-equally important Hori zontal storage of barrels containing lacquer thinner, petroleum naphtha, cleaning sol vents, gasoline, and other highly flammable liquids should be discouraged These barrels . should instead be stored in an.upright po sition and equipped with upright pumps. Insist on approved solvents for parts cleaning, approved oil absorbent and ap^p proved solvents or chemicals for cleaning floors. Butane or propane tanks should never be stored or installed within buildings. 77 1968 National Safety Congress Some older buildings still have inside gas oline pumps. Provisions should be made to protect these pumps from vehicle damage by the installation of barriers. Smoking, which includes the careless dis carding of cigarettes or matches, is a major cause of fires. If No Smoking signs are posted, the rule should be strictly enforced.. This enforcement is especially important around flammable liquid storage areas and inside gasoline pumps. Employee rooms should have steel lockers, steel waste cans, and sand-filled containers for cigarette stubs and matches. Overstaffed furniture should be discouraged. The storage of waste ma terials in all other areas should be accom plished with steel, containers. Fire fighting cannot be overlooked. The first five minutes of any fire are more im portant than the next five hours. For this reason, adequate fire extinguishers for the class of fire exposure anticipated should be provided. Standpipe hoses if provided, should he periodically tested. The telephone number of the local fire department should be posted op or near the telephone. Whether the fire department is local or city, invite the fire fighters to make a familiarization, tour. Last but not least; conduct regular fire drills and building evacuation exercises. Casualty hazards which include industrial injuries are more frequent than fires, and because of this, are not as dramatic. They do, however, receive most of our attention because of the frequency factor. Let's touch on these hazards'and see if we are observing the fundamentals in this part of our opera tion: The importance of good housekeeping has been emphasized. Certainly, this basic factor has no less importance when associated with hazards other than fire hazards. Material handling and storage involves both mechanical and manual lifting. Are mechanical fork lifts equipped with over head guards? Is there an absolute No Riding rule pertaining to the arms of this machine? Mechanical and hydraulic hoists and lifts should be checked for wear and leakage. Be sure auxiliary jacks are provided and used. Manual lifting exposures are almost too numerous to mention, but let's try a few. In the warehouse, check the salt and reflec tive bead sacks to see if they are properly stacked. This includes proper height and stacking with cross-ties. In the Washington State Department of Highways we insist on a SO pound maximum weight for these bags. The lifting of signs must many times be a team effort Shop exposures are many and varied but heavy wheels, especially those with calcium chloride in the tires, can be a bugaboo. Changing plow blades is another. Suffice it to say that additional help or mechanical lifting devices should be utilized whenever possible. Machine guarding is worthless if the guard has. been removed for some reason and not replaced. The exposures in this area are primarily in our shops where there are mechanical hacksaws, lathes, grinders, and portable saws. Stenciled instructions and warnings on machines are very often over looked. Hand tools must fit the job to be per formed. Watching' for mushroomed heads, cracked handles, sharpnessJof tools, files without handles, and guards %ill pay off in fewer hand and eye injuries. Personal protective equipment cannot be utilized by personnel if it is not available or improperly maintained. Eye protection in the form of safety glasses, goggles, and shields is basic. Earmuffs, ear plugs, or mineral cotton should be provided for ear protection Hands require protection with gloves de signed to meet the exposures. Bump caps should be provided for head protection. Respirators for various uses should be sup plied. And, certainly, the wearing of loose clothing should be discouraged and safety shoes encouraged. Proper ventilation at the source of expo sure will eliminate or at least reduce the need for respiratory protective equipment When welding cadmium, lead, or lead-painted materials, local exhaust systems are essential. Engine exhaust hoses of the floor or ceiling type should be an integral part of any shop building. U. L. approved spray paint Booths provide for cleaner working conditions. And last, but not least, the trichloroethylene ex posures in the materials testing laboratory must not under any circumstances be over looked. Slips, trips, and falls are the number one cause of accidents in the Washington State Highway Department Needless to say, many of these occur in the warehouses, shops, and 78 Public Employee Section garages. 02 and grease on floors, the use of sawdust instead of an approved oil ab sorbent, welding cables, manually operated horizontal sliding garage doors, parts of vehicles, etc, are but a few of the causes. It is the duty of the safety officer not only to verbally bring to the attention of the supervisor those hazards which were noted in the survey, but also to prepare a written report of corrective measures to be taken. A copy of this report should go to the division or district engineer. Needless to say, followup procedures must be instituted to assure that all recommendations are completed with in established time limits. These principles, although not new, must be taught and conveyed to employees. It is our duty to make these safe practices an integral part of operations. We must not relax our vigilance or determination by say ing, "It hasn't happened to us, therefore no action is necessary." We must educate and re-educate, inspect and re-inspect if we are to provide a safe and healthful working environment for the employees of our highway departments. t THE TYPES OF UNSAFE ACTS AND HOW TO CONTROL THEM- By RAYMOND *L BUSSEMER Mgy, Education & Training, Insurance Company of North America, Philadelphia, Pa, H While unsafe conditions as well as unsafe acts are responsible for accidents, almost six times as many industrial work accidents are a result of unsafe acts of employees as compared to those paused by unsafe physical conditions in the plant An understanding of how aad why such unsafe acts axe com mitted is essential to the success of any accident centred program. If we review industry's accident experi ence over the years we find that a reduction its accident rate has occurred as a result of advances in engineering and design, im proved physical inspection of facilities, in tensive on-the-job training, comprehensive medical examinations and selective job placement Yet, in spite of these noteworthy efforts a large number of accidents continue to happen each year; Workers who are protected by safety devices remove them or fail to use them. People who are told about hazards seem to ignore the warnings. Well trained workers at times seem to forget what they have learned. It would appear that people wont to hurt themselves or get involved in accidents. Attempting to analyze this behavior from its outward appearance without first understanding human nature (what makes men tick) can lead to only one cooclusioo--mm is on illogical being doing many things without rhyme or reason. and at times it would appear he deliberately attempts to destroy or injure himself. A look at ourselves through die eyes of a psychologist shows that man in relation ship to his environment is seeking con sciously and subconsciously to satisfy certain needs and desires. Needs are those things that his physical body cannot do without, which, if not obtained, will result in rapid deterioration of mind and body. Needs in clude air, water, protection against tempera ture extremes and a feeling of well-being. Desires are those things he thinks he wants which include an abundance of money, fame or notoriety and love or admiration. Failure to achieve a minimum of his desires may eventually have similar deteriorating effects over a period of tine. The method by which man attempts to achieve his needs and desires depends upon instinct, reflex action and learning. Instinc tive and reflex actions are universally com mon to all men. The knee-jerk; reaction of pupil of the eye to light and the startled reaction to explosions are reflex responses. Learned reactions, however, differ so widely as to make each man a complex individual. A learned reaction is one that the individual has found, from experience, will help him 'satisfy a need or desire: Crying as a baby is instinctive, but finding that crying brings 79 1968 National Safety Congress TFi comfort in the way of food or attention is learned. The way in which an individual will learn to satisfy his needs and desires will be in fluenced by his family, friends, neighborhood, race, religion and the overall culture and laws of his society. Acceptable ways of responding may differ greatly from one society or culture to another. Habit patterns. Man encounters thousands of recurring situations every day which re late to the satisfaction of his needs and desires, ' such as putting on his clothes, shaving, operating his car, eating, walking. To attempt to consciously handle each one in detail would tax his mental ability to the point-of collapse. The habit formation proc ess frees man from much of the tedious conscious attention needed to attend to every detail of a situation. Habits, therefore, are easy ways of doing things. If the original response to a situation achieves the desired results <jd is repeated often enough to become a Hroit, it makes little difference whether or not it is an un safe one or one more difficult than necessary. To the individual it becomes the easy way, and he will automatically use the same actions each time the situation arises. It is evident that while growing up many habits are being developed, and whether or not these are good or bad depends upon how we were taught and by whom. A great num ber of our habits are developed from mim icking our parents. One bad habit that is easily acquired by almost everyone is improper lifting, the basic reasons being that lifting an object-- from childhood to adulthood--is'Iooked upon as requiring brawn rather than brains, and in many cases is used by an individual to prove his manliness. When trained in proper lifting methods, weightlifters have been known to lift un believable weights in comparison to their body size, while so-called "musclemen" have suffered serious injury from lifting insignifi cant weights improperly. Considering the depth of training the average driver of a motor vehicle receives to operate a car and .to drive it in traffic, it is no wonder we have so many accidentsand deaths on the highways. Yet, few peo ple admit to having unsafe driving habits. Employees with unsafe work habits must not only be made to recognize that they have them but must be convinced it will pay them to change to a safer -way, for it will require a tremendous effort on the employees' part to make the change, at least until the safe way becomes a habit The breaking of un safe habits in most cases requires assistance and a concentrated program of retraining. Rarely, if ever, do threats of discharge by the boss ever bring about corrective action by -the employee. Continual reminders and repetitions of the safe way will be necessary until the unsafe or inefficient way fades from lack of use and the new way becomes a habit 'Even when the unsafe habit appears to be completely erased, reflex action in moments of stress may cause reversion to the old habit Lack of knowledge and misunderstanding. As an individual goes through life he meets situations not previously met in his experi ence to which he must respond either physi cally or mentally. If he is not told or shown, he will proceed in a trial and error manner to make an appropriate response. In this trial and error process he will usually utilize the previously learned methods and ideas from what might appear to be similar ex periences to solve the problem at hand. It is interesting to note that the first automobile was a replica of a carriage, the first steam boat a mechanized paddle and the forerunner of the rifle, a mechanized bow--the cross bow. Elias Howe in developing the sewing machine met frustration and temporary fail ure by attempting to utilize the needle in its traditional way with the eye of the needle at the top rather than at the point On placing the eye at the point, which was recommended by his wife, he found success, in the perfection of the sewing machine. A new or old employee 'encountering a job situation for the first time will, there fore, if left to his own initiative, make trial and error responses until he eventually ac complishes the task or ends up by causing, injury or damage; Jfl If he succeeds in accomplishing the task' with certain responses, he will consciously repeat the same response when he meets the situation again. If repeated often enough, all or parts of these responses will become habits.' If his original response was a safe, one, he has developed a safe work habit, if 80 Public Employee Section it was not, he has developed an unsafe Work habit which eventually can involve him in an accident If his original response is the-most efficient way to accomplish the task, he will be an efficient worker at the task. If his original response is an inefficient one, he will needlessly waste time or materials every time he does the job. With the tremendous technical advances and the many new fields developing it is impossible for any one man to know all the. "right" ways afjoing things. Yet, people hesitate to adml^fhat they do not know something Jest it be a reflection of their overall ability. How many of us have chased after smoke shifters, buckets of steam, left-handed mon key wrenches and sky-hooks in our early days in industry? One can do some rather foolish things when you do not know, and will not admit you do not know, something about a certain job. Every field, too, has its jargon that is readily understood by those experienced in the field. To those not familiar with the meaning of the terms as used in that trade or indus try the- words may be familiar but the meanings of the words are not as they had learned them previously. For instance, sweat the joint, kill the motor, break the hose, drop the transmission, crack a valve and bleed the brakes may, if taken literally, prove disas trous. It is said that three fourths of the mis takes of man are made' as a result of not knowing what he pretends he knows. Un fortunately, this side of human nature can cause many unnecessary problems and acci dents. Closely akin to "not knowing" is the mis understanding or misinterpretation of what one has been told to do. A major problem in dealing with people has been communica tion and the greatest single reason for poor communication is that meanings are not in the words but within the individual that uses or hears them. For example: "Let him have it" "Turn the right valve." "Tap -the drum." Inflections of the voice, the place, the time and the situation all may have a modi fying effect, on what would appear to be a simple statement Punctuation in written communications allows for difference in in terpretation. Only through good training programs and good supervision can we prevent accidents arising out of lack of knowledge and mis understanding. Unfortunately, some plants' training programs consist of a haphazard passing on of job information to the em ployee by the supervisor or by a fellow employee who takes him in-tow. Under such a system, no two employees receive the same indoctrination. The unsafe acts that are possessed by the instructing employee are usually passed on to the new man. Under such conditions part of the job performance, by necessity, will be trial and error. Such lad: of organized training not only breeds a high probability of accidents but almost insures ineffident and wasteful performances. Incentive io do wrong. While we have seen that unsafe acts can be committed un knowingly we also know that unsafe acts have been knowingly and deliberately com mitted, such as an individual' deliberately passing a stop sign, or exceeding the speed limit, or removing a guard from a press, or not wearing safety goggles in a required area or smoking in a No Smoking zone. Have you ever deliberately violated any safety rule as above? Why? There are a number of situations the em ployee meets each day which will provide an alternative to the known safe way of re sponding to a task. The way that he chooses will depend on which offers the greater in centive. For example, an employee must get a part from a shelf seven feet above the floor. He knows he should use a ladder but the ladder is at the other end of the shop. Near the shelf is a three foot high wooden box. He is tired. He is faced with two responses: stand on the box (which could collapse) or walk to the other end of the shop for the ladder. What if the boss is watching him, and there is a three day layoff for violation of a safety rule? To insure that the employee when faced with such situations wiil choose the safe way, the incentive to do the right thing must be greater than the incentive to do the wrong thing; if not, we should not be surprised to find that the wrong way is chosen. SI 1968 National Safety Congress In many instances, management itself creates strong incentives for doing a job the unsafe way. A few examples are: not pro viding sufficient scrap barrels throughout the plant; using easily removable machine, guards without interlocks to stop the machine if the guard is removed; insisting on unreal istic production schedules; not holding super visors responsible for accidents m their department . The incentive value of objects, situations and activities are not the same for all in dividuals, as each is influenced by his back ground and training. Furthermore,- the incentive value varies at different times with the same individual On the whole, actions done knowingly are not as dangerous as those done unknowingly, for if one recognizes he is taking a chance he attempts to take some safeguards to pro tect himself. A person deliberately running a stop sign or red light will see that there is no traffic coming first (and assure himself that there is no officer at hand). Habit interference. Another, factor growing out of the habit-forming process is respon sible for those unsafe acts that are hard put to explain as anything other than "completely illogical" Habit pattern interference refers to the unpredictable and uncontrollable ac tions produced when the conscious mind is unable to select or maintain the right se quence of actions for the task at hand. Day dreaming, sudden shock, emotional and phy sical upsets can cause the conscious mind to temporarily lose control of habit selection. The wrong habit may be picked for a given situation or parts of the correct habit pat tern may be skipped or repeated. Panic on the one hand and the antics of the so-called absentminded professor on the other illus trate habit pattern interference. To better understand how habit interfer ence works, consider the subconscious mind as a long-playing record and the conscious mind as the playing arm. A selection of music is playing; when someone jars the cabinet, the playing arm will jump the pres ent groove and play another part of the record, interrupting or discontinuing the original selection. A familiar exhibition of habit interference is illustrated by ihe over-sensitive individual, commonly referred to as bong "goosey". If while in the midst.of performing an opera tion he is touched in a particular area, he will react in a rather erratic manner. Any tools he may be holding nay be thrown or dropped and he may jump or swing his arms wildly, -unable to control any of his move ments. While effective supervision, good employee relations, and health and welfare programs can reduce some of the incidents of unsafe acts caused by habit pattern interference, it is impossible to completely eliminate or con trol them by working with the. individual. It is for this reason that guards, protective clothing, and all the physical aspects of the plant and its operations are necessary, even for the most experienced workers. Physical and menial impairments. Unsafe acts committed because of congenital or ac quired disabilities of mind and body can cause accidents. The causes of these accidents cannot be placed in the four areas just described. Poor eyesight, defective hearing, muscular incoordination, physical imbalance, and mental deficiency are all prime examples of subnormal situations that have the poten tial to cause waste and inefficiency which may result in accidents and injury to em ployees. Running a red light, for example, might well be traced to a color-blind driver, and the failure to heed audible -warnings may be caused by impaired hearing of the employee. Some physical or mental impairments, then, that may not be outwardly noticeable, or known even to the individual involved, might well be of great concern to a prospec tive employer. Proneness to committing un safe acts due to these conditions can, in many cases, be determined by pre^hployment physicals,, mental tests, and careful job placement, designed to minimize the ef fect of individual disabilities. Habits, knowledge, incentives, habit inter ference, and physical and mental'.health are the five basic factors influencing the behav ior of man in his environment The logical approach. Understanding how these factors control human behavior, we can see that is h management who is acting illogically. It is they who attempt to attack the problem with generalities instead of specific instructions, reprimands instead of restraint or better incentives, and slogans instead of a safer working environment Platitudes such as "Work Safely" and Public Employee Section "Drive Carefully" can do little or nothing to control the human dement Remedial ac tion, to be effective must be based upon the reason the unsafe act was committed. Was it a lack of knowledge?--teach him the right way. Is it a habit pattern?--help him break it Is there a greater incentive for doing it the wrong way?--change the incentives. Was he crossed up by habit pattern interference? --redesign the protection or restudy the operation. Has he a physical impairment?-- consider examination, treatment, or reassign ment Since the greater part of the industrial accident experience is attributed to unsafe acts, an understanding of the human dement and its control is an essential part of the supervisor's training. Programs that rely on controlling only one aspect of the accident producing prob lem can only do a partial job at best For example, total guarding of machinery will control some accidents in the areas of lack of knowledge, habit, and habit inter ference, but its primary effect is in the area of those acts caused by habit interference.- Enforcement of the rales and incentives and award programs can affect those acts committed deliberately, by providing the ad ditional incentive to do it the right way; but cannot affect those resulting from .lack of knowledge or habit pattern which are done unknowingly or those done through habit interference over' which little control can be exercised. Education and training programs will, of course, handle the lack of knowledge andtraining on the job in addition to forming good initial habits, but will contribute little to incentive or prevent habit interferences. Physical and mental testing and checking on die qualifications of the employee can reduce accidents caused by physical and men tal impairments (detecting -poor eyesight, defective hearing, high blood pressure; etc). Such testing programs cannot; however, bring to $pt all his bad habits or all that he does not know about his job, nor can they eliminate all the unsafe acts, deliberately committed because of the incentives involved. In summaty then, the most effective and efficient program of accident control is one that concerns itself with both the physical and the human elements and, in the area of the human element, considers all five basic reasons for employees committing unsafe acts. The program should be designed to make the employee more receptive to bring trained in safe practices, more willing to try out new ideas, and more favorably inclined to participate in the safety activities. To succeed, it must be based on a plan of action developed from all the available in formation relative to the accident problems of the plant Accident information should be developed through a good physical inspection of the plant and from the plant's past acci dent records. From an analysis of this information, a program can be developed. The necessity of this pre-planning makes the obtaining of accident information of prime consideration. The more accurate the information, the more accurate and successful the program based on this information will be. The question, "Why is there never enough time to do it right, but always enough time to do it again?" is"a Sound philosophy to be remembered and used when initiating an accident control program. It can save a great deal of money, time, and suffering when you are tempted between a haphazard pro gram and a program that accomplishes a goal--eliminating accidents and their causes. 83 1968 National Safety Congress OFF-THE-JOB ACCIDENTS: ARE THERE NO SOLUTIONS? By DR. GORDON D. PRED Gordon Pred Associates, Inc., Cleveland, Ohio . Last year, large suras of money were spent by employers to help reduce the number of industrial accidents. In spite of these ex penditures, on-the-job accidents produced 22 million injuries and 14,200 deaths. Pretty horrible? Try this. At the same time we had some three million accidents producing injuries away from the job. In addition, we had 39,800 deaths. These statistics are for workers only and are for accidents away from the job. I do not pretend to be an expert on the statistics of accidents, but I am convinced that'something must be done to stop the rate at which we are killing ourselves. I am convinced, too, that a new approach must be discovered. Obviously, the present tack is producing very little by way of tangible results. Let's take a rather quick peek at where the experts say these worker off-the-job ac cidents are occurring. Some 24,600 deaths and 900,000 injuries occurred 'with motor vehicles. Another 7,500 deaths and 1,100,000 injuries occurred at home. Other causes of death ia lesser numbers were aviation acci dents,- railway accidents, falls in public places, and firearm incidents. Home accidents kill about half as many workers as on-the-job accidents. The most obvious cost of off-the-job acci dents is in personal suffering and family tragedy. There is, however, a not to be overlooked financial cost This cost is enor mous and many faceted. One of the faces of this cost appears to the family in terms of hospital and/or funeral costs and long term losses of income. Wage losses in 1967 from all types of accidental injuries totalled six billion dollars, of which four-and-a-half billion were off-the-job. Medical expenses for off-the-job amounted to 1.4 billion dollars. Another of the faces of the cost of acci dents stares at the employer in terms of lost production. How much production would have taken place if there were no persons injured off-the-job? There is a national cost, too. Reduced earnings and increased medical expenses have a direct bearing on federal income tax col lections. , In addition, there is a not too subtle loss in gross national product Finally, another cost of accidents can be found in the increased costs of insurance. Even those of us who have no accidents pay an ever increasing premium because of those who do. I fear that the general field of safety is replete with answers to the problem. Un fortunately that problem has yet to be de fined. There is a need for in-depth probing of accident causes rather than overviews of accident statistics. We have been guilty of attempting to cuje accidents by the treatment of accident symptoms -- statistics. This is much like the physician who would treat a tubercular cough with a throat lozenge. The symptomatic cough would be relieved but the patient would die--ever so quietly. Until we understand the root causes of accidents, we will do little but administer cough drops to our accident "tuberculosis." We have approached our workers to be safe away from the job. We have used posters, payroll stuffers, pamphlets and mail ings. Those of us who were unusually bright encouraged our people to be concerned about their families as well as themselves. Some of our literature uses scare tactics. Scare tactics have had no more value in the field of safety than anywhere else--they simply do not work. Cleveland's traffic law violators repeatedly see gruesome films of vehicular tragedies. Victorian England's pickpockets best pickings occurred- at the hangings of pickpockets. Certainly, some more fruitful approach must be sought , Please do not misunderstand me. I do not propose here any sweeping program of correction. I d not say that I even under stand the problem fully. However, I do say that there is-a need for research into causation that will be far more intensive and better coordinated than anything we have 84 Public Employee Section seen to date.. This coordination must come from somewhere and somebody. Responsi bility for the job of research and education for these kinds of accidents must placed. We need to know why men appear to be more vulnerable to fatal accidents than women. Why is. it that home accidents for workers outnumber their work accidents? Is it because of the constant emphasis on safety in the plant? Is it because of safety devices and safety engineering? Is it because the worker knows he can- get hurt on the job but thinks nothing can happen at home? I do not know the answers to these questions, do you? Certainly, we should know the answers. There are areas of attitudina1 reasearch that should be done: If a man works in a relatively safe environment, he is somewhat isolated from accidents; yet, he is very much aware of the potential for accidents. What are his attitudes about safety as he leaves work? He doesn't watch home .accidents often. Does he believe that it "can't happen to me" because he doesn't see home acci dents? Much has been said by psychologists and psychiatrists about those who feel guilt about something, real or imagined, and create, acci dents., at an unconscious leveL The present state of the art is such that some of these persons can be identified and, most impor tantly, helped. Emotions, strong feelings of the moment, influence behavior in a dramatic way. People who are in an emotional state with fear, hate, rage, or even preoccupied, can pay less attention to their surroundings than neces sary and be prone to fall victim to an acci dent All of us have heard the warnings about not driving while drinking. How many of us have been told not to drive or anything else dangerous while emoting? This is a difficult message. Much hard work and re search will be required before the message registers well enough to change behavior enough to reduce accidents. No one is surprised to find drinking and accidents of all kinds intertwined. People won't stop drinking just because they are told drinking increases the possibility of accidents. We've been shouting the message for years but drunken drivers persist Drunk drivers are not alone in their susceptibility to acci dents. Alcohol is a significant cause of home accidents among .young and middleaged adults. We have a job to do. We cannot put all people on the wagon; hence, we must educate people as to the problem of accident proneness of all kinds while drinking. Of course, this educational task goes beyond the drinking problem, it eventually must include all we can find out about accidents, their causes and prevention. This education means more than just telling--it means developing an understanding and a way of behaving based on that understanding. At this point in time, I fear we have more people who are equipped with the language of safely than an understanding of safety. They can quote statistics, play the game of safety_dominoes and recommend safety equip ment, but they do_not truly understand be cause they have been content with informa tion instead of answers. They have confused their own actions with accident prevention. They do not interest themselves in causation and, until they do, there will be no realistic program of accident prevention away from the job as there is on the job. While I cannot support my contention, I suspect that accidents breed accidents. Hav ing had an accident, it is possible that ten sions and fears could lead to further acci dents. Off-the-job accidents' are important matters for employers, not only for their employees, but for their families as well. The worker whose wife or child is hurt cannot be as attentive to his tasks. This might precipitate an accident on his part. How many times have we read of people getting killed in their care on the way home from the funeral of a loved one? The employer who is concerned about offthe-job safety would, do well to include his workers' families in his communications. The families' safety relates closely to the employ ees' safety and to their production. A comment is in order about the growing complexity of the world in which we live. Our homes contain many outlets for elec tricity of enough strength to kill. We have Sundry rooms, bathrooms and kitchens with scalding hot water available at the twist of a' knob. Poisons can be found in several points in most homes. Stoves and irons can sear flesh in a split second. Our automobiles travel at speeds that were unbelievable not too many years ago. Gosing speeds of au tomobiles on our highways can be in' excess 85 1968 National Safety Congress of 150...miles per hour. You and I live in this modem maze of technology with a physiology that suited our forebears well when running was the fastest mode of loco motion and one ate what one caught Even with all these modem dangers in the home, about half of the home fatalities occur in falls on poorly lighted and cluttered stair ways. In recent years, primarily since World War Ij, there has been an emphasis on the tnatirif%Ltht human work place to the hu man beingJMffost of the early work was done in the cockpit of airplanes. Some of this work has been applied to the industrial work place. This endeavor, called human engi neering, needs to be applied to our homes and their appliances and to our autos. Even demography can have its influence on accidents. As the central cities grow larger and less desirable places in which to live, there is a movement to suburbia. This means longer distances to and from work. These distances provide greater exposure to automobile accidents, particularly while enroute home, tired from work. Does this mean moving plants to the suburbs, too? Does it mean better rapid transit systems? Does it mean safer highways? I do not know; however, you safety experts had bet ter find out There is an obvious need to coordinate safety work in a number of disciplines. Some time ago, a bright young safety re porter asked me how I wrxild get workers to listen to the off-the-job safety message. I told him, "I'd hire listeners.*' I believe it is possible to include history of freedom, from accidents along with other hiring data. Freedom from accidents, if it were to be come one of the hiring criteria, could provide some motivation, perhaps. ' All of us wish we could find the one hot button to push to turn off accidents. Unfor tunately, there is none. There are as many different causes for accidents as there are motivators and situations. This does not mean that our job is hopeless or unending. II does mean, however, that the attack .oo the job must be coordinated by those con cerned. It must begin with an understanding of the root causes--that means research. The researchers will come from psychology, med ic toe. sociology, engineering, and the professHm of safety, itaalf. Somehow, in our tude to build a bigger and better new world, we forget it was for people and didn't design it to consider human tolerances and their effects on safety. PROBLEMS OF KEEPING STANDARD SAFETY RECORDS By GERALD L. HUGHES Safety Officer, Philadelphia Police Dept, Philadelphia, Pa. The United States of America Standards Institute and National Safety Council have laid splendid groundwork concerning record keeping guidelines which should be utilized by all police departments. These standards, however, have been established for condi tions far afield from police work. I do not intend to infer in my remarks that they are not excellent standards, but rather intend to discuss some of their most obvious short comings regarding police work. I also have formulated some practical solutions to the problem. I feel that some background'and definition of standards will be most useful in creating a thorough understanding of the subject When I speak of standards I am referring to those published by the USASI. They have been endorsed not only by the National Safety Council and the Federal government but have also been accepted throughout the world. The word standard carries with it nu merous definitions. I prefer the one stating that a standard is, "that which is established by authority, custom, or general consent as a model or example; a criterion, a test; in general, that which is proper and adequate for a given purpose." This definition reveals that a standard is a many faceted word having several meanings and applications. I 86 Public Employee Section intend to refer to the standards concerned keeping. I believe a new classification should with record keeping. be added in the Unsafe Act section in re For example, the IJSASI method of re gards to fleet and fleet operation. The Un cording and measuring work injury expe safe Personal Factor section has limited use rience presents minor problems to police for us. , .organizations, who were not available for Today, the task of accident prevention is advice and counsel when the standards were hampered by a scarcity of statistics having established. This creates a discrepancy .in direct bearing on the issue. This statement meaning between the accident figures com was made by H. W. Heinrich more than piled and published by industry and those twenty-five years ago and is- as applicable of law enforcement agencies. The very na today as it was then. Today, however, the ture of police work creates an unavoidable true causes of accidents are not always indi increase in the tendency toward certain types cated by the published statistics. All too of injury which would be impossible to frequently, the type of accident becomes reduce without a curtailment of necessary confused with the cause classification be service to the community; although this does cause similar wording is used in the defini not change the 'meaning of the standard, it tion of both terms. An example would be does penalize the accident statistics obtained that of the accident cause codes, which are from police sources. actually indicators of the accident types or The obvious conclusion is that, in using agencies involved in the occurrence of acci 4 the standard, the law enforcement groups, dents, rather than listings of the actual with their high inherent hazards, will result causes. in a higher frequency rate than that en The haw and why of accidents is a neces countered in private industry. We must not sity for effective accident prevention. The infer, however, that a penalty is a cause of most recent Accident Prevention Manual for changing a Value of a standard which is the Industrial Operations published by the Na only meaningful method of record keeping tional Safety Council contains an interesting that we have. The combined results of well- chapter concerning accident records anti-in collected data reveals a clear message to all jury rates which states, "Records are the who consult them. Their value is shown in foundation of a scientific approach to acci the fact that one isolated incident or mate dent prevention." The basis for such records ria! drawn from a limited source can create 'should be USASI Z-16.1 Method of Record a misleading picture. ing and Measuring Work Injury Experi It is my opinion that Z-16.1 should be ence, and Z-16.2 Method of Recording Basic adopted by all police departments for the Facts Relating to the Nature and Occurrence sake of standardization. We- should then of Work Injuries. note the problems it presents' in the defini These contain suggested record forms and, tion of work injury and occupational disease in my opinion, are a splendid guide in the and secure rulings from the Interpretation field of industrial operations. We experience Committee, as this will focus attention on not only those operations presented in the our problems. standard but also many unique to the situa Z-162 American recommended practice for tion,, such as those encountered jby men as Compiling Industrial Accident Causes pre signed to duty in helicopters, m the river, sents major problems to all police depart in the subway, and the manv unusual types ments. It should he noted that it was estab of street duty. We operate large fleet of lished primarily for industry, but is of little cars, motorcycles, jeeps, trucks and buses, significant help to our problems. The stand a chemical and ballistics lab, and a K9 unit, ard is presented in five sections. The agency each presenting its own specialized problem. and agency section is of little use except in Therefore, a large police department has cur related machine shops. The Unsafe Me need of specialized standards other than chanical or Physical Condition section is an those found in the present standard guide aid and is applicable to about 50 per cent of lines. .y the accidents we experience. Under the Acci One major objection is that deliberate or dent Type section I have proposed a classi malicious injuries for personal reasons do fication broken into finer detail, which I not count in industry but do count in police believe is more practical for police record work and, therefore, result in a greatly en 87 1968 National Safety Congress larged frequency rate. But more important, Council. I feel that the National Safety if they are not separated statistically, they Council's excellent performance record in cause misleading conclusions when under related fields makes it the ideal organization review. to perform such a task. Even though each I do not intend to imply that the existing standards should be changed, but I do think that a corollary should be formulated to take into consideration the unique problems faced in police work. This would separate the injuries received while making an arrest from those sustained in other accidents be cause, although both may be judged by the police department has its own special- prob lems, our basic areas of difficulty are quite similar and can be readily compared. If our only immediate result is the establishment of a clearing house for the exchange of information concerning our problems through the National Safety Council, we will have taken a major step toward our goal same standard, they necessitate different pre Record keeping in a law enforcement ventive measures, just as a fall suffered in agency poses its own unique problems. My the course of normal activity requires a gathering of safety statistics appears much consideration different from that encountered the same as police work because of the great in the course of police action. Also, many similarity between crime prevention and ac injuries sustained in a riot or other emer cident prevention. Both areas are concerned gency situation, are deliberate and premedi with people and their behavior, yet both lend tated rather than the result of chance. This themselves to statistical predictability. This type of injury accounts for approximately predictability has, in both areas, been our 30 per cent of those reported in Philadelphia greatest aid to prevention. Therefore, all in 1967. Many of these occur in the classes information, no matter how seemingly in I refer'to as resisting arrest, civilian as significant, should be collected in order to saults on an officer, and in certain types of * obtain a complete picture of the overall situ vehicle accidents. These are accidents which ation. The most pertinent.of this information take place in the course of legitimate police should be statistically reduced into report action. This serves not only to classify situ -form so that we can see the increase or ations for accident prevention but also as a decrease in certain areas and take steps to means of reporting situations to command correct the problems.'A third area is .the personnel. problems singled out for special attention; Many times it is necessary to violate those that have shown a marked or danger safety rules in the course of police action, ous increase or that have attracted a special but proper performance of- police duty would attention from higher echelon command be impossible if the rules were strictly ad personnel. hered to. I do not condone this practice, but The Public Employees Section and the as yet we have found no way to give proper USASI should meet for a discussion of police service without violating certain safety police statistics, to clarify the existing stand rules. However, the data we gather may ards and their relationship to the unique iead to this goal. Until that day dawns, the situations encountered in police work. The statistics should be kept separate. I hope existing standards should be carefully re that you will examine my proposed standard viewed to determine their exact application and offer any suggestions for improvement to police work. Working together, I know Possibly USASI may. request a committee we can formulate a safety program which to study the safety problems of police work will not oniy foster cooperation between law as they relate to type and cause. enforcement agencies in this country but Another area which poses a problem is that of the proper communication between* departments for the exchange of meaningful statistics. I hope to aid in the organization of a police division under the Public Em will aid us in the creation of a clear and useful safety program that will not only benefit the member agencies but greatly in crease the efficiency and safety of every American law enforcement officer. ployee's Section of the National Safety Let us all rededicate ourselves to this end. Public Employee Section LET'S LOOK INTO THE FUTURE IN POLICE SAFETY By WALTER T. HAYES Safety Officer, Chicago Police Department, Chicago, 111.; Chairman, Police Div,, Public Employee Section, N.S.C. Police administrators throughout the coun How do we convince them of the need for try have six major areas of responsibility police safety? to cope with: They must be certain that the This question is not difficult its answer streets of their jurisdictions are adequately exists in documentation--documentation to patrolled. They must provide an ample your superiors that a good, aggressive safety amount of traffic regulation. They must program will result1 in more efficient opera provide for the proper follow-up investiga tions in the six major areas of police respon tion of crimes. They must control juvenile sibility, by manpower, equipment, and budg delinquency. They must suppress gambling, etary gains. It will require a little research, prostitution, narcotic and liquor law viola but once this research is completed, I am tions, and organized crime. Lastly, they must sure that a forward-looking police adminis effectively maintain those ancillary police trator will give the go-sign to develop your activities which are necessary to the efficient program. accomplishment of their first five areas of endeavor. Certainly, these six areas of re sponsibility are enough to keep any police administrator occupied, and, perhaps, they spell out why many of them do not give the time and effort required to add a safety program to their already crowded schedules. Identify the problem by an analysis of records and reports. This will point-out the need for a continuing program, and it will provide direction for the major emphasis on the program. For instance, take one vehicular accident in your department and document it welL Consider the cost of repairing or re Because of the universal belief that dan placing the vehicle; the medical costs neces ger and extreme hazard are inherent to police sary to restore the injured officer back to work; there is a preponderance of evidence health; the cost of his salary while con which suggests that safety within policing valescing; the cost that must be paid to the agencies throughout the United States is citizen victim,- if the facts warrant this ac lacking or totally ignored The truth is that tion; and, lastly, add in all the hidden costs many hazards faced by police officers can be and administrative costs. This approach is greatly reduced through development of factual and should convince most progressive proper safety procedures and through train police administrators of the need for a safetv ing in these procedures. program. I think with this reasoning and this evi dence, our position as safety officers is dear! We have before us the task of convincing top police admininstrators of the need for safety within the organizations that we re present, and after we have convinced them of this need, we must set ourselves to the task of developing a safety program to suit our individual department needs. I know from personal experience that this is more easily said than done, and 1 know that many have had the same experience. It is appropriate, then, that we diould ad dress ourselves to these two questions. First, let's lode at the "how" question. How do we sell top management on' police safety? Once the need for a safety program is ac cepted, we must seek the answer to the second question. What program will suit my department's needs? All of us have different problems that require different solutions. There are, however, general principles that apply in developing any safety program, and a look at these is the best approach in an swering our second question. A key beginning is the placing of your safety unit within your organization. It must be placed at a high level, in order to com mand the respect and attention of all mem bers, and its commanding officer must have department-wide responsibilities in conjunc tion with the requisite authority to meet 89 1968 National Safety Congress these responsiKEitks, However, regardless of the organizational position of the safety unit, top management most let it be known that the.safety problem'.is a management prob lem, and that cooperation in the control of accidents is expected from both management and employees as wdL After the safety unit has beet placed within die organizational structure and its commanding officer appointed, a staff most be provided to accomplish the goals of the program. The size of the staff will depend upon : the number of members in the organ ization; the geographic area to be covered; the number of vehicles in the organization; the number of btakfing facilities; and the number of aou-safety functions to be per formed by the safety unit, such as accident claims, warrants for collection, etc. When the size of the safety unit's staff is determined and assigned, the real work be gins--developing the safety program. Let's consider some of the things that should be done: Record Keeping. Every safety program, without exception, must be built on a firm base of statistics derived from a good sys tem of keeping records. Development of a sound record keeping system should be- a "first" on your schedule, with a top priority rating. For without it, yon will not go very far over the long ran. Every effort should be made; initially, to develop the best record keeping system available--even if it takes a year. Not enough emphasis can be placed upon tins area. Good records are the bread and batter winners for any safety man or safety program. Revision of Accident Records. Simulta neous with the development of a good record keeping system, and*just as important, is the revision of accident records. This must be done by incorporating into your reports the type of information that will yield mean ingful statistics for your record keeping sys tem. As with the development of a sound record keeping system, the revision of reports may consume much of your time at the be ginning but, again, it will be time well spent. Not only will tins act as an aid in securing valid information, but it will also force the report-maker to give a concise account of the accident, and avoid the "rosy" version, which occurs so often in a poor reporting system. Object lessons ascertained in accident in vestigations must not be whitewashed, be cause such tactics make a sham of the whole accident reporting process. % Set-up on Adequate Filing System, where by cases and individual histories are readily available. Your file should enable you to identify those employees with an accident problem, so that extra help may be provided. Accident information may be used in training sessions by discussing what can be done to prevent future accidents of a similar nature. Write-up Office Procedures to give your safety program a sense of direction. Have definite goals with action geared toward the attainment hir these goals. Make sure every one in the safety unit knows his job, and knows it well Don't allow your safety pro gram to become a hit or miss affair. Its "how" and "why" must be spelled-ont to those who are involved in its direction. Develop a Safety Review Board with teeth in it If an accident is "preventable," it should he realistically classified as such. Members involved in preventable accidents should he held accountable for these accidents by this board, and they should be disciplined accordingly. Make sure, through a depart ment directive, that the employee is thor oughly familiar with the makeup and pen alties doled-out by the Safety Review Board. Safety Training Program. Maintain a con tinuous safety training program at ail levels within your organization, such as: recruit, in-service, supervisory, roll call, multiple accident employees, and Safety Review Board . referrals. Rolf call safety training within the Chicago Police Department has been most effective. Also, discussing safety before the Superintendent's staff meetings, as well as before the various division staff meetings, generates interest in our safety program. Publish Selected Statistics for command personnel, 'with suggestions as to how cer tain accidents and injuries can be eliminated or reduced. Refer to these statistics at vari ous staff meetings. Emphasize leading acci dent causes, and concentrate on high accident units. Write a Safety Manual for all members, wherein safety guidelines are given which conform to your organization's previously issued directives. Though it is impossible to reduce to writing a standard operating pro cedure for every activity in which a police 90 Public Employee Section officer is involved, guidelines of a general nature can be written for most police activi ties that, when followed and used to form decisions, can materially reduce the hazard to the incident Join Professional Safety Organisations to gather information and exchange ideas. The Chicago Police Department's membership ip the National Safety Council has been most helpful to our safety program. Other organ izations we work very closely with are: the American Red Cross; Greater Chicago Safety Council; Citizens Traffic Safety Board; National Association of Fleet Ad ministrators; and The Chicago Motor Club. Maintain a Field Operation for purposes of safety training, inspections, and accident investigation. Our Communications Center notifies the Safety Section whenever a serious accident occurs. Our field unit meets with commanders, and their accident prob lems are discussed. Any hazards in our buildings or parking lots arc inspected by our field unit, and recommendations for their elimination are forwarded to Hie responsible . party. Secure equipment necessary to run a safety training program. This would include sound and slide projectors, safety films, magnetic board, 35 mm camera, and testing equipment, just to mention a few. Our field unit takes color slides of department aeddents, and these slides are used in our roll call training program. A room used exdusively for safety purposes, preferably located in your training area, would help your safety programs. Publish a Safety Bulletin, or use an estab lished- publication within your organization to get tiie safety message across to all mem bers. We distribute National Safety Coundl safety posters to our 101 units on a bi monthly basis. We use posters that cover all facets of safety, whose themes are applicable to a particular season or occasion (child safety, winter driving, lifting, eye care, etc.). We have our dispatchers issue periodic safety messages to units in the field. Our daily bulletin, weekly training bulletin, and monthly magazine all contain safety informa tion. We have issued driver calculators to all members, with safety messages thereon. Establish a Safety Awards System, where possible for both the individual and the units or groups into which your department is organized. As far as units are concerned, awards received as a result of the unit work ing together as a team will provide the double benefit of both safety and effidency, because one begets the other. Develop a Compulsory Eye-Care Program. Ninety per cent of our actions are based upon visual observations. This fact certainly warrants special attention in the field of safety. All of these stated points will have little value without safety supervision. When safety instructions come from the first-line supervisor to the employees, safety becomes part of the job. However, when these in structions come directly from the Safety Section to the employees, they are considered over and above the job, and to a large de gree optional to take or leave. Officers' ele vated to a supervisory position should be given spedal training in the techniques of supervision, and this training should indude a healthy portion of safety responsibility. A safety program, even though wellplanned, cannot succeed, unless it is firmly established as, a management function, keyed in operating procedures. The safety problem must be given the same kind of attention received by other management problems. The control of aeddents, both injury and non-injury, is good business, and such con sul reflects good management Converse]#, the lack of management support is the reason given by most safety people for failure of their safety programs. When management has a strong desire for safe operations, and gives the problem genuine management at tention and priority, safety comes to life. The reverse will be true where poor man agement attitude prevails. Management-top management--must have strong convictions on the necessity for plac ing safety first, above all other business considerations. They must work at the job of translating and communicating these con victions into policies and actions and ex pressed views, so that the entire organization is aware of safety's fundamental importance within the department Therefore, without proper basic concepts by top management safety objectives will. continued to be construed as misunderstood dreams of the safety officer, having no con nection at all with other operating objectives. No safety program ever amounted to a hill 91 1968 National Safety Congress of beans without strong and continuous man agement participation. What we have talked about thus far is far from complete. It represents a starting point only. The points discussed must be expanded upon and never considered complete Each job and each idea put into action must be constantly analyzed and watched, with a view toward performing it better, in order to have the best overall safety program working for you at all times. Money alone will not buy a good safety record--it takes a lot more than that Good attitudes are a much more important factor in accident prevention, than are safety de vices. I firmly believe that the manner in which an employee is supervised and the ex tent to which he is held accountable for fol lowing sensible behaVior patterns have a direct bearing on his attitude--good or bad When safety policy is left to the employee's' discretion as something optional that he can take or leave, he will have little or no re spect for it and is usually headed for disas ter. I contend that good safety attitudes and the good safety performance that results are primarily .nothing more than the reflection of good management attitude. It is appropriate that safety be considered in every police operation, and it behooves the safety officer to display a keen interest in his specialty as it applies in all matters. If action in your safety program is injuryoriented--an after-the-fact approach, your accident reduction efforts may not be as successful. You can't manage something that has already taken place. There is little doubt that the primary police functions are ad versely affected by all types of accidents, and safety must be recognized as an integral part of any police operation. Without proper planning, predicting, and anticipating with safety in mind, unreasonable manpower and equipment losses are sustained by policing agencies. It is my sincerest hope that what I have said to you will aid in providing a base upon which safety programs can be sold and built to further the cause of accident prevention within your organizations. Much of what I have said has been broad, but when these concepts are related to your own organiza tional needs, in a manner of sound judgment, a specifically worthwhile safety program can evolve. AD safety policies, procedures, and prac tices must be sensible, operable, and perti nent to operating conditions and should be aimed at the control of basic safety hazards. Safety should be the responsibility of all employees. Some of the most costly and annoying accidents do not result in personal injury. These accidents, however, usually bring to light mistakes and inefficiencies that must be corrected to forestall future losses, possibly including injuries. Finally, every person has the obligation of safe-guarding himself, his family,.his fellow workers, the citizenry, and the organization for which he works. As leaders or as workers in safety, we are in unique positions to generate this attitude in people--an attitude which will save lives, maintain whole and healthy bodies, reduce mental anguish, and save millions of dollars. This is certainly a worthwhile goal, and any flunking below these standards is not acceptable in the field of safety. Everybody's life is spent in the pursuit of self-fulfillment, but not everyone reaches his objective. The man or woman-who succeeds is a person who. has realized, in time, that satisfaction does not arise-merely from being good at something but also from being a certain kind of person. Such a person is not content to dedicate his life to small purposes. He has quality in his ambition. He does not strive to amass goods to feed his vanity, but does his best to become somebody who is esteemed. He wishes to be, not merely to ap pear the best, for this is the mark of, quality. The person of quality realizes that there is something beyond success--it is excellence: This excellence was typified in what the goddess Athene said of Ulysses--that in him "deed and word notably marched together to their deliberate end." It is my belief that this excellence can be reached by each member of this group, and by the group as a body, and eventually people iooking-in, at this newly created Police Divi sion, will say: "In them deed and word notably march together to-their deliberate end." 92 Public Employee Section STREET, ROAD AND HIGHWAY DIVISION OPENING REMARKS By RALPH L. ALTHOUSE Persona] Injuries Advisor, Illinois Div. of Highways, Springfield, HL One day I was talking to a person inter ested in starting a new Division of Public Employees. His complaint was that the Na tional Safety Council had nothing on safe operations for his particular activity. My attempt at explaining that the National Safety Council was a sorter, an evaluator, a suggestion box, and a depository for ideas about safety procedures, and not an origi nator of treatises on safety procedures or safety programs, was met with looks of confusion. His disbelief increased as I at tempted to tell him that if he wanted a man ual on starting a safety program in his par ticular field,- he would have to write it in cooperation with others engaged in similar fields. When I started to tell him about the Data Sheet business, he began looking for the man with the net However, I finally persuaded him that I was not yet an escapee from the booby hatch, that Public Employees had some things he wanted, even though there was not an immediate solution to all his problems. How many recall the days when Public Employees held a whole session in Parlor Three? How many recall the days when an entire Public Employees Congress would not have had one session with more people than attended our Executive Meeting this year? George Kuhns and I can recall when 16 was a good number for an entire Congress. This indicates how far -we have gone and how much help the man who was attempting to start a new Division can get from us. He is in a much better position now than we were when Public Employees first began, since many people attending the Congress every year have problems similar to his and have some solution to his problem. At the time I first suggested setting up divisions within the Public Employees there was considerable objection to the idea, on the basis that we would be dividing up Pub lic Employees and, eventually, it would fall apart for want of enough people to support the individual divisions. We know now that this isn't so. We are the Jiving proof that Public Employees has added to its mem bership, rather than dividing the few it had. Knowing this, we are anxious to aid exist ing members in starting new divisions, since each new division in Public Employees will add to the grand total of council member ship and, thereby, increase the pool of ex perience which will aid us in making the world a safer place in which to work. We have three active and viable divisions, even though some of. the chairmen of the new divisions feel they are fighting an uphill battle in endeavoring to get their divisions off to a start They should not feel dis couraged, since each of the three existing divisions now has more people attending meetings than attended all of Public Em ployees a few years back. It is my belief that Public Employees covers enough activities and enough em ployees and employers that with the help the parent organization can give each new division, eventually Public Employees will justify a conference rivaling the present Industrial Conference of the National Safety Council. We should not be discouraged. We are just getting started. 9$ 1968 National Safety Congress EMPLOYEE SAFETY DURING EMERGENCIES By C. !P. FULKERSON Safety Director, Montana State Highway Commission, Helena, Mont The Safety Department of the Montana Highway Commission works on the premise that there is no useful way to separate em ployee safety during emergencies from public safety during the same series of events. We train in one field and keep the other constantly in mind. We also attempt to equip ourselves with and use every facility available to promote safety in both cate gories. Montana is a big state, the fourth largest in the Union, blessed with the widest variety of terrain and a weather cover that is a constant source of amazement over our 147,138 square miles of fiat plains, bad lands, rampaging rivers, and shining mountains. From 1950 to 1965, the',mileage of state highways grew from 8,878 to 11,649 miles. During the same period, hard-surfaced mile age increased from 5,547 to 8,285 miles. The characteristic of vast distances and. restricted population (707,000). make it mandatory that a large network of highways, roads, and streets not only be constructed but main tained to serve the state's transportation needs. . Motorists expect to drive the length of the state without interruption or barricade-- the entire 550 miles of it, no matter what the conditions. They have also come to expect the roads serving the 275 mile width of the state to be open the year 'round for northsouth travel. Thus, maintenance of the roads is of utmost importance. Maintenance re quires the operation of a great variety of vehicles, machines, equipment -- mowers, sweepers, rollers, motor patrols, sanding trucks and snow plows, bush cutters, cat's, trucks of all types. As any safety director knows, training for safety is a process as continuous as washing dishes, in a cafeteria. Instilling safety con cepts in the minds of maintenance (and construction) men is an undertaking that depends heavily on constant effort Our safety department functions in three phases: per sonnel training; equipment upgrading; and extensive use of communications. When new men are hired for the depart ment, they are expected to have chauffeurs licenses. They are then given the National Safety Council defensive driving course. A standard first-aid course is next in line. Fol lowing this, they are assigned to their work areas and will be considered helper-drivers, each working with a seasoned driver or equipment operator. At this point, the new man's on the job training, begins. While aptitudes vary with individuals, naturally, a few student trips with an old hand works wonders in demonstrating proper techniques, speeds, maneuvers, explaining things to avoid, methods of handling the civilian driver be hind and the one ahead. The best equipment operators, experience has shown are those who handle their machines with smoothness and operator consideration. These are also, by and large, the safe operators. Each year the Safety Department conducts a "One Day of Safety" program in all eleven maintenance divisions of the highway plan. During the course of a safety year, field checks or "tailgate" talks are made con tinuously to all divisions, all section-houses, all areas. Safety members talk with crews' on the road, during breaks, during lunch periods, and bring crews up-to-date on new techniques, new methods, new findings, new equipment, new ideas relating to use of flag men, barricades, lights, warning signals, and the like. When safety people discover an unsafe practice demonstrated before them on the open highway, they make an effort to correct it on the spot, promptly, tactfully, but firmly. Emergencies in Montana usually are nature or weather caused -or related. To a certain degree, our people can predict that we will have an "x" number of emergencies during the four seasons of the year. The unknowns, largely, are locations, nature, and extent In winter, we have our just share, of winter storms -- heavy snowfall, drifting snow, ice formations, sleet, snow slides, rock slides, ice jams, restricted visibilities or, for brief periods, none at all, as well as extremely hazardous ice conditions on roadways. Emer gencies can also be instant and unexpected, such as an out-of-control vehicle hurtling down a mountain grade. Workmen have been 94 Public Employee Section raced with such situations, or have come to put up warning signs or signals, remove npon a jackknifed truck-trailer rig and a debris when released or ordered by investi blocked highway situation requiring imme gating patrol personnel, and make repairs to diate and positive actions, not only to protect the roadbed in an effort to keep traffic mov themselves, but to protect the traveling public ing without further interruption. In spring, heavy stream runoffs are en countered. This very often results in road washouts, bridge destruction, flooding. The Treasure State is wealthy in experience with flooding and the destructive quality of floods. Therefore, in a state which is constantly besieged by one emergency after another in seemingly endless progression, safety depart- ment personnel have set up a program of continuous employee training -- in schools, While new construction techniques have on the job, in the field; aided by a contin helped materially in reducing rock slides in uous spot-check activity in the field. The mountainous terrain, these dangerous slides safety department also relies heavily upon still happen in the older cuts through the the almost indispensable Montana Highway mountain passes in the western part of the Commission radio net, which ties the entire state. state into a communications whole. Safety Flash floods have been known to take out sections of roads. Earthquake damage has been extensive in Montana. This earth move ment is pure destruction where highways are involved -- no respecter at all of careful road alignment Almost everyone is familiar with the Quake Lake disaster. Not only did a mountain slide obliterate a road, but almost men in Helena may contact almost imme diately an operator in Cut Bank or Miles City, Baker, or Lima -- days apart in terms of miles. Each one of 11 divisions is staffed with a communications person who, while he or she uses spare time for clerical matters, spends most of the day. manning a radio con sole and battery of teletype machines. <ttt nearly filled a canyon, dammed a river, and required all .new road building activity through the area. Our highway department has photographs of this area showing the ragged end of a highway above a rough dirt wall, and the continuation of the same highway in a serene ribbon of asphalt some twenty feet below. Maintenance men in western Montana are never overly surprised to come across a section of their roadway charge lying curi ously askew at the bottom.of a canyon. Their job is clear-cut and simple; cut and build a new road through'the area, using just about every technique and tool of the modern day roadbuilder as well as the full gamut of safety practice. Emergencies march right on through spring and summer. This season, for example, rains were so heavy in. certain areas of Montana tiiat oiling operations in these areas had to be suspended completely. This radio net is actually the life blood of the safety program in the state. Not only are reports transmitted promptly to headquarters, but remedial' measures may be sent out as needed, when needed. Most mobile equipment in the state is equipped with two-way radio. Each truck has an identifying number and may call in or be called up selectively. By far. the largest use of this radio net is by the su pervisory personnel in coordinating the work' of the far-flung 2,000 man. army. During critical moments, however, radio becomes a life saver not only for our maintenance and supervisory personnel but also for stranded motorists. The Montana Highway Department is re luctant to dose a section of -road for any reason. Nevertheless, during extremely rough winter driving conditions, this closing stint must be done when it is beyond human ability to keep drifting snow from blocking miles of highway. Montana Highway per- Man-caused emergencies happen, too. ' sonnei can almost always point a finger at We're thinking of highway mishaps which the Cut Bank-Browning area of the state, almost always end up with highway blockage, for example, as one of the flagrant winter creating hazardous driving conditions for the drift offenders. Almost no winter goes by motoring public. Gasoline tankers have up without some blockage of this rigorous set on our roads -- some have burned furi ously. Cattle trucks have overtimed with sad but otherwise spectacular results. In all cases, highwaymen must rush to the scene stretch of road. When dosing is considered necessary because driving has become liter ally impossible, one highway plow with two men is sent through the area to check out 95 1968 National Safety Congress the possibility of stranded motorists. The truck is radio-equipped and can summon emergency help not only for any stranded motorist but for themselves if they happen to become stalled in car-height drifts, which are not at all uncommon. Winter maintenance crews afe usually well equipped for the weather in which they work. They start out in the morning with filled thermos bottles of coffee. They carry their lunches and dress to suit conditions and carry extra clothing. It only takes one or two bouts with highly proficient old man Montana Winter to be convinced about the wisdom of dressing for the jobs to be done. Keeping Montana's roads open for winter driving is no small task. Right now, the Butte division estimates it is, going to require at least 4,000 cubic yards of sand to maintain winter driving conditions on the Boulder Hill alone -- a relatively short stretch be tween Butte and Helena. This sand presently is being stockpiled in sand houses and storage areas where it can' be reached quickly' and handily against positively certain needs. The sand also has to be spread when it is needed. Conditions prevailing when spreading is required are seldom the best. An almost impenetrable cloud of blowing show enve lopes either a moving plow or sanding truck. Of course, highway travel comes to a crawl on such days, but danger is there for the unwary. Our operators are Mx-rul)y trained for the operation of cither snow plows nr rotaries. Relatively high sjktiI plowing runs take a remarkable amount of ext>eriri.ice. operating skills, ami training. In mountain ous terrain, this work can le very dangerous to the driver. Sand truck operation also re quires well-trained crews. Operators of both plowing equipment and sanding trucks are instructed to work a planned short stretch o(""highway and then pull out onto the shoulder of the road, in order to permit the passing of following traffic. During such periods of hazardous driving headquarters also fans out to press and radio to those portions of the state re quiring the information, notices to drivers to avoid passing plowing or sanding equipment, because such equipment will pull over reg ularly where possible to permit much simpler, much safer passing. Xn days gone by, the cab-mounted rotating warning light was obstructed by the lifted truck body while sanding, and its effective ness was reduced to zero. Today, we mountthe light on the box itself, permitting the light to raise with the lifted body. Thus, it is always as visible as a light source can be under the driving conditions experienced at the time. Our safety department wants to keep high way equipment as visible as possible at all times. The very paint scheme itself (Mon tana Orange), used on all equipment, is a safety device. It shows up well under all conditions, espebially so during winter "white" conditions. Beyond this, drivers are also required to switch on their headlights whenever their vehicles are in motion. Flashers, rotating lights, warning signs, lighted barricades, well-trained flagmen, are among the safety tools employed religiously by the maintenance crews of our highway department Fluorescent safety vests and redorange safety hard hats are required for onjob personal, wear. Our department is experimenting contin uously with lighting with the development of newer and better lighting systems, es pecially for ice aa^Nuow conditions. Our present system, employs a device similar to the 'flqgt^Sj^ftisi's revolving light, works out qfl^^nSfactorily. Our needs require compriJPKfto a certain ex tent, as does the runway lighting systems of airports. There are lights available today of such high intensity that they can penetrate all but the most dense cloud of fog or blow ing snow conditions. The disadvantage in herent in such high intensity lights is that they also effectively blind drivers during sudden moments of clearing. We cooperate with maintenance crews, shop foremen, engineers, and technicians in the development of new methods of installa tion and mounting. We always try to be aware of all avenues of safety -- instruction, day-to-day work practice, spot checks, equip ment aspects -- so that our men and equip ment and work habits are up to standard in the work and safety climate. New employees of' the Montana Highway Department receive, with their employment paraphernalia, single copies of the Depart ment's Safety Manual. The employee tears out and signs the receipt in the back of this manual as evidence that he has received it It is his personal property. Evidence that 96 Public Employee Section our personnel study this manual and put its precepts into practice comes with the annual records of better-than-average accident loss experience. Figures from our insurance car rier have been more than satisfactory. The philosophy underlying army training is to develop reflexes that operate ahead of conscious thinking or.planning, ahead of fear, ahead of confusion. This is what we at tempt to accomplish in our entire -safety effort: to bring about a condition of pfoper reflex action under emergency or stress situa tions and develop this in the bulk of our employee charges. In practicing this overall safety job, we testify to the effectiveness oLreguIar, routine, continuous, night and daj^day-in-day-out plugging of the all-aspect mesage of safety -- safety in thinking, safety in planning, safety in working, safety in driving. We do this with a relatively small staff, but we do it continuously, statewide. To summarize, our tools consist of train ing, class work and on the job; tailgate checking, day-to-day working with person nel ; communications, using to the utmost the convenience and practicability of a statewide radio network; annual refresher, the conduct of "A Day of Safety" within each of 11 divisions as well as headquarters; innova tions, regular work in the areas of new equipment development and lighting applica tions ; and continuous, effort, a program em bracing "safety every day in some area" on a regularly planned basis. Under this program, emplqyee safety during emergencies is thoroughly, phased-in and goes hand-in-hand with safy considera tions of the traveling public. We riot only think this activity is important -- we find it works! FLEET SAFETT AND FLEET CONTESTS By RICHARD E. WEBB JbSafcrety Director, Nebraska Department of Roads, Lincoln, Neb. The NleebSrasskkaa Department of Roads first entered the National Fleet Safety Contest during the 1964-1965 contest period. At first we were dubious as to what was accepted in the method of reporting, accumulation of vehicle miles, and correct interpretation of reportable and non-reportable accidents. We were fortunate to be able to obtain informa tion and guidance from the Nebraska State Patrol The Nebraska State Patrol has won right out of 14 National Fleet Safety Con tests in which they have participated. There fore, the State Patrol was well qualified to give assistance to the Department of Roads. The normal procedure for reporting acci dents within the Department of Roads prob ably coincides with the reporting policies of other highway departments. All accident re ports, vehicular and personal, are initiated by the supervisor of the employee involved in the accident The reports are forwarded to the division level and in turn are sent to the Lincoln office. The original report and two copies of the vehicular accident are received by this office from the division level The original and one copy of the report are then forwarded" to the department Legal Section. At this point procedure may vary from that followed by other highway departments. The Legal Section of the Nebraska Department' of Roads handles all compensation cases, collection of all properly damage cases, and the settlement of damage claims against the Department One copy is retained in the Safety Director's office for review and any action deemed necessary. It- is at this point that vehicular accidents are classified as cither reportable or non-reportable, for con test purposes. As vehicular accidents are re ceived, a running- total of reportable and non-reportable -accidents for that particular month are tabulated.^ This eliminates the necessity of reviewing`all vehicular accidents for the current reporting month. All mileage tabulations used for contest purposes are received from central account ing. The mileage totals received are divided into three categories: 50000 numbered equip ment, which are passenger cars and station wagons; 40000 numbered equipment, which 1968 National Safety Congress are pickups, carryalls, and light trucks (one ton or less); 20000 numbered equipment, which are all trucks over one ton. For fleet contest purposes, the mileage totals for the 40000 and 20000 series are combined. After the mileage reports are received, the contest report cards, are .completed and forwarded to the Statistics' Division of the National Safety Council. The additional time spent in reviewing and tabulating vehicular. accidents for fleet con test purposes has not proven to be excessive. In fact, it is an extension of the material information already gathered. From our ex perience, time and effortwise, it would ap pear that all highway departments could enter the fleet contest without any additional in conveniences. The Nebraska Department of Roads has been fortunate to place first in the fleet con tests for state highway departments since this group was first established in 1965. During this period, interest in defensive and safe driving seems to have increased. The fact that the Department of Roads has been the recipient of the awards, coupled with participation in the Defensive Driving Course by employees, has helped to create an awareness among personnel as to the dangers involved in everyday driving. More discussions involving driving habits of our personnel and the traveling public have been noted on safety meeting reports from De partment supervisors. * Whether the winning of the awards has helped reduce vehicular accidents, is debat able. The frequency rates and total reportable accidents for the reporting periods from 1965 vary up and down. The frequency rates for the Department of Roads have been: 1965/1966 -- 4.63; 1966/1967 -- 4.39. The total number of reportable accidents for these periods were: 1965/1966 -- 62; 1966/1967 -- 51; 1967/1968 -- 56. , Regardless of the finishing positions of the various highway departments in the fleet contest, it is felt that all participating high way departments profit The comparison with other highway departments and with your own department's record in the preceding years provides a tool to check the progress being made in reduction of vehicular acci dents. Also, it should be emphasized from our experience that participation in the Fleet Safety Contest did not create or add any appreciable amount of work for our office. FLEET SAFETY TRAINING By G. F. KUHNS Safety Supvr., Bureau of Training & Assignment, Illinois Div. of Highways, Springfield, HL Many of us represent highway depart ments which are concerned with the con struction and maintenance of highway sys tems free of hazards; however, many of our activities create hazards to the traveling public which are as great or greater than those we are attempting to remove or correct Many highway departments throughout the nation have the largest vehicle fleets in' their respective states, and the most important in-, gradient, of effective and efficient use of this equipment requires safe-driving skills. It would be nice if there were enough qualified drivers for every motor vehicle fleet and if hiring practices permitted all fleet operators to select only those' drivers who possess a high degree of driving skill; however, the source of skilled drivers in many areas are limited. If such a condition does exist, then consideration must be given to up-grading the driving skills of the best applicants selected. If a draining 'program is comprehensive, even a driver who shows below average skill may gain the. necessary skill for a driving job. The training program should provide the driver with the knowledge needed to do the job, the skill necessary to do it properly, and an appreciation for the importance of the job and the necessity of doing it safely. 98 Public Employee Section Both behind the wheel training- and class room instruction are needed if highly skilled drivers are to be developed. Although be hind the wheel training will require 'con siderable time and personnel, I know of no other way to teach a driver with limited experience, such basics as how to apply trailer brakes properly, how to operate a two-speed axle and, I am sure, some will need to be taught how and when to shift Even if you are fortunate enough to hire highly skilled truck drivers, they may have had no experience in, operating truiks equipped for and engaged in snow removal. We are most fortunate that our first few snows each , year are rather light, and the new operators have an opportunity to get the feel of the equipment before the heavy snows set in; however, it isn't necessary to wait until the snow starts to fall before starting behind the wheel training. At sev eral sites in the Chicago area our main tenance engineers have had wind-rows of cinders placed and, prior to the snow re moval season, new drivers are sent out with snow plows to practice by pushing the cinders with their plows. The most effective classroom training re quires a room which is sound proof, well lighted, and. well ventilated. It should be equipped with tables and comfortable chairs because, if trainees are not comfortable and the environment is not conducive to learning, then a great deal of training effort will be wasted. Also, the training must be tailored to specific needs. Many of us must use the lecture method in our training because we can cover a great deal of material in a short time; however, there is a danger that the lecture can be come monotonous and boring. To guard against this, the instructor must strive to make his lecture interesting by keeping to a few basic points, selecting good examples or anecdotes, and utilizing visual aids. For example, what vehicle movement con tributes to the greatest percentage of acci dents in your fleets? Within our fleet, it is backing. We have prepared a series of slides on "Backing." (Shows slides.--Ed.) Although I suggested that you limit your presentations to a few basic points, be cer tain that you do give enough information on each point FLEET SAFETY By D. F, TURNBULL Engineer of Highway Safety, Florida State Road Department, Tallahassee, Fla. The State Road Department of Florida has been quite happy and proud of the progress we have made. Not only have we had statistics to substantiate a good fleet safety program, but the department has been getting a substantial amount of cash refunds from our insurance carrier. We all know that a fleet safety program has really two objectives. The first is to save lives and re-, duce property damage; the second is to keep the employee from losing time from work as well as losing the use of the equipment We can measure our program, then, in two ways: the cost, of insurance; and accident records of the equipment and time lost by the employee; I would like to go back over 14 years to 1954. In 1954, we had 2,094 pieces of equip ment and registered 200 accidents, or a 9.5 per cent ratio. Put another way, we had 0.85 accident rate per 100,000 miles traveled. They were' both chargeable and. non-chargeable accidents. Our premiums at that time were $86,800 and our losses were $26,900, for a loss ratio of 31 per cent. The bottom seemed to drop out for the next ten years, fly 1963, wc had 3,632 pieces of equipment, 3% accidents, and an accident rate of 1.05. Our premiums were $227,300 and our loss was $250,793, a loss ratio of 110 per cent. In the meant ime, during that ten years, we had gone through 12 insurance carriers, paying a total premium of $1,068,000, with losses of $997,700 and a loss ratio of 92 per cent' Our fleet safety program during this time was a hum-drum sort of thing carried along with other safety programs because it was like motherhood, but nobody was really 99 1968 National Safely Congress interested except the safety administrators. In 1964, -we jptered a new contract with a group of carriers. The contract called for a full pledged fleet safety program, with the insurance carrier assigning an expert full time as a consultant in carrying out this program. In addition to the full-time con sultant, the insurance carriers would periodi cally assign its field employees to review the driving habits of various operators as they handled our equipment on the road. These reports came into the highway department, and action appropriate to the degree of criti cism was taken, short of a penalty without the required due process of a hearing. Since Florida does not have a driver's license re-examination requirement, the Florida State Road Department requires a driving certificate. This certificate is issued periodically, every two years, and operators must pass a written test based on the regular driver's written test With the purchase of 22 ortho-raters and reactor indicators, we are able to give the same visual and reaction tests as required to get a Florida's driver's license. In addition, some people may be re quired to take a road test We have gotten tremendous results from this -- a number of people have been terminated or shifted to other jobs, but at least we know that our drivers are-qualified. Adequate driver's selection standards were established for all new drivers. Our penalty program for chargeable accidents became very strict; however, consideration of no penalty was .given on the first accident, for minor accidents, for our long-time faithful employees, and some other considerations, all judged by a safety committee. We initiated safety awards for individuals, ranging from engraved cigarette lighters and fountain pen and pencil sets, to expensive plaques, to hang in the unit headquarters. We held many driver training conferences with the use of many posters and other fleet safety techni ques. In addition to the insurance company's full-time consultant, we have a director of safety with a staff of five inspectors hand ling our fleet safety program on a statewide basis, along with personnel safety. We asked the various police agencies to vigorously en force traffic laws to those driving road de partment vehicles. Periodically, the governor sends out a safety message to the employees of the highway department, emphasizing safety. A periodic performance report is furnished the department by the insurance carriers, listing accidents, data pertaining to the driver, cost of the accidents, causes of the accidents, eta When a man has an acci dent, the data sheet, in the form, of an IBM report, lists his name for everybody to see. What has all this led to? It led to the point that last year we had 4,275 vehicles, 266 accidents, with.a loss ratio of 41.9 per cent and an accident ratio of 5.4 per cent or an accident rate per 100,000 miles of travel back down to a 0.99. We were quite happy with the result of our safety program, and had just received a $28,000 refund on our $157,000 premium. Would you believe that now, as a result of four severe accidents, wc have a loss ratio of 97 per cent and our premium is going to cost us an additional $80,000, without real izing any of the $28,000 refund? In short, wc are out an additional $108,000. We now have, for the year ending in July, 4,743 pieces of equipment and only had 209 accidents for a 4.4 per cent ratio of accidents. But, as I said, our loss ratio is 97 per cent We must design a special extensive edu cational program to reduce severe accidents. In addition .to our regular program, we have added a defensive driving program. We be lieve that this has brought results. This is in addition to the National Safety. Council D. D. C. We feel that we must remove the leeway on first accidents on our penalty plan, even though this might grab off a member of the higher echelon. We hope to be able to work out an additional reward of time off for safe driving. In addition to the full-time consultant, we are proposing to put on a full-time fleet director. Above all, we are going to institute training courses for our field inspectors. The curriculum will be set by our insurance car riers consultants. Until the severity is re duced, our field men will investigate each accident over X number ol dollars to deter mine the unnecessary damage to the vehicle S&, the property. To determine if it is a cnargeable or non-chargeable ac^dent, in vestigate the previous driving record of the operator and anything else pertinent to the driver and accident in determining the pen alty action to be taken if chargeable. 100 Public Employee Section SAFETY IN AN ALL AMERICA CITY By ABAN F. 1IIEPPEE City Manager, City of Richmond, Va. Last May The Personnel Man, published they do not result .in personal injury. Some-- y the Public Personnel Association, con- thing went wrong. We cannot find the cause sined an article which discussed the lack unless each incident is reported. jf safety training in the public service. Charles J. Setzer, the author, showed at tendance records for the National Safety Council's "Fundamentals of Industrial Safety" courses for a year. He pointed out that industry occupied' 80 per cent of the student seats, while state and local govern ment represented only six per cent of the total enrollment Less than two per cent of the attendance came from city and county governments. And this means records do no good unless they arc used. They must be studied, then acted upon. Are machine accidents primarily tlie result of poor design of the machine? Of inadequate maintenance? Of human fail ure? We attempt to buy sound vehicles. We have, a preventive maintenance schedule for each one. Yet, each year we have an em barrassing number of vehicle accidents. Why? Our experience agrees with national statistics: human failure is the primary cause. The NSC courses and the concept of in More specifically, Richmond employees fail dustrial safety are paying off in Richmond/-. to yield the right of way, and they tailgate. Virginia I shall explain to you how we us& We haven't licked this" problem yet, but we the industrial safety approach and some of know what it is. , tiie results we have had with it Sometimes government people think industry's approach. to a problem will not work for them. We in Richmond know that is not true of acci dent prevention. With some modification of terminology it can be amazingly successful. Over a period of years we noticed that several employees had died while working underground. Two men were caught by a flash flood in a sewer; two firefighters en tered a hole which appeared in a residential area and they didn't come up. Investigation Records Records are the cornerstone of an acci dent prevention program. Because they must be developed before a logical program can begin, we will consider them first of all these deaths showed clearly the need for testing the air before descending below ground, and for the use of life lines when working below the surface. We have put these techniques into practice. Some fourteen years ago, Richmond sur Engineering veyed its experience and discovered its high est accident factors. We tackled them right away. A city-wide committee was formed to assure that every agency approached its major problems with adequate information and good techniques. Industrial engineering related both to work flow and to working conditions is important to safety. We have learned two things about engineering a job: (1) if the employee sees that the work flow is logical he understands it; (2). a logical work flow makes a job Although our organization has changed over the years, we have maintained a reg ular system of reporting. Naturally, we use USA Standard Z16.1 for personal injuries. We feel the need for comparison with other employers outweighs any weaknesses of this particular standard. While ^ome supervisors occasionally forget some portion of the standard, we have found it relatively easy to administer. Vehicle and machine accidents ought also to be included in a reporting system, even if easier to handle, and the worker is apt to use the correct procedures because they make sense to him. We know, too, that environmental condi tions have- a bearing on the prevention of accidents. The size of the work area, ade quate light and. ventilation, and the order liness of the work area are some of these conditions. A surveycr standing in the middle of a narrow bridge is concerned for his life: how can we protect him? Ventilators have been developed for men who work in man- 101 1968 National Safety Congress holes. Even a sewer maintenance man can when he is satisfied that they are suitable do a better job if we let him block off does our purchasing department buy them. enough of the street so that he feels rea Richmond supplies to its employees any sonably secure. type of protective clothing that we believe Then what of the physical condition of is both useful and practical. Our fire chief pur people? Richmond determines the phys says we could completely protect his fire ical requirements of each job and communi fighters, but-they would be so loaded with cates them to our medical examiners. All safety equipment they could not fight a fire. new employees must pass a physical exam We are careful to avoid making protective ination appropriate for their duties before clothing and equipment too burdensome for they go to work. At any time a supervisor the job to be done. questions the physical ability of an employee to continue his duties, he can request and get Employee Interest another physical. We give annual physicals All of the nice atmospheres and safeguards to all police and fire personnel above age 40, in the world will not result in freedom from as well as to certain other categories^of hard accidents if your employees are not interested ' working people. in your program. Somehow, you must make Safeguards it their program. In Richmond crnr first ap proach is to give the employee adequate Another fundamental part of Richmond's training when he first comes to work. We approach to accident prevention is our insist send our safety men to the NSC "Funda ence upon safeguards: both for the worker, mentals" course, for instance. We appeal to and built into equipment Guards have be the common sense of our people when we come a normal part of grinders and saws. explain our way of doing things. Then we As a matter of fact we write our safe show them that we apprq^ywhen they do guarding requirements into every set of spe things correctly. cifications for new equipment A couple of years ago we received a new fire pumper, tested it and rejected it quickly. The gaso line supply was near the water pump, and the heat from the pump actually raised the temperature of the gasoline to the boiling point! Needless to say, we required a relo cation of the gasoline tank. Most employers use some form of tangible incentives, and we do, too. This month our drivers are receiving safe driving awards. Over 400 of them have received 14-year cards -- the highest we have attained. Spe cial gifts have gone to those completing 10 years with no chargeable accidents. Our public works department completed Last year, we received a small fleet of 1,500,000 man hours without a disabling in loadpackers. The manufacturer had located jury last August In addition to commenda the controls of the packing mechanism in tion of the department by the National Safety side the cab, contrary to our specifications. Council and others, each employee received After some negotiation, the manufacturer a pin recognizing his contribution to `.this agreed to pay for local conversion of these record. Some agencies have a picnic; others controls. We require them at the back of have contests, or celebrate a goal with coffee the truck, because the men who load it know and cake. when they arc ready, and they start the process. In another case, a stairway was built into a new sewage treatment facility. Employees had been using it for some time before the safety man came. through. He noticed that it lacked a hand raiL We had overlooked this item in the plans and in our inspections during construction. The rail is there now, however. How many of you use "table teasers" in your cafeteria or in public waiting areas? Do you use posters and change them fre quently? How well do you use your employee newspaper, or payroll inserts? We have found "pop" posters useful on doors, file cabinets, and stairs. We have found that employees become enthusiastic about accident prevention if In addition to physical guards, we protect they have some influence upon it They like our employees with safe equipment. Our safety committee assignments, and they like safety administrator reviews all requests to make suggestions when the suggestions are for metal ladders, weed killers, etc. Only used. We have discovered,- however, that we 102 Public Employee Section must explain why if we are unable to use a suggestion, and it better be a good reason! Save by Spending The City of Richmond has proven that we can save money if we are willing to spend a little for safety. Our public utility has received awards from both the American Gas Association and the American Water Works Association for its outstanding .safety achievements. Through, a concerted effort and the annual expenditure of one dollar per employee, .our public utility gradually re duced its injury frequency from 44.00, until last year it reached 0.91. Their expenditures for personal injuries have been reduced from $288 to one dollar per capita. We believe, too, that the time has come for us to give full-time direction to acci dent prevention. Last week our first full time safety administrator reported for work. .One of his first assignments was to attend the National Safety Congress. We believe the addition of this position in our budget will allow us to save several times its an nual cost If this is true, Richmond's govern ment will be able to put more public funds into services and less into overhead.. Reduce Suffering The guiding force pf a good accident pre vention plan must be the avoidance of human suffering. Fortunately, someone came up with the idea of workmen's compensation nearly 60 years ago, and employers were forced to think of their employees as human brings. They found that it paid off. In Richmond, when an employee is injured we give him the best medical attention available. We in sist that he stay home until our doctor thinks he can resume work, and we. continue his pay while he cannot work. We feel that we can contribute m these ways to a happier life for him. Richmond is trying to reduce costs and suffering in our public employment We are having some success. In the next two years, we are going to have greater success. You, too, can succeed with a methodical and posi tive approach to your safety, problems. Try it It works. HIGHWAY SAFETY: TODAY AND TOMORROW By BRADFORD M. CRITTENDEN Director, Highway Safety Programs Service, National Highway Safety Bureau, U, S. Dept of Transportation, Washington, D. C. We can understand, better where we are today, and the directions in which we must move tomorrow, if .we take a hard look at yesterday and face up to some of our critical failures of the past As the inscription on a pedestal of the National Archives Building in' Washington reads: "What is past is pro logue." The first and most pervasive failure has been a failure of concept, which led us to define the highway crash problem too nar rowly. The highway system is made up of three elements: the driver (and other high way users); the vehicle and its load; and the highway and its appurtenances. This being the case, we reasoned, with some logic, all crashes must be due to failure of the driver,.the vehicle and its cargo,, the roadway, or to a combination of failures in these elements. All right so far, you will say, and a, fairly useful concept. But then we reasoned -- and here is where we strayed -- obviously, all highway safety measures must be directed to improving the perform ance of the drivers, vehicles and their cargo, or the roads if we are to reduce accidents. The concept here failed us in at least two respects. First, it limited our approach to the prevention of crashes rather than to the prevention oLdfeth and injury, which must be our priadB^oncero. When it was shown that many^Bf.not most, highway crashes could be remtered relatively harmless by feasible changes in the vehicle, the arena for constructive action to reduce highway deaths was vastly expanded. But the new concept is slow in gaining acceptance: witness the failure of so many to use seat belts and upper torso restraints. 103 1968 National Safely Congress A second respect in which the old concept was inadequate was that it restricted our thinking too narrowly to the highway system and its basic elements. It may sound like heresy, but I for one have lamented the decline in passenger rail service in the United States and have viewed with dismay the decline of mass transit in our- metropolitan centers. I even confess to a secret satisfaction that cable cars still operate in San Francisco, and to a certain nostalgia' for the passenger ferries that used to ply San Francisco Bay. But regardless of personal views, there can be no doubt that a substantial part of the explanation for the annual highway death toll lies in our failure as a nation to develop an integrated national transportation system -- a system providing optimum utilization of existing modes of transportation, plus the rapid development of additional new modes -- in brief, the mission of the newly created U. S. Department of Transportation. I might continue for sometime to discuss additional factors in the highway death toll not directly attributable to the vehicle, road way, or driver as such, but let me mention only one more. Dr. William Haddon, Jr., Director of the National Highway Safety Bureau, has pointed out that even under condition of jungle warfare members of our armed forces receive swifter and better emergency care, transportation, and definitive medical treatment than do victims of traffic accidents here at home. Literally thousands of crash victims die needlessly each year because of deficiencies in our emergency re sponse systems. Although it will take some time for the states and communities to cor rect the situation, wc now have a national standard for emergency medical services. Still under the heading of failures of yes terday which brought us to our present criti cal situation, let me say something about highways. It has often been said that the United States has the finest highway system in the world. To this I would reply, yes, but no other nation relies on highway transportation to the extent we do, and if anyone doubts the truth of my assertion that,even the best parts of our best-of-all highway system are far from good enough, I would suggest a careful reading of recent testimony submitted to the Special Subcommittee on- the Federal- Aid Highway Program of the House Com mittee on Public Works. Let me outline basic reasons why the high way contributes to the annual death tolL In doing so, I will take the position that much of the nation's street and road mileage, con sidering the use to which it is put, remains in a very primitive state. By 1900, when automobiles were still a novelty, over two million miles of rural roads , were already in use in the United States. Many of these roads followed animal trails and Indian paths. By 1921, the rural road mileage had increased to nearly three million miles' and motor .vehicle registrations had risen from 8,000 in 1900 to more than nine million in 1921. Today, rural mileage is only slightly over three million miles. Thus, two-thirds of it predates the automobile, and nearly all of the remaining one-third was laid out in the early years of the motor vehicle -- prior to the introduction of the 1921 model motor cars. As a matter of fact, since 1916, when Federal-aid for highways was first author ized, only about 700 thousand miles of new highways have been constructed, bringing our present total mileage, both rural and urban, to 3.7 million miles of roads and streets of all kinds. Most of the investment in highways during this period has been committed, not to new routes, but to improvements of an existing system. In other words, the joint effort by the Federal and state governments has been directed largely toward improving -- in terms of capacity, utility and safety -- the basic network that wc have had since horse and buggy days. Quite understandably, in the early years when virtually all of our rural mileage was originally laid out .and constructed, road builders generally followed lines of least resistance. Part of the resistance, of course, was land topography, which they disturbed as little as possible, thus accounting in part for the numerous and often abrupt vertical and horizontal curves still characteristic Of much rural mileage. But, perhaps even more important than topography, cost considerations influenced right-pf^way acquisition and highway geo metries. The quality of foundations, avail ability of materials, the type of traffic and traffic volumes expected are some of the 104 Public Employee Section factors which have important bearings on the to show that a major part of our problem design, the construction, and the cost of the has been due to the explosive growth in the highway. number and use of motor vehicles and the Viewed from some distance, perhaps the attendant lag in the development of adequate most conspicuous change in the nation's facilities on which to operate them safely.' road system since the invention of the auto Now, what about- today and tomorrow? mobile has been the surfacing of streets and roads originally laid out for horse-drawn vehicles. At the turn of the century, less than seven per cent of the rural roads were sur faced ; today about 75 per cent are surfaced. The great challenge in highway and traffic engineering lies in adapting existing roads and streets to present day needs, and here I would mention the spot improvement pro gram which was begun in 1964 and t^bich The highways in the rural and unsettled continues to gather momentum. Directed to portions of the nation have been the one traffic engineering improvement of high acci relatively lasting element of the highway dent locations, 11,000 such safety projects safety matrix. They have served the public- have now been programmed or completed at twenty-four hours a day every day of each a cost of '$872 million. A recent nationwide year. Although there arc obvious advantages inventory shows 20,600 high accident loca in this arrangement, there are also some dis tions which are proposed to be corrected at advantages. For example, highway hazards a total cost exceeding two billion dollars. that arc built-in, without sufficient application of human engineering principles, endure in their effect as rigidly as those geometric features which are found to sustain safety. Will spot improvements reduce accidents? Let me cite some recent facts from one state which has had a well-established system of accident location surveillance^nd follow-up, Thus far I have considered only our three resulting in considerable savings in lives, million miles of rural highways. When we injuries, and property damage. Projects ini turn to the nation's additional half-million tiated under the program were each under miles or so of urban streets, the outlook is $50,000 in cost, and many were less than even bleaker. Much of this mileage also $1,500. In fact, projects in the $1,500 range predates the automobile, and here it is even seemed to have the more desirable cost/bene-f more difficult and expensive to adapt the fit ratio. streets to the requirements of today's vehi cles and drivers. Complicating the urban traffic problem has been the explosive -- and generally unplanned -- growth of the sub urbs. Improvements ranged from simple chan nelization, delineation, traffic signals, lighting, guard rails, all carried out on low volume roads. I , would like to quote some of the findings from a one-year before and after In summary then, from 8,000 vehicles in - study on 221 traffic safety projects: total 1900, we now have some 97 million whichJLaccidents reduced by 23 per cent; fatal acd are driven nearly one thousand billion miledesnts---r-edj--ucedj by c53i-p-e--r--c--e-nt; fatalities re per year by more than 102 million drivers. duced by 62 per cent; injury accidents re When one considers the astronomical num ber of possible conflicts in a movement of the magnitude I have described, it mush be apparent that the majority of drivers -- most of the time -- are doing a magnificent job of avoiding serious injury. Their per formance is all the more remarkable in view duced by 25 per cent; property damage only accidents reduced by 21 per cent. Overall, the benefit/cost ratio for all projects in the study was 0.78; in other words, the benefits received from the improvements exceeded three-fourths of the total cost in the first year of use. In less than two years the of the possibilities for vehicle failure, the projects will have paid for themselves. lack of uniform regulations, the bewildering array of non-standard signs, signals, and highway markings, and the built-in booby traps remaining in much of the nation's road and street mileage.. Other programs, including the TOPICS program directed to improving the safety and capacity of urban arterials, and the joint development concept for design and location of urban freeways have, been launched and If I have painted a rather dismal picture will greatly modify our traffic environment up to this point, I have done so deliberately for the better. 105 1968 National Safety Congress But highways are only a part of the total traffic environment and here I would like to tnegj&n the Federal safety legislation of 19otT The National Traffic and Motor Ve hicle Safety Act reflected a perhaps belated, but rapidly burgeoning awareness, that the motor vehicle itself is a most important ele ment in our highway traffic environment, and that modifications in vehicle design offered a potential payoff -- in terms of injury reduc tion and lives saved -- at least as great as that possible through modifications in the roadway. Specific consumer information should be made available concerning safety character istics . of competing makes and models. To date, the Bureau has awarded a total of 106 research contracts totalling f14 million. One of these, involving the Bureau and the New York State Department of Motor Vehicles, calls for a study of the crash experience of at least 27 makes of passenger cars. Actual crashes will be analyzed to provide data on the relationship of vehicle design variables to the frequency and severity of crashes and injuries. Pursuant to the Highway Safety Act of 1966, a total of 13 standards for highway safety programs conducted by the states have been promulgated by the Secretary of Trans portation. Standards cover Periodic Motor Vehicle Inspection, Motor Vehicle Registra tion, Motorcycle Safety, Driver Education, Driver Licensing, Codes and Laws, Traffic Courts, Alcohol in Relation to Highway Safety, Identification and Surveillance of Accident Locations, Traffic Records, Emer gency Medical Services, Highway Design, Construction and Maintenance, and Traffic Control Devices. Standards covering three additional areas are now under review: Police Traffic Services; Pedestrian Safety; and Accident Cleanup, As of September 30, a total of $30.7 mil lion in Federal-aid matching funds had been made available for approved projects meeting standards in the SO states, Puerto Rico, and the District of Columbia. Additional Federal- aid totaling some $8 million for pending projects is being processed. As of this date, a total of 22 initial and revised motor vehicle safety standards are now in effect, incorporating well over 100 specific safety requirements. In addition there are -- in various steps of the legal process required -- a total of 23 amendments to existing standards and 24 proposed new standards. . Without detailing specific safety require ments, preliminary studies by the Bureau in dicate that we can eventually expect to drive vehicles far more forgiving of driver error -- to enable us better to avoid crashes in the first place -- and which will be crash proof at speeds most conducive.to crashes. Time will permit only limited discussion of highway safety standards, but there are several which I would like to expand on briefly. In the Highway Safety Act of 1968, driver education was singled out by Congress as an area requiring special consideration -- re flecting an altogether proper concern for the safety of our youth and an awareness of their higher accident rates. Broadly stated, the assumption of driver education is that by skilled training, infor mation exchange, and inculcation of safety values, the attitudes and performance of the driver trainee will be favorably influenced. Such influence will lead to fewer accidents, violations, and anti-social driving behavior. While efforts have been made to evaluate the effectiveness of driver-training courses, and although some question the design, or the controls, or the lack of statistical treatment in these studies, the contention that driver education will help the driver make safer use of his vehicle is entirely plausible. The practical course available to us is to turnattention to the development of improved instructional programs and, more fundamen tally, on driving behavior itself. The use of alcohol has long been recog nized as an important factor in fatal and serious injury automobile collisions. Not generally understood, however, is the -fact that the alcoholic, to a greater extent than the social - drinker, constitutes a major part to the relationship of alcohol to vehicular death and injury. Nonetheless, both the social drinker and alcoholic^are involved in the tragic violence on the Wghway. A study by the California State Department of Health recently disclosed that 650,000 persons with alcoholism are among the 10 million licensed drivers of the state. Even more disturbing is the study finding that alcoholics, though representing 6.5 per cent of the driver popu lation, account for 10.4 per cent of the total mileage. 306 1968 National Safety Congress But highways are only a part of the total traffic environment and here I would like to tnegj&n the Federal safety legislation of 19otT The National Traffic and Motor Ve hicle Safety Act reflected a perhaps belated, but rapidly burgeoning awareness, that the motor vehicle itself is a most important ele ment in our highway traffic environment, and that modifications in vehicle design offered a potential payoff -- in terms of injury reduc tion and lives saved -- at least as great as that possible through modifications in the roadway. Specific consumer information should be made available concerning safety character istics . of competing makes and models. To date, the Bureau has awarded a total of 106 research contracts totalling f14 million. One of these, involving the Bureau and the New York State Department of Motor Vehicles, calls for a study of the crash experience of at least 27 makes of passenger cars. Actual crashes will be analyzed to provide data on the relationship of vehicle design variables to the frequency and severity of crashes and injuries. Pursuant to the Highway Safety Act of 1966, a total of 13 standards for highway safety programs conducted by the states have been promulgated by the Secretary of Trans portation. Standards cover Periodic Motor Vehicle Inspection, Motor Vehicle Registra tion, Motorcycle Safety, Driver Education, Driver Licensing, Codes and Laws, Traffic Courts, Alcohol in Relation to Highway Safety, Identification and Surveillance of Accident Locations, Traffic Records, Emer gency Medical Services, Highway Design, Construction and Maintenance, and Traffic Control Devices. Standards covering three additional areas are now under review: Police Traffic Services; Pedestrian Safety; and Accident Cleanup, As of September 30, a total of $30.7 mil lion in Federal-aid matching funds had been made available for approved projects meeting standards in the SO states, Puerto Rico, and the District of Columbia. Additional Federal- aid totaling some $8 million for pending projects is being processed. As of this date, a total of 22 initial and revised motor vehicle safety standards are now in effect, incorporating well over 100 specific safety requirements. In addition there are -- in various steps of the legal process required -- a total of 23 amendments to existing standards and 24 proposed new standards. . Without detailing specific safety require ments, preliminary studies by the Bureau in dicate that we can eventually expect to drive vehicles far more forgiving of driver error -- to enable us better to avoid crashes in the first place -- and which will be crash proof at speeds most conducive.to crashes. Time will permit only limited discussion of highway safety standards, but there are several which I would like to expand on briefly. In the Highway Safety Act of 1968, driver education was singled out by Congress as an area requiring special consideration -- re flecting an altogether proper concern for the safety of our youth and an awareness of their higher accident rates. Broadly stated, the assumption of driver education is that by skilled training, infor mation exchange, and inculcation of safety values, the attitudes and performance of the driver trainee will be favorably influenced. Such influence will lead to fewer accidents, violations, and anti-social driving behavior. While efforts have been made to evaluate the effectiveness of driver-training courses, and although some question the design, or the controls, or the lack of statistical treatment in these studies, the contention that driver education will help the driver make safer use of his vehicle is entirely plausible. The practical course available to us is to turnattention to the development of improved instructional programs and, more fundamen tally, on driving behavior itself. The use of alcohol has long been recog nized as an important factor in fatal and serious injury automobile collisions. Not generally understood, however, is the -fact that the alcoholic, to a greater extent than the social - drinker, constitutes a major part to the relationship of alcohol to vehicular death and injury. Nonetheless, both the social drinker and alcoholic^are involved in the tragic violence on the Wghway. A study by the California State Department of Health recently disclosed that 650,000 persons with alcoholism are among the 10 million licensed drivers of the state. Even more disturbing is the study finding that alcoholics, though representing 6.5 per cent of the driver popu lation, account for 10.4 per cent of the total mileage. 306 OFFICERS OF THE > . CONSTRUCTION SECTION'' NATIONAL SAFETY COUNCIL 1968-69 General Chairman--Wm. G. Bryson, Assist to Dir. of Construction, Office of Engineering, Design & Construction, Tennessee Valley Authority, Knoxville, Tam. Vice-General Chatman--Joseph F. Huntman, Construction Specialist, Employers Mutuals of Wausau, -River Forest, 111. General Secretary--Beenxe M. Enfield, Safety & Training Dir., Chicago Bridge & Iron Co, Oak Brook, ILL Assistant General Secretary--Fred A. Hornsby, Jr., Product line Manager, Mine Safety Appliances Co., Pittsburgh, Pa. Building Division--Bronson A. Cole (Chairman), Safety Engineer, Engineering & Con struction Div, Koppers Co., Ino, Pittsburgh, Pa.; Ralph W. Armstrong (Vice Chair man), Supervising Engineer, Engineering Div., The Travelers Insurance Co, Hartford, Adams, Safety Engineer, Miller Davis Co, Melrose Park, EL; John D. Supervising _ e & Ca, Chicago, HL; Charles W. Borden, Jr, Corp^Bhago^ffl^-HesiY V. Casvell, Safety Director & In- C Bede Company, Dallas, Tex.; Paul H. Connelley, United (of ten & Joiners of America, Washington, D. G; *Frederick H. Fire Prevention Dept, American Mutual Insurance Alliance, Chi- IIL X WV***** (t Hargreaves, Safety Director, Frnin-Cblnon Contracting Co., St F. Huber, Safety Director, Beacon Construction Co., Boston, Mass.; 'loMorr j.\ Hvwnt, jafety Director, Associated General Contractors of Greater Mil- atikee, Wis.; FtoeaiCK M. Liviijcston,' Jr, Safety Director, Turner Con- New York, NT. Y.; Robert D. McCall, Manager of Accident Prevention, Constromon Industry Advancement Program, Pittsburgh, Pa.; Hugh J. McRae, AsstSSesy, Building Construction Employers' Asstl, Chicago, ID.; George A. Moore,'Pres., George A. Moore & Associates, Inc, Portland, Ore.; Ralph Noes, Safety Engineer, John A. Volpe Construction Co., Malden, Mass.; Francis L. Otto, Construc tion Specialist, Office of Occupational Safety, Bureau of Labor Standards, U. S. De partment of Labor, Washington, D. G; Alfred L, Perdu Jb, Safety Dir., Perini Corp., Framingham, Mass.; Richard E. Sckroeder, Director, Home Office Engineering Services, American Mutual liability Insurance Co, Wakefield, Mass.; Donald W. Stilwell, Jr, Safety Supervisor, The Cecot Corp, Chicago, I1L; Gene Washerman, Safety Director, Wexler Construction Company, Inc., Newton Highlands, Mass.; `Robert A. Wendell, Chief, Safety Office, U. S. Army Engineer Division, South Atlantic, Atlanta, Ga.; Jack Wilkinson, Director, Education, Welfare .& Safety, Laborers' International Union of North America--AFL-CIO, Washington, D. G; Allen C. Wolf, Supt, Engineering Dep, Aetna Life .and Casualty Ca, Hartford, Conn.; Erwin N. Zener, Project Manager, George B. H. Macomber Co. (Allston Station), Boston, Mass. Heavy Division--Dan C Christie (Chairman), President,.The Christie Co., Sacramento, Calif.; James R. Milor (Vice Chairman), Safety Manager, EL K. Ferguson Co, Cleve land, Ohio; `George E. Asq, Safety Engineer, United Engineers and Constructors, Inc., Philadelphia, Pa.; J. A. Barton, Jr, Asst Safety Supv, Bechtel Corp., Sah Francisco, Calif.; Carlyle F. Bunn, Chief, Safety Branch, U.S. Army Engineer'District Kansas 108 City,-Kansas City, Mo.; Feed S. Cameron, Safety Supervisor,- Ebasco'Services, Inc, New- York, N. Y.; Jack Chambers, A1 Johnson Construction Co, Minneapolis, Minn.; Wayne - L. Christensen, Safety Dir., The Rust Engineering Co, Pittsburgh, Pa.; Jack R. Duncan, Director of Industrial Relations, Tanner Bros. Contracting Co., Phoenix, Ariz; G. M. DuWors, Safety Supv., Stone & Webster Engineering Corp, Boston, Mass.; W. E. Hargrove, Safety Engr., Tennessee Valley Authority, Chatta nooga, Tenn.; W. M.-Hoxie, Chief, Safety Office, U.S. Army Engineer Div, New England, Waltham, Mass.; Clayton C. Kilpatrick, Safety Engineering Supervisor, Port of -New York Authority, World Trade Center, New York, N. Y.; A. R. Klashax, Manager of Safety, Hunkm-Ccmkey Construction Co., Cleveland, Ohio; Howard S. Latham, Chief Safety. Engineer, Bureau of Reclamation, Denver, Colo.; T-. S. McIntosh, Senior Accident Prevention Officer, Design & Construction, The HydroElectric Power Comm, of Ont, Toronto, Qnt; Dale Marr, Vice Pres., Safety Director, Operating Engrs, Local Union 3, San Francisco, Calif.; Robert J. Massman, Safety Engineer, Massman Construction Co., Kansas City, Mo.; C Russell Mattson, Manager, Accident Prevention, Dravo Corporation--Neville Island, Pittsburgh, Pa.; William B. Murphy, Chief Safety Office, Chief of Engineers, Department of the Army, Gravelly Point, Washington, D. C.; J. R. O'Neill, Safety Supvr, The Fluor Corp. Ltd., Los Angeles, Calif.; Eric L. Pedley, Pedley-Knowies & Co., San - Francisco, Calif.; Cluff A. Peterson, Director of Safety, Vinnell Corp, Alhambra, Calif.; Robert L. Peterson, Engineering and Safety Dept, American Insurance Assn, New York, N. Y.; Frank Roberts, Industrial Relations Manager, Dravo Corp, Belle vue, Wash.; Arthur L. Schkuhl, Director, Safety and Training Division, Thajl Associated General Contractors of America, Inc, Washington, D. C; Thomas J. ..Seymour, Safety Engineer, Tennessee Valley Authority, Div. of Construction, Knox" viile, Tenn.; Vernon A. Strahm, Safety Dir, UrS. Army Mobility Equip. Command, St Louis, Mo.; Lee D. Tracy, Director,. Loss Control, Ingram Corp, New Orleans, _.-La.; Jacob J. Veatch, Chief, Safety Office, U.S. Army Engineers Division, Missouri River, Omaha, Neb.; O. C Wakefield, Chief, Safety Office, St Paul District, Corps of Engineers, U.S. Army, St Paul, Minn.; *Earl W. Wheeler, Safety.Engineer, Dept of the Navy, Hdqrs. Naval Material Command, Washington, D. C; Kenneth A. White, Chief, Safety Office, Chicago District Corps of Engineers, Chicago, 111-; Jerome J. Williams, Director of Safety, Morrison-Krradsen Co., Inc, Boise, Idaho; James R. York, Safety Engineer, Garden B. Hall, Inc, Danville, Calif. Highway Division--Donald W. Dodson (Chairman), Manager, Engineering Dept, Aetna Casualty & Surety Co., Chicago, III; Eugene W. Robbins (Vice Chairman),- Man aging Director, Contractors Division, American Road Builders' Association, Wash ington, D. C.; Raymond R. Crowe, Director of Safety, Western Pennsylvania Heavy & Highway Construction Industry Advancement Program Fund,' Pittsburgh, Pa.; J. Montgomery Farrar, Director of Education & Training, Virginia Road Builders Assn., Richmond, Va.; Leonard Freed, Ohio Contractors Assn, Columbus, Ohio; Dave Gabrielson, Safety Director, Johnson Bros. Constructors, Inc, Litchfield, Mbm.; Philip A. Havey, Supt, Home Office Engineering, The Hartford Insurance Group, Hartford, Conn.; Bernard P. Landry, Dept of Transportation, Federal Highway Administration, Occupational Safety Branch, Washington, D. C; H. T. Larmore, Mgr., Performance Standards Administration, Construction Industry Mfgs. Assn, Milwaukee, Wis.; Dale R. Medsker, Dale Medsker & Associates, Inc, Atlanta, Ga.; Warren R. Mendel, Engineering and Grading Contractors Assn. of California, Los Angeles, Calif.; Charles - R. Nelson, Safety Engr, Ins. Mgr, Warren- Bros. Co, Cambridge, Mass.; Roy H. Olson, Safety Engineering Consultant, Michigan Mutual Liability Co, Lansing, Mich.; John E. Paine, Asst Executive Dir, American Concrete Paving Assn., Oak Brook, 111.; James A. Ramsey, Jr, Safety Director, Western Contracting Corp, Sioux City, Iowa; John S. Spangler, Asst Executive Dir,. Na tional Asphalt Pavement Assn., Riverdale, Md.; Robert E. Verges, Asst Mgr, Pacific Regional Engineering Dept, Fireman's Fund American Insurance Companies, San Francisco, Calif.; G. E- Warren, Safety and Personnel Dir, Ndlo L. Teer Go, Durham, N. C. ' 209 Home Bmtdixg- Division--*Robket L. Moore (Chairman), Asst Vice Pres, Lumbemans Mutual Casualty Co, Chicago, I1L; Nelson B. Nisskn (Vice Chairman), Chief Safety Engineer, Argonaut Insurance, Menlo Park, Calif.; Clement J. Ldepke, Consultant, East St Louis, I1L Specialty Division--T. J. Laskowski (Chairman), Safety & Claims Supervisor, Transit Insurance Administrators, San Francisco, Calif.; Martin F. Mulhall {Vice Chairman), Manager, Safety Engineering Dept, Fred S. James & Co,'Chicago, III; Vincent-D. AuBcchon, Director, Field Safety, Mooter Corp, St Louis, Ma; C A. Beane, Asst Sales Manager, Fibre Metal Products Co., Chester, Pa.; Ray L. Beelek, Director of Legislative Affairs, The Associated General Contractors of America, Inc, Salem, Ore.; Raymond W. Brandt, Director, Safety Services, O'Rourke & Company, Inc, Fort Wayne, Bid.; Archer W. Brown, Chief Engr, American Hoist & Derrick Co, St Paul, Miim.; Alan F. Busch, Safety Director, International Union of Operating Engineers, AFL-CIO, Washington, D. C; Alfred B. Qesar, Sales Mgr, Western States, Lehigh Safety Shoe Co, La Mirada, Calif.; R. J. Dougherty, Corporate Director of Safety, Stearns-Roger Corp, Denver, Cola; Geos Dodge, E. D. Bullard Co, Sausalito, Calif.; Karl Gooes, Sr. Vice Pres., Underwriters Laboratories, Chicago, 111.Gerard 0. Griffin, Mgr, Hazard Control, Dravo Corp, Neville Island, Pittsburgh, Pa.; Charles J. Hart, Secretary, Codes & Standards Comm, National Electrical Con tractors' Assn, Inc, Washington, D. C; Robert L. Jenkins, Consultant, Potomac, Md.; Warms W. King, Chief, Safety Office, U.S. Army Engineer Division, North Pa cific, Portland, Ore.; Edward McDonald, Jackson Products Co, Florham Pk, N. J.; *T. S. McKosry, Supervisor of Todhouses, Bethlehem Steel Corp, Bethlehem, Pa.; Dale Nyberg, Industrial Construction Div, Allied Steel Co., Minneapolis,. Minn.; John V. O'Brien, Safety Snpvr. & Labor Relations Repr, Bechtel Corporation, San Francisco, Calif.; Henry T. Perez, Editor, Construction Methods & Equipment, New , York, N. Y.; Robert G Renfsoe, Chairman of the Board, J. C Renfroe & Sons, Inc, Jacksonville, Fla.; G. J. Samson, General Manager, Construction Safety Associations of Ontario, Toronto, Ontario, Canada; A. J. Scardxno, Safety Director, Jahncke Sendee; New Orleans, La.; John G. Sellers, Safety Engineer, Combustion Engineering, Inc, Windsor, Conn.; Hunter P. Wharton, General President, International Union of Operating Engineers, Washington, D. G; Victor E. Whuehcuse, Director of Safety, International Brotherhood of Electrical Workers, Washington, D. G; E. X, Wilson, General Supervisor of Safety, American Bridge Div, U.S. Steel Corp, Pittsburgh, Pa. Program Committee--J. F. Hoot-man (Coordinator); Co-Chairmen: Ralph W. Arm strong (Building), James Mhos (Heavy), E. W. Robbins (Highway), M. F. Mulhall (Specialty) Membership Committee--G. A. Mooes (Chairman), L. Freed, N. J. Hynek^W. R. Mendel, H. J. McRae, A. L. Scbmuhl, G. W. Wasserman Newsletter Committee--G R. Nelson (Editor) # Health Committee--Clash B. Schwartz, R3L (Chairman), Employers Mutuals of Wau sau, River Forest, III; Janet Lesson, ILN, Coostructiou Nurse, G. K. Newberg Constructicm Co, Chicago, 111; Edward L. McGregor, General Sales Manager, Uni/Flex Div, Medical Supply Co, Rockford, III; Jane T. Slqane, R.N, Construction--Nurse, Oak Park, 111 Research Committee--P. A. Havey (Chairman) Public Relations Committee--Hunter P. Wharton (Chairman) Training Committee--Arthur L. Schmuhl (Chairman) 110 Visual Aids Committee--R. J. Dougherty (Chairman) Standards Committee--Dan C Chjusiie (Chairman) Special Projects Committee--Wm. B. Murphy (Chairman) Off-The-Job Committee--Robert D. McCall (Chairman); Dave Gabmelson (Vice Chairman) Nominating Committee--T. S. McKqsky (Chairman), Geokge E. Aro, Fsedeeick H. Deeg, Robert L. Mooee, Robekt A. Wendell, E. W. Wheeler Honorary Life Members--R. J. Behley, C M. Cahill Staff Representative--Charles J. Popke, Ja., National Safety Council, 425 N. Michigan Avenoe, Chicago, Illinois 60611 ' *Past General Chairman U1 OFFICERS OF THE PUBLIC EMPLOYEE SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman--Melvin G. Lyell, Safety Engineer, Va. Dept of Highways, Richmond, Va. Assistant General Chairman--David I. Darling, Director of General Safety, Canadian Forces Headquarters, Department of National Defence, Ottawa, Ont, Canada \, Vice Chairman: Program--Warren I. Hanson, Safety Engineer II, Milwaukee, Wis. Vice Chairman: Engineering--A. (Mayo) Pacheco, Jr., Asst Safety Director, New Mexico State Highway Dept, Santa Fe, N. Mex. Vice Chairman: Membership--Steve Star, Safety Erector of Public Works, City of Los Angeles, Calif. Vice Chairman: Statistics--Mabel H. Johnson, (Mrs.), Insurance & Safety Supervisor, Town of Stratford, Stratford, Conn. Vice Chairman: Newsletter--Alfred Tyroler, Safety Supervisor, Arizona Highway Dept, Phoenix, Ariz. Secretary & Historian--Roy T. Skene, Safety Director, Indiana State Highway Com mission, Indianapolis, Ind^ Advisory Committee (Past General Chairmen)--Joseph F. Wickless, (1967-68) Safety Coordinator, Gty of Baltimore, Baltimore, Md.; Warren W. Vereide (1966-67), Safety Supervisor, Gty of Seattle Engineering Dept, Seattle, Wash.; Robert L Griego (1965-66), Safety Director, New Mexico State Highway Dept, Santa Fe, N. M.; John H. Phillips (1964-65), District Engineer, Va. Dept of Highways, Lynchburg, Va.; George F. Kuhns (1963-64), Training & Safety Supervisor, Illinois Division of Highways, Springfield, 111.; James F. Gleason (196^-63), Employee Sendees Officer, Gty of San Diego, San Diego, Calif.; Louise Ratner (Mrs.) (1961-62), Safety --and Claims Supervisor, Ohio Dept of Highways, Columbus, Ohio; Tarvia (H. D.) Jones (1956-57), Registered Engineer, Highway Safety and Bituminous Paving Con sultant Graham, N. C; John E. Pagnard (1954-55), Safety Coordinator Dept, Industrial Relations, Columbus, Ohio; Milton M. Bowman (1950-52), Safety Coun selor, Cleveland, Ohio; Warren D. Wilt (1948-50), Safety Engineer, Gty of Detroit Detroit Mich. Program Committee--*Waeeen I. Hanson (Chairman); B. F. Williams, Charlotte, N. G; James F. Lenza, Jr^ Director of Safety for Environmental Protection Admin istration, City of New York, New York, N. Y.; Gerald L. Hughes, Safety Officer, City of Philadelphia Police Dept, Philadelphia, Pa. Engineering Committee--*A. (Mayo) Pacheco, Jr. (Chairman); C P. Fulkerson, Safety Director, Montana Highway Commission, Helena, Mont; Harry Hatcher, Safety Coordinator, Department of Administration, Bureau of Personnel, Madison, Wis.; Mark Markson, Employee Safety Coordinator, Minnesota Dept of Highways, St Paul, Mirm. - 112 Membership Contmittee--*Steve Star (Chairman); Gifford R. Burkert, Safety Direc tor, Safety & Claims Office, Gty & County of Denver, Denver, Colo.; Howard S. Ives, State Highway Commissioner, State Highway Dept, Wethersfield, Conn. Statistics Committee--*Mabel H. Johnson (Chairman),- Harold M. Gordon, Safety Officer, District of Columbia Government, Washington, D. C.; John M. Kanak, Safety Officer, Office of the Secretary of Health, Education, & Welfare; Washington, D. C.; At S. Haase, Public Works Business Manager & Claims Admin., Baton Rouge, La. Newsletter Contmittee--*Alfred Tyroler (Editor); Jack Stevenson (Asst Editor), Safety Supervisor, Seattle Water Dept, Seattle, Wash.; John R. Thavell, Deputy Chief, Drv. of Safety, Fire Department, Bureau of Training, Gty of New York, N. Y. Health Committee--*Amos M; Deatherace (Chairman), Safety Officer, Gty of Daytona Bea'ch, Daytona Beach, Fla.; R. Brandon Marshall, Safety & Gaims Coordinator, Ohio Department of Highways, Columbus, Ohio; Ed Bracken, Senior Personnel Technician, Gty of Wichita, Wichita, Kans.; Miss Masxlou Cosgrove, Personal In juries Advisor, State of Illinois, Division of Highways, Springfield, HL Off-the-Job .Committee--John L. Guilmartin (Chairman), Safety Director, Connecticut State Highway Department, Wethersfield, Conn.; LeRoy B. Hansen, Director of Safety & Gvil Defense, The Gty of Oklahoma City, Oklahoma Gty, Qlda.; *Cufford R. Burkert Business & Associations Committee--Ralph L. Althouse (Chairman), Personal In juries Advisor, Illinois Division of Highways, Springfield, Hi; Donald Palmer, Assistant Superintendent, Department of Property Management, Jackson County, Kansas City, Mo.; Marc Burbridge, Safety Officer, Gty of Portland, Portland, Ore. Legislative Committee--Robert A. Beaumont (Chairman), Supervisor, Safety Services, Michigan Department of Labor, Lansing, Mich.; John F. Njcmick, Department of Labor and Industry, Baltimore, Md. Training Contmittee--*Sttve Star (Chairman); Anthony J. Maglione, Environmental Prot Admin.,. Dept of Water Resources, New York, N. Y.; Lloyd D. Freeman, Assistant Safety Engineer, Virginia Department of Highways, Richmond, Va.; William Shonnaed, Safety Officer, City of Richmond, Richmond, Va. Awards Committee--J. Paul Burke (Chairman), Assistant Safety Coordinator, Gty of Baltimore, Baltimore, Md.; C. G. Curtis, Jr., Director, Insurance Division, Texas Highway Department; West Austin Station, Austin, Texas Nominating Committee--*Josses F. Wickless (Chairman); *Warren W. Vesehje; Robert I. Grebgo Division of Police--Walter T. Hayes (Chairman), Chicago Police Dept, Department Safety Officer, Gty of Chicago, Chicago, IIL; Gerald L. Hughes (Co-Chairman); John J. Juriss (Secretary), Asst Dept Safety Officer, Chicago Police Dept, Safety - Sect, Chicago, HL Division of Fire--*John R,,Travell (Chairman); Samuel Cahan, Assistant ^ Protection Branch, U. S: General Service Adnu, 'Division of Fires, Fire Dept, New York Gty, N. Y.; Robert J. Firenze, Fire Dept, Gty of. New York, N. Y. 113 Refuse Collections & Disposal Division--Gerald D. Van Been (Chairman), Safety Di rector, National Disposal Contractors, Barrington, HL; `Warren D. Wilt; `Harold M. Gordon ; `Ed Bracken ; W. B. Allen Division of Streets and Highways--*A. (Mayo) Pacheco, Jr. (Chairman); `Warren I. Hanson (Co-Chairman); John F. Huzvar, II, Employee Safety Coordinator, Pennsylvania Dept of Highways, Bureau of Personnel Safety Section, Harrisburg, Pa.; Amos Deatherage ; `Alfred Tyroles ; *C P. Fulkerson Regional Representatives--Region I--(Maine, New Hampshire, Vermont, Massachusetts, Connecticut Rhode Island, New Brunswick and Quebec) *John L, Guilmaeun; Region II--(New York, Pennsylvania, New Jersey and Delaware) Anthony J. Maglione; Region IH--(Washington, D. C, Maryland, West Virginia, Virginia, .Kentucky, Tennessee, North Carolina and South Carolina) `John F. Nimick; Region IV--(Georgia, Florida, Alabama, Loaisiana, Mississippi and Arkansas) Albert J. Sziasto, Safety & Training Administrator, City of Miami, Miami, Fla.; Region V-- (Ohio, Indiana, Illinois, Michigan, Wisconsin and Ontario) `Robert A. Beaumont; Region VT--(Minnesota, North Dakota, South Dakota, Iowa, Nebraska, Missouri, Kansas and Manitoba) Wayne Wilson, Safety Coordinator,. Iowa State Highway Commission, Ames, Iowa; Region VII--(Oklahoma, Texas, New Mexico and Arizona) Clarence A.' Jinks, Safety Engineer, Oklahoma Department of High ways, Oklahoma City, Okla.; Region VIII--(Nevada, California and Hawaii) J. A. Moore, Safety Director, State Highway Department, Carson City, Nev.; Region IX-- (Utah, Colorado, Wyoming, Montana, Idaho, Oregon, Washington, Alaska, Saskat chewan, Alberta and British Columbia) Harvey M. Kuester, Safety Supervisor, Wash ington State Highway Commission, Highways, Dept of Highways, Olympia, Washington Staff Representative--Raymond Lascoe, National Safety Council, 425 N. Michigan Ave., Chicago, IIL 60611 Address listed elsewhere 114 PLAN NOW TO ATTEND THE NATIONAL SAFETY CONGRESS OCTOBER 27-31,19S9 / CONRAD HILTON HOTEL, CHICAGO 1970 The Congress is always a big week, a worthwhile week for the 13,000 safety people who attend. At the '69 Congress you can meet other safety people, withthesame probiemsand responsibilitiesasyoursetf. 1971 You can exchange views and ideas on accidentpreven tion, health,, hygiene, and fire prevention... on safety in industry, traffic, school, at home and on the farm. You can seethe largest of all safety equipmentexhibits 1972 atthe Congress... an opportunityforyou to make wellinformed buying decisions for your company. This four-day educational program, planned and pre sented by the National Safety Council, can be your mostthought-provoking, most worthwhile safety expe 1973 rience in 1969. Make plans earlyto attend the 1969 Congress and bring the other people in your organization who have safety responsibilities. FUTURE CONGRESS DATES 1969 October 27-30 1970 October 26-29 1971 October 25-28 1972 October 23-26 1973 Oct. 29- Nov. 1 NATIONAL SAFETY COUNCIL 425. NORTH MICHIGAN AVENUE < CHICAGO, ItXINOIS 60611 Order Form 1968 Congress Transactions Quantity Ordered Stock No. Vo! No. Title 1-9 10 or Copies more 022.38-1 1 General Sessions & Indexto all Volumes .5.85 5.65 02138-2. 2 Aerospace; Air Transport ' .85 .65 02138-3 3 Automotive & Machine Shop; Power Press & Forging .85 .65 021384 ' 4 Cement, Quarry & Mineral Aggregates .50 .45 022.38-5 5 Chemiial & Fertilizer .85 ' .65 02138-6 6 Civic Leadership; Church, Women, Youth, Farm .85 .65 02138-7 7 Coal Mining .85 .65 02138-8 8 Construction; Public Employee .85 .65 02138-9 9. Electrical Equipment JO .45 02138-10 10 Food & Beverage, Meat Packing, Tanning & Leather Products; Trades & Services .85 .65 02138-11 11 Glass & Ceramics; Rubber .85 .65 02138-12 12 Industrial Subject Sessions; Associations L10 LOO 02138-13 13 Labor .85 .65 02138-14 14 Marine .85 .65 02138-15 15 Metals' .50 .45 02138-16 16 Mining .85 .65 02138-17 17 Motor Transport; Transit .85 .65 02138-18 18 Occupational Health Nursing JO .45 02138-19 19 Petroleum .85 .65 02138-20 20 Public Utilities .85 .65 02138-21 21 Pulp & Paper; Printing & Publishing .85 .65 02138-22 22 Railroad .50 .45 02138-23 23 School & College L10 LOO 02138-24 24 Traffic .85 .65 02138-25 25 Wood Products; & Textile .85 .65 02138-26 26 Early Morning Sessions .50 .45 02138-27 27 Public Safety .85 .65 02138-28 28 Home Safety .85 .65 02118 COMPLETE SET OF 28 VOLUMES 513.60 Automatic 20% discount to National Safety Council members; or 10% dbcount to government agencies. Please enclose check with orders less than $3.00. SHIP TO: Organization_________ ______ Address : :: CityStateZip Code to Attention of__:; BILL TO: Organization; Address;; CityState '_______ Zip Code to Attention of::________________________________________________________ Customer's Purchase Order Number MAIL TO: 75066902 116 NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 6Q611 MMSTCD IM B.S.JL. 022^8-* Volume 9 NATIONAL SAFETY CONGRESS TRANSACTIONS ELECTRONICS and ELECTRICAL EQUIPMENT NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 56th NATIONAL SAFETY CONGRESS Papers Delivered in the ELECTRONICS AND ELECTRICAL EQUIPMENT SESSIONS CONTENTS Five years of Future Dates for the National Safety Congress.......................... ' *\- Medicine in the Electronic and industry..................................................... Harry E. Tebroek, AU). 4 5 toll of the Industrial Nurse in the Electronic and Electrical Equipment Industry...... ....................... Pabida M. Tuohey, RJ4. 10 The Electrical Haiards of Medicallnstrunventation and Their Prevention.............. ........ . . Paul L Stanley 13 Loss Control in the Electronics and Electrical Equipment industries........................... ......... Gemid L Moaiman 19 Officers of the Electronic and Electrical Equipment Section, 1968-69 .............. 22 Other Volumes in the 1968 National Safety Congress Transactions... .Back Cover 3 OCCUPATIONAL MEDICINE IN THE ELECTRONIC AND ELECTRICAL INDUSTRY J By HARRY E. TEBROCK, M.D. General Telephone & Electronics Service Corp., New York, N. Y. Probably no other industry has developed blended together to produce a new chemical so rapidly, made greater inroads into the structure with characteristics different from intricacies of science, or taxed the imagina its constituents and capable of luminescence. tion and ingenuity of man more than the electronics industry. From the simple; hum ble beginnings of the crystal set radio and vacuum tube to the complicated marvels of TV microwave devices, computers, lasers, etc, electronic engineers continue to push back the barriers of the seemingly impossible to accomplish the incredible. In the early development of luminescent phosphor chemicals, you may remember beryllium and the resultant toxicological hazards it presented before eventually being brought under control. Hard on the heels of the fluorescent lamp came a new electronic device: the television receiver. Furthermore, the development of color TV in 1954 en However, in the course of such achieve tailed the use of new and exotic phosphors ments numerous safety hazards, toxicological not previously employed. Looking back upon problems and industrial hygiene difficulties the history of beryllium phosphors, one may have been encountered. Naturally, in any anticipate that new industrial hygienic prob electronic operation one has to deal with a lems will come with the new phosphors. variety of solvents, gases, plating chemicals, Regrettably, as in the early days of beryllium caustics, adds, fire and explosive hazards, use, no toxicological information of suffi industrial and diagnostic x-ray, noise, toxic' cient scope -is available to give one a back plant effluents, etc I shall treat hurriedly of ground in the approach to management of these common universal hazards in order the clinical, problems of workers w$o are to provide time for the more exotic issues exposed to these new materials in their in the electronics industry. occupations. The physician in industry, The common chemical hazards indude mercury, lead, arsenic, cyanides (plating), hydrogen sulfide, molybdenum, germanium, trichloroethylene, beryllium, magnesium, phosphine (deborane), methylene chloride, photo resist (mixture of polyvinyl, alcohol, ethyl alcohol and ammonium dichromate), therefore, must devise an approach to deter mine the level of `toxicity and the extent of a medical engineering control- program to protect employees as well as any potential product liability. Let me outline briefly how occupational medicine might attack such a problem. caustic, hydrofluoric and other adds, sulfur Two main issues present themselves: dioxide, ammonia, amyl acetate, amines, vanadium, yttrium, europium, barium, stron tium, calcium, cadmium, zinc, manganese, nickel, the epoxy resins, polyurethane resins, radioactive materials, and phosphors. 1. That of exposure to the raw materials used to make the powder or phosphor covering the face of the TV tube -- in this instance europium-activated yttrium orthovanadate, used to produce a superior color Phosphors j^With the exception of the phosphors, you undoubtedly have had experience with all of the aforementioned chemicals, both as to their degree of hazard and the safeguards necessary to control these hazards. However, to some the word phosphor may be a rela tively new term, as it is primarily confined and brightness as compared to the older and relatively less toxic silver-activated zinc cadmium sulfide. 2. That of exposure to the finished phos phor after it has been fired and a new chem ical structure formed -- new in crystalline structure, solubility particle size, and new in its toxicological properties. to fluorescent tube and TV tube manufacture, As the. name implies, this new solid state- both monochrome and color. By definition, a compound europium-activated yttrium ortho phosphor is a combination of chemicals vandate consists of a mixture of the metallic 5 1968 Xational Safety Congress element vanadium as an ortbovanadate com 3. Chest x-ray (14x17 PA) repeated an bined with yttrium, all activated in the nually. presence of specific quantity of fee rare earth europium. The three components of this new- luminescent phosphor all contain their own individual toxicology, with vana-. dium being the only one of which we have some depth of knowledge. The literature and 4. Vital capacity -- repeat every six months. 5. Body weight and blood pressure -- repeat every six months, 6. Complete Hood count at pre-employment -- repeat annually. scientific experience is conspicuously devoid 7. Thymol turbidity annually. of data regarding the rare earths yttrium '8. Urinalysis annually -- urine albumin and europium. However, particularly in the every six months. electronics industry, the rare earths are bang utilized to an ever increasing degree in fee production of new types of alloys, microwave devices, lasers, masers, insulators, capacitors, 9. Urinary vanadium levels repeated an nually or at any time signs of vanadium intoxication may appear. semiconductors, ferrodectrics, and probably As a result of this type of medical pro most of all in fee manufacture of powders gram in effect for fee past five years we or phosphors for color TV screens in order can now report that: to produce more vivid color reproduction. 1. Exposure of a plant population (3,000 Pharmacology and toxicology reveal feat employees) has resulted in an incidence the rare earths possess a relatively low level of 30 per cent annual rate of minima! of toxicity. Vanadium and its compounds, on injury by vanadium -- all reversible. the other hand, are known to he definitely 2. No chronic or systemic disease effects toxic. Therefore, we mast gear our controls iwere foemd. to the most toxic element of fee phosphor; namely vanadium. v 3./ No significant x-ray changes were db- The human response to vanadium has been well documented. The symptoms are usually as follows: conjunctivitis; irritated nasal passages wife mucous discharge; irritation of respiratory tract wife bronchitis and brocchospasm; chest pain wife pneumonitis, dyspnea, and paroxysmal cough; weakness persisting after exposure; and, occasionally, palpitation. A greenish Hack discoloration of the tongue is frequently present, as is a contact-type dermatitis wife associated hyper sensitivity. Allergy is a factor, as some people may react positively to patch tests wife a sodium vanadate solution. Because of these facts and because so little else is known particularly in reference to fee finished TV phosphor and its application, fee medical department derided upon fee fol lowing medical control program: L Initial .selection of workers is made to exclude from exposure any new em ployees having any chronic disease of the lungs or respiratory tract such as chronic bronchitis, pulmonary emphysema, nasal or sinus infections, conjunctivitis, allergic disease of fee dan, or other allergies. 2. Complete pre-employment physical exam ination. repeated annually. or changes in pulmonary function. 4. The incorporation of vanadium as the orthorauadate into the crystalline lattice of fee phosphor apparently results in fee formation of a compound of much lower toxicity than that of vanadium pentoxide alone. 5. Operations were begun in 1963 and to' date fee population at risk averages 3,000 people with 20/100 man hours of expo sure. No toxicology of a permanent dam aging nature has been observed in any of oar exposures during this time. With fee foregoing experience and fee fact feat we can keep our exposure levels to below 05 MG/Mj, fee calculated safe' level, we now din relax our medical pro gram to some dpree. However, in spite of fee excellent jrophytactic effects of pre venting occupational disease from this toxic material, it is necessary feat continuing study be exercised to ascertain if delayed effects will occur such as those which oc curred wife beryllium phosphors. No discussion of occupational medicine's part in fee electronics industry would be complete without considerations of hazard 6 Electronics & Electrical Equipment control in laser production and use; also the use of epoxy resins and, as you will' recall, the recent apprehension regarding x-radia tion from color TV sets. .Lasers Laser, or "light amplification by stimu lated emission of radiation," is an incredible device developed as recently as 1960. There are many projected and actual applications for lasers. For instance, in the field of com munication as a possible technique for range determination of both terrestrial and satel lite vehicles. Also as a clinical tool in certain ophthalmic or other biomedical procedures. For the welding of refractory metals, or as a military tool to fit into selective weapons systems as a new weapon or as the ultimate in artti-ICBM weapons. - Prevention is the most important aspect' of laser safety. Laser is potentially 3 serious hazard to the eye. Specific levels for safe viewing have been calculated and may be achieved by a combination of distance or suitably optically-absorbing lenses. Specular reflections of laser beams possess health hazard potentials. Subjective brightness of the lesser spot or lack of immediate sensa tion is no measure of its physiological haz ard. The laser working environment should be considered off limits for all but those trained and associated with the instrument Procedures involved in setting up a con trol program against laser hazards in indus try are much the same as for other toxic exposures. Success depends on complete orientation, understanding, and cooperation by all concerned. The essentials are: L Responsibility for safety rests with the supervisor, assisted by medical safety and the industrial. hygienist 2. All persons assigned to laser operations to be formally indoctrinated on hazards and controls, especially as they apply to the equip ment in use 3. All such persons to receive a medical evaluation prior to taking up these activities. This will include visual Acuity, a complete cphthatmological examination, and whatever other procedures are necessary to elicit eviwfccc of pre-existing disease or conditions which: might be aggravated by laser expo sure. Persons legally Wind in one eye are not suited for assignment The medical eval uation to be repeated at yearly intervals and' immediately after accidental excessive expo sure. 4. Each laser source and its characteristics to be reported to the medical and safety department before activation. As with all significant industrial hazards, the best control is at the source; personal protective devices are to be regarded as "just in case". Some of the principal points include: a. Details of output capacity of each device should be attached thereto. b. The beam should be controlled so as to eliminate exposure to operators, bystanders, and the public c. Warning signs should be posted for employees and anyone approaching the area. d. Direct or reflected viewing of the beam must be eliminated. e. Protective laser goggles may be used for specific wave, lengths up to their rated power resistance f. Electrical hazards should be elimi nated by locked switches, procedures for bleeding off capacitors, etc g. Lasers should never be left un attended when energized. h. Light pumps (flash tubes) should be shielded to protect eyes from glare. i. Exposure to cryogenic materials (for cooling) may be avoided with gloves and aprons. Eye shields will protect from splashes or explosions of flash tubes. j. High voltage supply equipment should be checked against x-ray examination and suitable shielding provided as necessary. Epoxy Resins Epoxy resins or thermosetting plastics have considerable application in the elec tronics industry and' do present a problem to industrial medicine. Epoxy resin systems contain two reactive components -- the un cured basic resin and a curing agent (also known as a hardener, catalyst setting agent, or activator). When the two components are mixed together, the resulting cured product is a hard plastic having excellent' chemical resistance, hardness, adhesive qualities, elec trical properties, and strength. When com pletely aired or hardened, these materials pose no appreciable toxic hazard. 1968 National Safety Congress The uncured resin is usually the condensa tion product of "Bis Phenol-A" and epichlorohydrin which, at room temperature, can be either in the liquid or solid state. Fillers such as fiberglas, silica flour, abestos, and diatomaceous earth may be added to the uncured resin. Diluents such as organic solvents may also be added. Curing agents commonly used include aro matic or aliphatic amines, add anhydrides, organic adds, polyamides, and organic per oxides. The chemical process of curing can be done at room temperature (cold cure) or at elevated temperatures. The curing time will vary from a few minutes to several hours, depending upon chemicals and tem peratures used. Health Hazards. The principal hazard associated with epoxy resin systems is a skin reaction or dermatitis. Epoxy resin dermatitis is largely due to curing agents and solvents. The condition is simply irritaJ, tion or allergic reaction of skin rather than a general systemic toxidty. Amine com pounds, acid anhydrides, organic adds, and organic peroxides which are used as curing agents are both primary irritants and skinsensitizers. Probably the most troublesome of the chemicals are amine catalysts. Skin contact with these curing agents is responsible for the majority of' dermatitis cases associated with epoxy resin systems. The completely cured epoxy resins are relativdy inert and do not constitute a derma titis exposure. However, dermatitis cases are common among workers machining or cutting resins thought to be cured, but which still contain free catalysts, Amine vapors, which are usually abundantly liberated during hot curing processes,'cause irritation of the eyes and mucous membranes. In some individuals, they also can cause a lung reaction resem bling asthma. These vapors may cause der matitis among sensitized workers. Exposure to dust from fillers such as silica flour, asbestos, and diatomaceous earth may present potential health hazards. Fiberglas, which is used in laminating operations, can cause irritation to the skin, eyes, and mucous membranes. Dust resulting from cutting, grinding, and shaping of completely cured resins is relatively inert If an excess of curing agent is present in the resin, the cured product may contain unreacted curing . agents which present a dermatitis exposure. Explosion Hazards. Most uncured epoxy resins have flash points above 300 F anfl do not present a serious fire hazard. Some diluents, curing agents, and solvents used, with epoxy resin systems 'are flammable. The fire and explosion hazards associated with epoxy resin systems are normally con sidered to be slight First Aid. If' skin contact with unreacted epoxy resin system components occurs, af fected areas should immediately be thor oughly washed with a mild soap and water. If eye contact occurs, wash for at least 15 minutes and refer to a physician. Preplacement Medical Procedures. Work ers with a history of skin diseases, allergies or. abnormal pulmonary conditions should not be employed in areas where epoxy resin .materials are used. Health Hazard Control Methods. 1. Good general ventilation is necessary for areas using epoxy resin systems; Local exhaust ventilation may be needed at mixing stations and curing areas, especially if large quantities of materials are involved. Curing ovens should be exhausted to the outside. 2. Adequate wash facilities should be pro vided in the area where epoxy resin systems are used. An ample supply of mild soap and disposable towels should be provided. 3. If possible, areas using epoxy resin systems should be isolated from other areas of the plant. 4. Good housekeeping is essential. All spills should be cleaned immediately. The use of disposable paper overlap on work areas is desirable. Contaminated paper should be removed and stored in covered metal containers. The scrap should be ' removed from the plant daily. 5. All gloves or tools contaminated with epoxy resin components should be washed in a suitable solvent such as acetone or alcohol, followed by soap and water. 6. Workers should be thoroughly in structed in proper handling techniques for epoxy resin systems, be acquainted with potential hazards, and have close supervision. Personal Protection. 1. Rubber or plastic gloves (preferably cotton lined) or disposable surgical gloves and arm protection should be worn where 8 Electronics & Electrical Equipment skin contact is possible. After use and before removal from the hands, the gloves should be -washed in solvents (acetone or alcohols), followed by a water rinse. Before re-use, gloves should be inspected for leaks. 2. The use of eye protection, aprons, or uniforms may be indicated if this is a po tential splashing hazard 3. Smoking should be prohibited. 4. If skin contamination cannot be re moved with a mild soap and water, small areas of the skin may be washed with ace tone or alcohols, followed by washing with mild soap and water. Petroleum solvents sXould not be used to clean the skin. \5. Barrier type protective creams have been used with success for dermatitis control in many plants. However, they are not in tended to be a substitute for protective clothing or good personal hygiene. X-Radiation At this point I would like to take you into the controversial field of x-radiation from TV sets. This is a medical enginemng problem; one that has occupied the atteSBIff of the medical department over the past many years. It is necessary at this time to separate the facts from fiction and the fantastic Man pollutes his world gradually, almost imperceptibly, and in many different ways. One of the least obtrusive ways he has yet invented is the introduction of man-made radiation into the environment Attention was called dramatically to that kind of pollution last year when a major TV pro ducer placed on the market more than 100;000 TV sets suspected of emitting x-rays. It is a fact that color sets require higher voltage than black-and-white arid are capable of producing some x-radiation, in the case of the aforementioned sets, the problem had to do with a shunt regulator tube which regulates the high electron voltage to the picture tube. Due to engineering error, this tube was poorly shielded and mounted in a position which permitted x-rays to escape from the set Further investigation with other manufacturers' sets revealed that dif ferent kinds of design or servicing problems could account for defective control of color TV x-radiation. TV set x-radiation can be thoroughly controlled by proper shielding, set design, and monitoring levels at trine of manufac ture. The level of radiation from the vast majority of defective sets as identified by the- United States Public Health Service represented no known risk to the health of viewers, though in a few cases there were high levels of excessive radiation--as high as 25 or more times the accepted limits. The main concern was over possible harm to descendants of the viewers, but even, that seemed highly improbable. It is the medical department's responsibility, in cooperation with the engineers, to keep radiation from TV sets at the proper level. This level can easily be maintained below 0.5 milliroentgen per hour, the limit accepted by science, governraoit, and industry as prudentjn a world wfiere man is adding significantly to the radiation dose bequeathed by nature. TV set producers are now providing con sumer and technician-proof sets incapable of producing excessive radiation despite the most flagrant tampering. However, the prob lems of x-radiation still exist, in the manu facturing and testing area, and therefore require, constant monitoring, medical engi neering supervision, and control. We have demonstrated that a properly constructed color TV set offers 'no health hazard what soever. The following letter, authorized by a com petent medical authority, is for the edifica tion of our customers and available for general public information: "Color and black-and-white television sets manufactured by Sylvania Electric Products, Inc., G.T.&E., more than satisfy all the safety requirements of the National Council of Radiation Protection Measurements, as well as those of the International Commis sion on-Radiological Protection.'' Sylvania subjects its television production lines to exacting scientific tests for emission of x-radiation. In addition, we periodically employ outside scientists to make independ ent tests of our sets, both in the plant and after they have left the factories. These tests employ stringent government-accepted and industry-accepted-methods of measurement Constantly, our engineers conduct tests for x-radiation on our color television sets in production and as consumer products. All tests showed that in more than nine out of ten instances the Sylvania sets showed no detectable x-radiation whatsoever. The only reading in these tests was the background 9 1968 National Safety Congress level of radiation normally present in the atmosphere. Even in the very few sets where an actual radiation reading was detected, the level of radiation was well within the ac ceptable levels established by government and quasi-government bodies. In other words, Sylvania" television sets are safe. We tall make certain that sets we produce in e future also will be safe. In conclusion, I trust we have briefly summarized some of the major medical aspects and safety problems peculiar to the electronics industry. There are others, to be sure, such as control of cadmium, the gen eral overall control of plant effluents, etcu, but we must necessarily limit our discussion to the major and newer toxicological prob lems; establishing the facts, and discarding the fiction, along with the sometimes fan tastic misconceptions.' THE ROLE OF THE INDUSTRIAL NURSE IN THE ELECTRONIC AND ELECTRICAL i EQUIPMENT INDUSTRY By PATRICIA M. TUOHEY, RN. Health Consultant, Loss Prevention Medical, Liberty Mutual Ins. Co., New York, N. Y. To those who represent the electronic and electrical equipment industries and who ex pect to hear magic words just for them alone, I apologize. I know of none. The problems of industry are people -- all people -- not so much the exposures, nor the en vironments, but the people who work in those, exposures and environments. To handle the people weheed a good medi cal program. To handle the medical program we need a good industrial nurse. To have a good industrial nurse we must understand what her role should be. Let us discuss some of the industrial nurse's major functions. Nursing Care Care for occupational and non-occupational injuries and illnesses will always be a major function of the industrial nurse. She has a responsibility to initiate prompt and skillful emergency care, consistent with her professional training and knowledge of first aid techniques, until the services of a phy sician can be obtained. The nurse's interest in and concern for thetoelfare of the ill or injured combined^BAT prompt attention, good judgment, afaBnmd management can be a step toward prompt and uneventful rehabilitation. The nature and extent of the nursing care provided for non-occnpational injuries and illnesses should be determined by the com pany physician. Generally accepted practice allows for the .simple (palliative) treatment of minor complaints that are not expected to require the services of a physician. The .more serious ills that merit medical attention should be referred to the family physician. In addition to her technical skills, the nurse should recognize the possibility that each visit to the health service may repre sent a problem of deeper significance than the symptom for which attention is being sought. The so-called "chronic complainer," the employee who suffers frequent minor injuries, or even the daily visitor to the scale may well be an individual crying for help. Careful listening on the part of the nurse may help to uncover an underlying emotional problem and avoid a major tragedy. For this reason, enlightened management has learned not to discourage non-occupational visits to the medical department, no matter how simple the complaint Medical Examinations Medical examinations are an important component of a sound occupational health program. Their value as an aid in providing criteria for safe job placement, in uncover ing early physical and emotional changes, and in detecting the effects of harmful work ing conditions contributes to the maintenance of a safe, healthy and productive employee population. The plant nurse becomes an ac tive participant in the company examination program as she conducts tile health interview and performs the preliminary evaluations 10 Electronics & Electrical Equipment designated by the company physician. The health counseling among the major functions health history elicited, during the interview of the occupational health nurse. Her fre is a necessary complement to the physician's quent and direct contacts with the employees comprehensive evaluation. In order tosecure enables the nurse to learn a great deal about the best possible personal and occupational them and their health needs. This places her health information, the nurse should- know in an ideal position to recognize the individ the individual's job assignment and be fa ual who is straggling with underlying anxi miliar with its requirements. eties. Although the nurse will not attempt Further, the nurse's responsibility is ex to make a medical diagnosis, she is well tended to,include timely follow-up on em qualified to utilize such important skills as ployees wi&T known remedial defects as well listening, providing information, advising and, as the physically handicapped. These periodic of course, referral Through her utilization health checks provide an opportunity to de of sound interviewing and counseling tech termine if the employee's diabilities are niques, the nurse can assist the employee to adversely affected by his work and also see his problems objectively so that he will ensure continued medical assistance whhre be able to make the decisions necessary to the need is indicated. In instances where the resolve them. individual's physical abilities and job de mands are not in harmony, the nurse will notify the physician,' so that he can work with those responsible for job adjustments. The safety engineer has a unique oppor tunity to contribute to tins' aspect of the. nurse's role. His intimate knowledge of em ployees, and frequently of their on the job Medical Records A good medical record system is a basic requirement of an effective occupational difficulties, can provide the nurse with in valuable background information to help in her handling of the medical department visit health program. The supervision and main tenance of employee health records is a responsibility of both the physician and the nurse. When the services of the company physician are limited to an on-call or parttime basis, however, the nurse's responsibil ities are; of necessity, increased. The infor mation tiie records contain is confidential in nature, except where otherwise provided by law. While only members of the medical department should have direct access to the records, flic nurse will discuss with the per sonnel director, safety director, and super visory- personnel that information from the medical record that might relate to job safety without violating confidentiality. Med ical records should be concise but detailed enough to provide adequate information for the detection and control of occupational Health Education Another facet of the occupational health program in which the nurse nwmtamg a responsibility is health education. Most visits to the health service avail her of an oppor tunity to educate the employees in such areas as safe working practices, proper health habits, and-the need for prompt attention to minor injuries. She will also plan and arrange educational programs for group participation. .The type of program selected will be in fluenced by prevailing cooditiocs within the plant The educational content; however, should be designed to meet the specific needs of the company and its employees. To be effective, group educational activities must have management approval, supervisory sup port; and employee acceptance. disease and accidents, the identification of individual and group health needs, and the Safety protection of both employer and employee in Participation in both the preventive and case of litigation. In addition, they serve to curative aspects of occupational case care demonstrate the effectiveness of the existing places the nurse in an advantageous position program and determine the objectives for to make significant contributions to the com future planning. pany safety program. She cooperates with the Counseling plant physician and safety personnel to facilitate the detection and control of acci Her interest in the preventive aspects of dents and occupational disease. In addition,- health maintenance combined with a concern she. promotes safe working'practices among for the welfare of the employees places the employees. 11 1968 National Safety Congress Periodic tours of the plant keep the nurse informed of the plant environment, its op erations, and existing or potential health hazards. Equipped with this information, she can obtain accurate accident histories that can contribute to the prevention of similar injuries. She is also in a position to recog nize' the relationship between, seemingly non- occupational complaints and a work related exposure. Significant findings are brought to the attention of the plant physician and safety engineer, so that proper investigation can be initiated and appropriate preventive measures instituted. Utilizing her educational skills, the nurse motivates the employees to work safely ca an individual need basis. Areas in which she can effectively be of assistance include': the use and care of protective equipment; stress ing the .need of meticulous skin care for those exposed to epoxy resins, solvents and acids; the need for immediate copious rins ing following chemical splash contact to the skin or eye; and the utilization of propff lifting and bending procedures. Further, as member of the safety committee, she colla borates with the safety engineer and other members of the committee to plan and ar range safety educational activities for group participation. The planned programs, of course, should he designed to deal with spe cific plant problems. Community Resources Community health agencies can often be of assistance to an occupational health pro gram. The industrial nurse should be familiar with the health agencies in-her community and establish good working relationships with them. Employees frequently have prob lems which are greater in scope than those for which she can provide direct help. These agencies are often in a position to offer the needed assistance. The nurse, who is aware of-'the services available to her and is famil iar with their referral procedures, can direct her employees to the appropriate source of help with a maximum of ease and efficiency. It is a well accepted fact that the worker who 1ms unsolved problems can be a hazard to both himself and his fellow employees. Here too, the nurse can abet the cause of accident prevention. Briefly, these are the major functions and responsibilities of the industrial nurse. Al though the nurse's primary responsibility rests with the guarding of employee health, she is strategically placed to promote good will and facilitate a better understanding between management and the workers. There are specific areas of the electronic and electrical equipment industries which demand particular medical and hygiene con trols and considerations. This panel will cover them most expertly. Certainly, the nurse working in these industries must be constantly aware of them as they relate to the health ^> the individual employees. But to me, as a nurse who has worked in indus try and is now working as a consultant with many different industries, including elec tronics and electrical equipment, the gutissue remains the overall quality of the medical program. And the primary deter minant of this quality'is the role of the industrial nurse. 12 PLAN NOW TO ATTEND THE 1969 NATIONAL SAFETY C0N6RESS OCTOBER 27-30, 1969 / CONRAD HILTON HOTEL, CIICA60 1970 The Congress is always a big week, a worthwhile week for the 13,000 safety people who attend. At the '69 Congress you can meet other safety people-; with the same problems and responsibilitiesasyourself.' 1971 You can exchange views and ideas on accident preven tion, health, hygiene, and fire prevention ... on safety in industry, traffic, school, at home and on the farm. f You can see the largest of all safety equipment exhibits 1972 atthe Congress... an opportunity foryj^gjnake wellinformed buying decisions for your compel This four-day educational program, planned and pre sented by the National Safety Council, can be your most thought-provoking, most worthwhile safety expe 1973 rience in 1969. Make plans early to attend the 1969 Congress and bring the other people in your organization who have safety responsibilities. FUTURE CONGRESS DATES 1969 October 27-30 1970 October 26-29 1971 October 25-28 1972 October 23-26 1973 Oct. 29- Nov. 1 NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVENUE CHICAGO, ILLINOIS SOSll 1968 National Safety Cmongress fibrillation probably is the effect responsible in this because so many uncontrolled vari in most cases. He reviewed the differences ables exist For example, the resistance from which might be expected if the shock oc : an electrode cm the surface to the tissue curred in man rather than in four footed just beneath the skin can range from less animals. Dalziel and Lee, in a paper to be than five hundred ohms to over five hundred published soon,18 have added further analysis thousand ohms. The variation will be due to to the data available and have proposed a the presence or lack of perspiration, dead maximum allowable current which will not skin, oils, etc. If the skin is thoroughly cause fibrillation. Most available data indi cleansed and contact from the electrode is cates the minimum current which will cause made through a bridge of saline staked ventricular fibrillation. padding, or an appropriate electrode paSte, Dalziel and Lee18 have proposed that the the skin resistance may be as low as 500 best data available, although quite limited in ohms. Needle electrodes reduce it to zero. amount, indicates that for the average man Betides the skin resistance, the internal path the maximum allowable 60 Hertz current resistance from ear to ear is of the order which will not produce fibrillation is given of 100 ohms, while the resistance from hand by the equation to foot is about 500 ohms.19 Thus, it is 1= 116T--a (1) reasonable to assume that the electrical re sistance from a catheter electrode on the where I is .the current in mflliamperes flow inside of the ventricle to a ground or in ing through the subject'arm' to arm; and T different electrode on the right leg of the is the time of application of the shock in patient may be less than 1,000 ohms, skin seconds. Obviously, Safety standards would resistance and alL suggest a smaller value than that given by eqtation (1), and the Underwriters Labora tories1* propose I = 20T--7 (2) Some simple applications of Ohm's law to the case of the fibrillation current can now be made to compute the order of volt ages which may be dangerous. Consider first Other considerations might suggest even lower values for this arm to arm limiting current but will not be discussed here. When tire current flow is from an electrode inside the "heart to the body surface, the allowable current is very much smaller. The extent of studies of tins sort is somewhat less than those previously discussed, although data is beginning to a^Pear. In 1962, Weinberg and associates published a report of studies of electrical shock haz ards in cardiac catheterization, concluding that currents as low as 35 microamperes could produce ventricular fibrillation when the current was through tire heart wall15 Other studies,18-.1T-13 including some recent ones, state that a current as low as 12 micro amperes at 60 Hertz has been known to produce fibrillation in the canine ventricle. One case is reported in which 180 micro amperes has been known to produce fibrilla tion in a human being.1*-17 These data then suggest that most certainly no current larger than 20 microamperes should be allowed to flow through a cardiac catheter. the endocardium-catheter situation. As men tioned above, a 60 Hertz current of the order of 20x10'* amperes (20 microamperes) probably will produce fibrillation. This means that, applying Ohm's law, a voltage given by E = IR (20 x 10""*) x (103) = 20 x 10- volts, or 20 millivolts, can be deadly when it is applied between a catheter electrode and a leg electrode (and values as low as two millivolts may be disastrous). Where both electrodes are on the body surface, a higher voltage obviously can be tolerated. Using the previously quoted figure of 20 milliamperes as causing a degree of muscular paralysis and possibly causing fi brillation of the heart if the flow is across the chest, by Ohm's law we get a voltage of E -- (20 x 10-*) x (500) = 10 volts as dangerous. Fifty volts will probably be fatal when the electrode to electrode resistance is 500 ohms, a condition easily attainable with modem electrocardiograph electrodes. To summarize: perhaps in the interest of ultra safe conservatism, one should then say that body currents of two millamperes and endocardium currents of two microamperes The current which flows through the body should be considered dangerous. Thus, when is a function of skin resistance and internal ever electrical instrumentation is connected body resistance: It is difficult to be precise to a patient through a cardiac catheter and 14 Electronics & Electrical Equipment THE ELECTRICAL HAZARDS OF M^tftCAL INSTRUMENTATION AND THEIR PREVENTION By PAUL E. STANLEY Prof., Aero, Astro, & Engineering Science, Purdue University, Lafayette, Ind. Safety has been of major interest to soci tion that leads so many to be so careless ety for generations. Perhaps the greatest with electricity. Whatever the reason, more monument to this fact is the extensive work than 1,000 persons are killed by identifiable of the National Safety Council which has electrical accidents every year in the United functioned in many areas of safety since States. In thie past four months, Indiana 1913. However, recent years have seen a alone has had at least twelve electrical fatali marked rise in safety activity. No longer is ties, including three lightning strikes. But of it satisfactory to report' accident statistics more concern today is the startling statistic only. Through the efforts of many organiza that perhaps more unrecognized electrical tions, insurance companies, and individuals, fatalities occur in hospitals than in all other society has been - stimulated to demand and situations together. Indication of this comes obtain legislation aimed at providing safer from an examination of reports of, deaths automobiles, highways, and aircraft Public from cardiac arrest, showing that in many opinion has led manufacturers to adopt higher of1 these a catheter had been inserted into standards of safety in many products. None the heart of the subject for diagnostic pur the less, there remains a residual accident poses prior to the onset of ventricular fibril rate which, although lower per unit opera lation and heart stoppage. The literature has tion, is still unacceptable. For example, while carried reports of some of the few specific the number of persons killed annually in cases, of which more will be said automobile accidents in increasing, the rate later.8, * > >7 Other possible situations will of increase is much smaller than the rate of also be pointed out increase in the number of vehicle mires The. Hazard here often goes unrecognized traveled. Yet society cannot accept the 53,- because of the extreme sensitivity _of the 000 deaths recorded in 1966.1 The ultimate heart muscle to an electrical current through target is Zero accidents. it. The hazard of electrical shock is meas United States vital statistics reports con ured in terms of the current which -flows tinue to show only moderate increases in through the body or heart. The magnitude the number of electrical fatalities over the of current which causes fibrillation is a past several yearsmi spite of the exponential function of the point of application to the growth of the use of electrical, devices. How body. ever, evidence continues to mount charging the subtle effects of very small electrical currents with numerous deaths. Unfortu nately most of these occur in the hospital environment Hospital accidents appear to be on the increase. One must ask, "Does this also apply to patient accidents?" One of the early studies of the subject is the doctoral thesis of B. G. King in 1934. Ferris, King and others published a report of this and subsequent work in 1936. Twenty years later, Kouwenhoven and his associates'10 made significant contributions to the knowl edge of the effect of electric shock on the Thus'the Zero Accident target should, and living animal, with special attention to the does, loom very large in the design, manu problem of cardiac fibrillation. Dalziel, who facture, and use of electrical equipment in has been active in the field for many years, the medical profession. The many sided na published a summarizing and analyzing paper ture of the dangers of dectridty are not in I96011 in which he noted that there are well known to the general public, and this three major measurable parameters upon applies to medical and hospital personnel. which the effect of electric shock depends; Perhaps because of news stories from the namely the current, the time, of flow, and past of the electrocations of criminals or for the weight of the animal. Lee pursued the other reasons there is a popular misconcep subject further in 196612 and concluded that tion that only large currents and high volt while death from electrical shock can occur ages are dangerous. It may be this concep from other physiological effects, ventricular 13 Electronics & Electrical Equipment a skin electrode, a potential difference be tween the two of two millivolts is danger ous ; and a potential difference of 10 volts ' between body surface electrodes is a serious electrical hazard10 The obvious question is, "Can such po tential differences (voltages) or leakage currents occur in a hospital room (regular or operating room)?" The following cites some possibilities, examples of which can be found in the literature. In all equipment, the distributed capacity of the transformers and power cords pro vides a path for a small flow or leakage of current to ground. The insulation also will allow some, though very small flow. This leakage current must be held to a very small value, for hospital instruments in the light of the calculations made- above It seems reasonable to suggest that the extremely high standard of not more than two micro amperes leakage current is desirable and that the maximum should be less than 20 microamperes for the equipment that might be used in heart catheterization locations. Two milliamperes must be the absolute maximum for other installations. A much more desirable figure is one-tenth of this, or two hundred microamperes, and in the interest of ultra safety, the leakage should be kept to twenty microamperes. Kahn and Murray*1 suggested that household appli ances should have an upper leakage limit of two hundred microamperes, while a Japanese committee22 has set a maximum standard of one hundred microamperes for medical equipment Consider now the installation of a cardiac monitor of the sort to.be found in most . hospitals attached to a patient who is under going cardiac catheterization. Assume that the AC supply is not an isolated line in accordance with operating room code stand ards, but does meet other electrical standards. The -circuit is shown ' schematically in Figure 1. current flowing through it will develop a voltage above ground on the chassis, of the monitor equal to E = (100 x 10"*) x (6J5 x 10-*) x 100 = 65 x 10-* volts. (65 milli volts). If the catheter is of the sort that either a wire or conducting fluid connects to the inside of the ventricle and is grounded on the outside, a circuit is now completed from ground to inside the ventricle to the body to the chassis of the monitor. This places 65 millivolts across the ventricular wall or 30 times the dangerous value. A very common fault in power cords on equipment, especially where the plug is molded onto the cord, is a failure of the ground connection in the third prong. This, of course, leaves the chassis of the equipment and the patient ground lead ungrounded, and where heart catheterization is involved, fail ure of the ground is dangerous. An example showing the urgent need for positive ground connections is illustrated in Figure 2. The capacitors in this circuit form a bridge which places a high voltage across the patient if either of the ground connec tions is broken. Now let condenser Q develop a leak'of 100 ma, a not impossible situation, which will cause no noticeable impairment In the operation of the equipment There will then be a current flow through Cj to a ground through the thin wall conduit' Half-inch thin wall has a resistance of 6.5 x 10~3 ohms per foot about equivalent to a No. 18 copper wire. If the conduit is 100 feet long, the Figure 2 IS 1968 National Safety Congress If one allows two failures at one time, unless a very low resistance path between even the use of an isolated AC line does not the electrodes exists; equipment in which prevent the shock hazard. Consider two chattering relays cause high voltage transient pieces of equipment plugged into the same currents; AC operated pacemakers which isolated line and the ground of each con are sensitive to pulses on the power line. nected to the patient, (j and G2, respectively. Data exists indicating that, after some Assume that each AC cord is connected to months of use, in only 15 per-cent of the the ground through capacitors and that each electrically operated beds having three wire chassis is grounded cords will the ground wire have good con Now suppose that the ground (third tinuity.2* prong) on the cord to the No. 1 instrument The foregoing examples are given simply is broken. This would not ikipair the op as a start toward the setting of standards eration of the instrument except to introduce for hospital electrical safety. Many items some noise in the output. However, this have been omitted. For example, no attention would be no disturbance in some instruments. has been given to the static problem, al Further, suppose that one of the four con though the grounding recommended- and the densers fails; that is, an open circuit use of non-explosive anesthetics essentially develops. "eliminates it from further consideration. The If Cj = Cj = Cs = 0.1 pfd, the line subject of explosive atmospheres due to cer voltage is 120 volts, and R = 1,000 ohms; tain anesthetics,' aa problems of the high a current of nearly 20 ma. will flow through concentration c06xygen occasionally used the patient'. As noted above tills could be in oxygen tents, and many others have bpen fatal. ' ' omitted from examination. All of these must A much less complicated case was reported in which a cardiogram was being taken in a regular hospital room. The technician at tempting to attach the leads found that she received ' a severe shock each time she come under the scrutiny of the engineer who is thoroughly conversant with the dangers, the special nature of the problems, and the difficulties of the operating room or the coronary care unit of the modern hospital. touched the patient while holding the ground The shielding and grounding of patient lead. The problem was traced to the fact monitoring equipment to eliminate nose and that a bed lamp frame was shorted to the AC. interference is an important problem A'C line, and was touching the bed frame. also. In a recent case of open thoracic The patient's arm was also touching the bed. surgery where the surgeon was working in Since the ECO machine was grounded such a way that he could not see the ven through a three prong plug, and the lamp tricles, he was dependent upon the cathode was not, 110 volts was being applied through ray scope cardiac monitor to tell whether the patient and the technician, enough to have the heart was functioning properly: But due been serious for both. to his having his hands in the patient's The examples cited so far have dealt' with thorax, he was introducing so much stray failure of equipment; however, poor design 60 Hertz voltage that the electrocardiogram can " also be the source of dangerous situa was completely obscured. The solution, ob-, tions. For example, one electromechanical vious to the electrical engineer, was complete injector used in angio-radiography may al grounding of all instruments to a common low up to five milliamperes to ground, due ground, and to ground the surgeon and his to the fact that the parts were anodized assistants. before assembly, thus effectively insulating But the grounding must- be complete and the parts. Evidence of such leakage may with low resistance circuits for, as shown appear in the form of noise on the electro earlier, high resistance' circuits can result in cardiograph, beginning at the time of entry the generation of voltages which can produce of the dye into the heart (The dye has a serious shock hazards. However, the stand good electrical conductivity). Fibrillation ards for buildings are established for static has been reported under this circumstance. electricity only. Therefore, the code calls for Other examples of poorly designed equip resistance between 25 K and 1 Meg for .a ment include: defibrillators which produce floor with electrodes.three feet apart24 Ac excessive shock energies, or prolonged shock tually, the resistance should be less than one with possible attendant myocardial damage ohm, but all equipment well, grounded. 16 Electronics Sr Electrical Equipment Perhaps this is enough to indicate the problem. This step seems to have three magnitude of the hazards which exist in the major components: hospital or clinic where electrical instrumen a) The sensitivity of the human body to tation is attached to the human patient The electric shock with special attention to the danger exists and the problem warrants maximum non-fibrillating current This is orderly and intensiv.e attention. George not to be critical of existing data and its. Peters and Frank Hall of the Rocketdyne analysis. However, it seems that a new Corporation have recently suggested systems study with emphasis on the medical instru . engineering approach to the safety problem.25 mentation problem is' called for. Their proposal,.applicable to the general field of safety, contains many excellent concepts for use in the field of electrical safety in the hospital environment, for they point out' that safety is a function of equipment design, but also of equipment use, user attitudes, and b) A study of existing and possible future medical instrumentation combinations and the possible hazards which would thus be generated, including those due to catastrophic . failures. , many other factors. The following quote from their-paper is significant: . "The primary objective of system safety engineering is the reduction or elimination of all hazardous consequences of equipment operation. System safety engineering characteristically involves a systematic applica tion of special analytical techniques, scientific data and derived criteria, specific engineering principles, (valuation methodology, manage ment skills, and experience retention devices. Since it emphasizes prevention rather than - ' c) Examination of existing electrical dis tribution ' systems in hospitals with special attention to devices not classed as medical instruments such as electrically operated beds, television sets, etc. The nature and actuality of ground connections should be investigated. - Third, based upon the 'findings of steps one and two, design standards should be established for both the instrumentation and the hospital or clinic location where it is to be used. These standards should aim at the the correction of problems, particular atten target of zero accidents, and if not whole tion is placed .upon,, early engineering design and procedural analysis. It is broadly con- heartedly accepted by all manufacturers and users of medical instruments, should be en __ ceived to take into, consideration all aspects of the planning, design, development, fabrica forced by law. Hopefully, the latter should not be necessary. tion, test, installation, maintenance, operation, A safety design program such as proposed and system evaluation of complex manmachine systems." Application of this definition and the gen eral principles of systems engineering to the problem of electrical safety in the use of medical instrumentation will lead to a num ber of steps. First, there needs to be a dear cut defi nition of the problem. It must be obvious that the evidence presented thus far has led the author of this paper to believe there is a problem. However, there should be a care' ful study to determine whether the data hinted at from time to* time really exist Is the number of electrical fatalities caused by medical instrumentation on the increase? Is above will take time. Meanwhile, immediate ' steps should be taken to reduce as much as possible the hazards of existing instruments systems. The list of actions which could be inaugurated is large. However, the following will go a long way in providing a safe opera tion. ^ - 1. Train all personnel using electrically operated equipment in the fundamentals of safety. This may include giving' special courses in electrical technology to nurses and hospital technicians, and for that matter, physicians. The instruction should include reference to the possible hazards which may be generated by electrically operated beds, or bedside television sets or lamps. Emphasis , it as large as some fear? Hopefully, some oh proper grounding is important sort of organized search for the facts will 2. Provide a positive earth ground and a be mounted so that the problem of electrical single ground reference for all equipment hazards of medical instrumentation can be connected to one patient defined. , 3. As much as possible, provide isolated Secondly, there needs to be a more pre and monitored ungrounded power for hos cise identification of the parameters of the pital rooms. This should be without excep- 17 1968 National Safety Congress tion in those rooms where patient monitors are used, or where cardiac catheterization is performed. Admittedly, the installation of such power circuits in existing systems may be costly, perhaps too costly to consider. However, temporary or portable units exist in winch isolation transformers are pack aged with ground fault detectors and circuit interrupters and which provide a good safety measure. Some such units will detect leakage currents as small as 200 microamperes, and will interrupt the circuit if such leakage exists. Obviously, a system incorporating such a unit is much safer than one which does not 4. Employ adequately trained personnel to provide spedficatioas for the purchase of electrically operated equipment and to pro vide preventive maintenance on such equip ment Instruments which have capacitors in the power input circuits in such a manner that they might give rise to a shock hazard should not be purchased. Instruments which place a potential on the ground line, even though it is with the good intent of detect ing the failure of the ground connection, should not be employed in the intensive care units of a hospital. 5. Consider any area where electrical in struments will be used|l6|^ a patient as a hazardous area for the* patient, and act accordingly. Hopefully, this review and these sugges tions will generate action in each one who is concerned with hospital electrical safety, so that the word can be passed that the target of zero accidents has been struck in the bull's-eye. References 1. Vital Statistics of the United States, De partment of Health, Education & Welfare, Washington, D. a 2. Indianapolis Star, August 10, 1968, InOIanapoUsTTSd. 3. Anon.; "BWa1 Shock from Cardiac Mon itor," Lancet % S72, April 16, 196a 4. Rowe, G. G,, and Zamstorff, W. C.: "Ven tricular V&rfHation During Selective An giocardiography," JAMA 192, 947, 1965. a Bouwsroa, G. A, Conway, D., and Hoppe. J. A; "An Electrical Hazard of Selective Angtogaphy." Canad. Med. Asioc. J. 87, 6. Mody, 8. ML. and Richlugs. !.; "Ventric ular JlbrfUsticci Resulting.from Electrocu tion During Cardiac Catheterization," Lancet 3, SCOct. 5, 1962. 7. Hoppe. X. A, and Roy. O.; "Electrical Hazards In Cardiac Diagnosis and Treat ment." Jted. Electron. Biol. Engng., 1. 133, 1963. 8. King, B. CL; Effect of Electric Shock on Heart Actio* toith Special Reference to Varying Susceptibility in Different Parts of the Cardiac Cycle. PhJD. Thesis. Co lumbia University, 1934, Aberdeen Press. New York. 9. Kerris, L. P., King. B. G.. Spence, P. W. Williams, H. B.; 'Effect of Electric Shock on the Heart" AIRS Trans, 55, 498, 1886. 10. Kbtrwenhoven. W. B,, Knickerbocker; G. G., Chestnut R. W., Milnor, W. R., Sass, D. X; "A-C Shocks of Varying Parameters Affecting the Heart AIRE Trans, (EE) 55, 498, 19. 11. Dalzfei, C. P.; "Threshold 60-Cycle Fibrillatlng Currents," AIRE Trans (EE) 79. 667, 1960. 12. Lee, W. H.; "Death ' from Electrical _p" Shock," Proc. IEEE, 113, 144, 1966. te. 13. Dalziel, C. F.. and Lee, W. R.; "Re-evalu ation of Lethal Electric Currents," 1BRR Trane (IGA) 4, Sept/Oct, 1966 14. Smoot AW., oral presentation. Annua! Meeting IEEE IGA Group, Sept 30, 1968. Chicago. 15. Weinberg, D. L, Artley, X L., Whalen. R. B., McIntosh, H. D.; "Electric Shock Hazards in Cardiac CatherizaUon." Circ. Res., n. 1004, im 16. McIntosh, H. IX, Starmer, F., Whalen, R. EL; "A Comparison of the Electrical Ventricular Fibrillation Threshold With and Without Anesthesia," Amer. Heart Journal, 72. 419, 1968. 17. Starmer, C. F,, Whalen. R. E., McIntosh, H. D.: "Hazards of Electric Shock in Cardiology." The Amer. Xottrnol of Car diol, 14. 587, 1961 18. Burchell, H. B.; "Electro Shock Hazards." Circulation, 35, 227, 1967. 19. Bruner, JMR; "Hazards of Electrical Ap paratus," Anesthesiology, 28, 396,1967. 20. Stanley, P.E.; "Hospital Electrical Safety and Shielding," JAAMI, 2, 8, 1967. 2L Kahn, F., and Murray, L.; "Shock-Free Electrical Appliances," IEEE Trans, (IGA), 2, 322, 1968. 22. "Draft of Provisional Safety Standard for Electro-Medical Apparatus, JJ1SI 36, 673, 1966. 23. State# in discussion period after Panel Discussion. Annual Meeting, IEEE, IGA, Sept. 29,1966, Chicago. 21 Code for use of Flammable Anesthetics, National Fire Protection Association Set 2221, P 55-27, 1965. 25. Peters, G. A, and Hall, F. S.: "System Safety Engineering as a Technical Disci pline," Paper presented at National Sym posium on Flight Safety eta. Space and Flight Equipment Symposium, 1964, San Diego. 28 Electronics & Electrical Equipment LOSS CONTROL IN THE ELECTRONICS & ELECTRICAL EQUIPMENT INDUSTRIES By GERALD L. MAATMAN Vice President and Manager, Loss Control Engineering, Kemper Insurance Group, Chicago, HL In this discussion, I will attempt, from an The problems inherent in the proper storage, insurance carrier's standpoint to provide an safe handling, and use of flammable solvents, overview of the more important loss control gases, and hazardous chemicals is a basic problems facing the electronics and electri responsibility to which each industry must cal equipment industries today -- to draw continually address itself. Pressures to main whatever analogies may be appropriate with tain excessive amounts of these materials other industries -- and to perform a little on hand in. production areas must be resisted crystal ball gazing in terms of what die at all oosts. We see a definite need for new future may hold.. emphasis on finding ways to improve storage In approaching this subject, I have natu location and material flow techniques to rally attempted to draw upon the specific ^economically meet increasing production de experience which my company, a large fire mands without exposing vital operations and casualty insurer, has' had in working areas to excessive combustible contents with various large and medium sized elec loadings. .` trical and electronics equipment insureds. Processing hazards are generally of the The first thing which becomes readily ap parent is that these industries must deal with an extremely wide variety of loss control problems which arise out of this diversified operations. These run pretty much the full gamut of fire protection and safety hazards. In addition, they are Wing required to cope with many of die serious loss control prob lems- being created in all industries today conventional type associated with hot metal working, application of flammable finishes, ovens and dryers, and the operation of high voltage equipment Nevertheless, we continue to note the need for greater emphasis on employee training and supervision in these operations to reduce human operator error which is responsible for too high a propor tion of fires, occurring in these areas. doe to die constant influx of new production One of the predominant fire protection materials and processes, the trend toward problems arises from the extremely high larger and larger plant facilities, an ever water and smoke damage potential found in tightening labor market, and increasing in many plant areas. This has led to resistance terest and concern on the part of regulatory in some cases to the provision of automatic bodies of the-relative safety of plant working sprinkler protection, even in instances where environments. large unsubdivided production areas are in More peculiar to these industries^ I think, volved. The .potential trade-off involved in are the relatively large number of chemical water vs. fire and smoke damage to elec and toxic metal hazards, radiation and laser trical and electronics equipment components exposures, and electrical shock hazards found is such that this can prove to be a costly in various operations. In addition, they ap short-sighted viewpoint Nevertheless, this pear to have more than their share of head problem does place much more importance aches arising out of having to cope with extensive R&D operations and large amounts of classified government contract work, which at times' makes it difficult to exert much control over operations in certain sections of the plants. Major fire protection problems, especially on the electronics equipment side of the pic ture, indude the categories of hazard pro on the need to maintain automatic sprinkler "systems in good condition at all times and to avoid any possibility of sprinkler leakage due tp mechanical damage. In addition, it certainly increases die importance of stress ing employee training in the use of portable fire, extinguishing appliances and achieving quick reaction to the outbreak, of incipient ducing production materials and processes. fires. 19 1968 National Safety Congress For the past ten to fifteen years, since the fresh look at this new source of. fire and General Motors Lrqonia fire, there has been property damage peril.which can emanate much reference in fire protection literature from without or within the plant. It goes to the problems of the trend of increasing without saying that plant fire protection and plant values being placed under one roof, security programs must be tightly integrated '; the absence of proper fire cut-offs, and the personnel evacuation programs completely growing interdependency of one plant on revised; exterior exposures and means of another in large corporate operations. These . access re-evaluated; and the location and problems have certainly hot diminished dur security of valuable contents, operations, and ing this period; in fact, they have become materials which could serve as potential fuels more and more critical in nature until today and missiles carefully reassessed. there exists some question as to whether or not adequate commercial insurance markets can continue to be found to insure some of these risks. We can't help but feel that at least a part of this problem arises from a failure on the part of the loss control en gineering profession to' establish a better dialogue with industrial engineering and pro duction management interests which normally dictate plant layout decision making. All too often, both corporate and insurance fire pro tection needs are plugged into this decision making process too late or at too low a level to significantly influence these problems. Turning to the subject of occupational health and safety problems, it is only ap propriate to first take note of the current interest and action being displayed at the federal level. Although it now appears that neither the administration's 1968 Occupational Health & Safety BUI nor die subsequently introduced Hathaway Clean Bill will be passed this year, there is little doubt that some federal legislation will be enacted in this area no later than 1970. In addition, the recent announcement by tile U. S. Depart ment of Labor of proposed revisions in their required administrative safety standards un Another fire protection problem which is der the Walsk-Healy Act .clearly indicates increasing in its nature is that created by the that the federal sector has no thoughts of presence of outside contractors in the plant abandoning'their desire to make an entrance Labor costs and the shortage of skilled into this arena. maintenance and construction personnel have readied thg point where industrial corpora tions are greatly increasing their use of outside contractors to perform routine main tenance, -equipment installation, and small construction jobs. Thus, greater stress must be placed on supervising and controlling the operations of these contractors on plant premises, especially where hot work opera tions are involved. The electrical and electronic equipment industries have a vital stake in this entire area as their operations, especially on the electronics side, are certainly of such a nature as to include a fairly wide range of potential occupational health hazards.. Our experience in dealing with various industrial hygiene problems indicates that the pre dominant problems arise from the use of adds and caustics; chemicals such as phos Finally, a new industrial fire hazard phe nomenon has come upon the scene since 1964, in the form of widespread dvil disturbances. Much discussion could be devoted to the various facets of this problem and the range of countermeasures required from a loss control standpoint However, let it suffice to say that "you have a whole new ball game" insofar as evaluating company loss control problems is concerned. The formidable arson phorus, chromates, and epoxy resins; metals such as mercury, lead, cadmium, beryllium, and thorium; -isotopes, lasers, and x-ray radiation producing equipment; gases such as ozone and hydrogen; and, of course, various types of solvent hazards. In addition, noise and `heat stress problems are beginning to be of increasing .concern as both industry and government become more aware of their long term physiological effects. and property damage risks which exist for Generally speaking, we have found that any industrial plant located within or on the these major industrial hygiene hazards re fringe of a riot area both give renewed im ceive considerable interedHKk attention by portance to the normal fire protection facil our insureds, especially WTW2 larger com ities and program provided within your plant panies, and their managements axe quick to and underscore the need to take a completely take corrective action when the need is in 20 Electronics & Electrical Equipment dicated. However,. I should like to stress the importance of always conducting a "good pre-IJEL evaluation of any new materials and processes which are contemplated so as to avoid the possibility of employee exposure and costly process equipment or ventilation system revisions after a process is in opera tion. This necessarily implies the need for integration of the loss control viewpoint into the corporate decision-making process early in the planning stage The more important conventional accident hazards found in these industries appear to be mainly those of electrical shock, machin ery, and material handling. Electrical shock hazards arising from the considerable amount of electrical equipment testing and high voltages encountered in operations, though of considerable magni tude, are generally found to be well cared for, probably because of their obvious and predominant nature Machinery hazards arising from punch presses, shear machines, etc, are usually adequately guarded but still subject to the continuing problems of operator carelessness and circumvention of safety devices and circuits. In most cases, this is traceable back to supervisory defidences. In addition, we have found that inadequate machinery main tenance can, at timis, be an important con tributing factor to machine accidents. Material and traffic flow hazards, without question, constitute the angle most important source of accident in these industries as they do in most others. Through the use of our company's computer facilities, we recently conducted an' analysis of the leading causes of both lost-time and medical-only work men's compensation accidents for approxi mately fifteen of our larger electrical and electronics equipment manufacturing policy holders and found that five out of. the-seven top causes were related to basic material and traffic flow problems. Thus, we find that the relatively common safety hazards, those that'are intimately tied to the basic problems of unsafe human acts, continue to prove to be the largest single source of accidents. The reasons are fairly clear and, for the most part, are amenable to solution: heavy production schedules; high workforce turnover; inadequate job train ing; inadequate supervision; and lack of meaningful safety program support from top and middle management The future growth rates for the electrical and electronic equipment industries look quite bright, and thus it is reasonable to expect that these companies will encounter increas ing loss control challenges in the coming years. However, it is also dear that many difficult problems lie ahead. The increasing role .of governmental agencies in occupational health and safety; the liberalizing trend of compensation coverage to per se indude all heart attacks, hearing loss, lung cancer, hernias, etc. as work incurred; continued tight labor market and labor turnover; and the constant development of new production materials and processes all will contribute new headaches. Also, the entire field of product liability and consumer safety, which is rapidly re placing automobile liability claims as a source of business for the plaintiff's bar, will soon have to become of paramount concern-to each company. I hope that each loss control manager if he has not already done so, takes it upon himself to interject the importance of induding a product safety type analysis into the development of any new product within his company, and that he obtains the opportunity to perform this role himself. Product safety begins on the drawing boards and certainly should not be completdy left in the hands. of the product designer who may not have much appreciation for po tential accident hazards. In essence, as we look ahead into the future, there is no question but .that the role of the corporate loss control manager must necessarily continue to broaden itself to the point where he and his staff have responsibil ity for partidpating in every concdvable corporate activity and decision which has a direct or indirect relationship to the preserva tion of property, profits, and employee health. This will become an established fact only in. those companies in which their top manage ment becomes convinced that a comprehensive corporate loss control program is vital to its future stability and profitable growth, and the responsibility is yours to see to it that the loss control story is told. 21 OFFICERS OF THE ELECTRONIC ANDELECTRICAL EQUIPMENT SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman-^-B. B. Turney, Corp. Safety Dir., Texas Instruments Inc, Dallas, Texas Vice Chairman and Secretary--Alan Reed, Manager, Product Engineering, Daniel Woodhead Co, Northbrook, 111. Membership Committee--B. T. King (Chairman), Safely Director, Charles Brnning Co, Div. of Addressograph-Multigraph Coup, Mt Prospect, HI; William R. Bhiett (Vice Chairman), Safety Dir, Frigidaire Div, General Motors Corp, Dayton, Ohio Program Committee--A. F. Cichy (Chairman), Loss Prevention Mgr, General Telephone & Electronics Corp, New York, N. Y.; C Wm. Walters (Vice Chairman), Manager, Loss Prevention, Automatic Electric Co, Northlake, 111.; W. G. Moorhead, Adm, Safety & Health Dept, AMP, Harrisburg, Pa. Newsletter Committee--N. Richmond (Chairman), Administrator, Safety & Benefits, RCA Service Co, BMEWS Project, Cinnaminson, N. J. Research and Engineering Committee--B. L. Weber (Chairman), Asst to Insurance Mgr, SCM Corp, New York, N. Y.; Igor Limansky (Vice Chairman), Fellow Engineer, Westinghouse Electric Corp, Aero-space Div, Baltimore, Md.; Jack Conway, Safety Director, Sylvania Electric Corp., Electronic Tube Div, Emporium, Pa.; John B. Konraxh, Corp. Safety Mgr,The Rauland Corp, Melrose Park, III; E. S. Kopes, Bdl Telephone Lab, Laureldale. Pa.; George MacDoNAio, Vice-President, Self-Insurers Service, Inc., Chicago, 111.; Charles H. Miller, Safety Engineer, RCA Corp, New Holland Pike, Lancaster, Pa.; Friend Miller, Safety Supervisor, Westinghouse Electric Corp, Electronic Div, Elmira, N. Y.; R*bert Myles, Safety Director, Color Tube Div, Motorola, Inc, Franklin Park, I1L; L. F. (Gus) Swineheaet, Project Engineer, Daniel Woodhead Co, Northbrook, 111.; Richard S. Whipple, Mgr. of Safety & Hygiene, IBM Corp,, East Fishkill, N. Y.; Ted Worhol, Safety Director, National Video Corp, Chicago, HL Education and Training Committee--J. W. Loofee (Chairman), Safety Dir, National Cash Register Co, Dayton, Ohio; Robert D. Mahon (Vice Chairman), Safety Dir, Collins Radio Co,' Cedar Rapids, Iowa; J. A. Edmonds, President, Daniel Woodhead Co, Northbrook, III; Leo A. Miller, Chief Safety Engineer, Stromberg Carlson, Rochester, N. Y.; Russell E. Preston, Corp.. Safety Dir, Sanders Assoc, Nashua, N. H.; E. G.. Van Cata, Corp. Safety Dir, Sldl Corp, Chicago, 111.; Charles L. Victor, Div. Mgr. of Safety & Health, Fairchild Semiconductor, Mountain View, Calif. Off-the-Job Safety Committee--Lawrence Zepernick (Chairman), Safety Mgr, Fairchild Camera & Instrument Corp, Syosset, L. I, N. Y.; Murdoch G. Pryor (Vke-GhainiHn), Safety Mgr, Allen Bradley Co, Milwaukee, Wise; Harley H. Hatcher, Personnel Mgr, V-M Corp, Benton Harbor, Mich.; C Lang, Supvr. of Saf. Westinghouse Elec. Corp:, Relay-Instrument Div, Newark, N. J. V, 22 Product Safety Committee--George H. Pope (Chairman), Managing Engineer, Casualty & Chemical Hazards Dept, Underwriters' Laboratories, Northbrook, IIL; Howard P. Michener. (Vice Chairman), Mgr. of the Engineering & Safety Regulations Dept, National Electric Mfgrs. Assn, New York, N. Y.; John F. Hessman, Staff Engineer, Electronic Industries Assn, Washington, D. C; Minot W. Holbrook, Regional Supt, Engineering & Audit Dept, The Hanover Insurance Group, Chicago, ILL; L. E. Lapeer, . Managing Director, International Assoc of Electrical Inspectors, Chicago, ILL; Alan .Reed, Mgr., Product Engineering, Daniel Woodhead Co, Northbrook, EL Long Range Planning Committee--R. E. Whiteside (Chairman), Manager, Safety & Health Services, Employers Insurance of Wausau, River Forest 111; H. A. Perkins, Chief of Health & Saf. Sect, Western Electric Co, Inc, Baltimore, Md.; J. A. ^ Waldron, Saf. Snpvr, Packard Elec Div, General Motors Corp, Warren, Ohio Cameron Award Coordinators--George MacDoNAio, Vice-President Self-Insurers Service, Inc, Chicago, HL; R. E. Whiteside, Manager, Safety & Health Services, Employers Insurance of Wausau, River Forest 111 Staff Representative--Joseph EL Vansickle, Industrial Dept, National Safety Council, 425 N. Michigan Ave, Chicago, ILL 60611 Past General Chdrmen--1947---E. KL Taylor; *1919-50-H. B. Dotftis;' 1950-51--M. F. Biancaedi; 1951-52-C N. Fogg; 1952-53--j. M. Trahsue; 1953-54--M. L. Miller; 1954-55--J. A. Edmonds; 1955-56--J. J. Lawler; 1956-57--C F. Schlotier; *1957-58 --E. E. Gebharx; 1958-59-G. W. Koch; 1959^0-W. F. McChesney; *1960-61E. J. Torton; 1961-62--G. MacDoNAin; 1962-63--G. R. Sioxh; 1963-64--F. G Peregoy; 1964-65--H. Au Perkins; 1965-66--J. A. Waldron; 1966-67--R. E. Whiteside; 1967-6B--B. *B. Turkey Deceased Z3 Order Form 1968 Congress Transactions Quantity Ordered * Stock Ha 02238-1 02238-2 02238-3 022384 02238-5 02238-6 02238-7 02238-8 02238-9 02238-10 02238-11 02238-12 02238-13 02238-14 02238-15 02238-16 02238-17 . 02238-18 .02238-19 02238-20 02238-21 02238-22 02238-23 02238-24 02238-25 02238-26 02238-27 02238-28 022.18 Vol Ho. TitIt -- 1-9 10 or' Copies more 1 General Sesswni A Index Is tit Volumes $.85 $.65 2 Aerospace; Air Transport .85 .65 3 Automotive & Machine Shop; Power Press & Forging .85 .65 4 Cement, Quarry & Mineral Aggregates .50 .45 5 - Chemical & Fertilizer .85 .65 6 Civic Leadership; Church, Women, Youth, Farm .85 .65 7 Coal Mining .85 .65 8 Construction;.Public Employee .85 .65 9 Electrical Equipment .50 . .45 10 Food & Beverage, Meat Packing Tanning & Leather Products; Trades & Services .85 .65 11 Glass & Ceramics; Rubber .85 .65 12 Industrial Subject Sessions; Associations 2.10 LOO 13- Labor .85 .65 14 Marine .85 .65 15 Metals .50 .45 16 Mining .85 .65 17 Motor Transport; Transit .85 .65 18 Occupational Health Nursing .50 .45 19 Petroleum .85 .65 20 Public Utilities .85 .65 21 Pulp & Paper; Printing & Publishing .85 .65 22 Railroad .50 .45 23 School & College 1.10 LOO 24 Traffic .85 .65 25 Wood Products; & Textile .85 . .65 26 Early Morning Sessions ' .50 .45 27 Public Safety '.85 .65 28 Home Safety .85' .65 COMPLETE. SET OF, 28 VOLUMES $1160 Automatic 20% discount to Nations! Safety Council mamfcars; or 10% discount to government agencies. Please enclose check with orders toss than S3.00. SHIP TO: Organization_____________________ .._______ _______ Address__________ l_. _- - City_____ 2................................................Stale ............. __/ipCode to Attention of........................................ ........ .............. .. - - BILL TO: Organization____________________________ . ______ _. Address:__________________________________ ____________________________ . City;:_StateZip Code to Attention of- Customer's Purchase Order Number -. MAIL TO: " 22C26902 24 NATIONAL SAFETY COUNCIL 425 North Michigan Avanue Chicago, Illinois 60611 psiNTts ia a.s.ju . Q2Z38--9 Volume 10 NATIONAL SAFETY CONGRESS TRANSACTIONS .FOOD & BEVERAGE; MEAT PACKING, : TANNING & LEATHER PRODUCTS; TRADES A SERVICES NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 56th NATIONAL SAFETY CONGflfeSS Papers Delivered in the POOD & BEVERAGE SESSIONS CONTENTS How to Mate an Industrial Safety film..................................... .Glen D. Perkins 5 How to Produce Industrial Safety Slide Programs.. ............Scheinost 8 Role Playing: Our Safety Record Is Slipping--What Can We Do?.................... 10 How Good a Safety Man Were You five Years Ago?......... Frank J. Fessenden 13 Safer Food Machine Design.................... ..............................Keith . Barenklau 15 Safer Machine Design: The Design Engineering Viewpoint___ J. W. Marquette 19 The Dollar, the Man, and the Woman...;............................. Milton J. Hattier 24 Questions and Answers: Following Talb............................................................ 25 Grain Handlers Division Round Table................................................................... 26 A Psychologist Looks at Accident Problems Caused by Today's Changing Labor Market....................................... .A. H. Mala, PhdX 27 How to Cope with Accident Problems Caused by Today's Changing Labor Market....................,............ ...... Richard R. Buster 31 f Papers Delivered iffthe MEAT PACKING, TANNING & LEATHER PRODUCTS SESSIONS How Well Do You Know Packing House Safety?:......................Norman J. Kirk 32 Guarding Machinery................................................................. Maurice F. Leahy 33 Passenger and Truck Fleet Safety......................................... Charlesty. Keith 35 Hi-Uft Safety................................................................................... James Oliver 37 Ammonia Refrigerating Systems Safety.............................................. F. P. Neff 39 Retention of Profits through Safety................................................. A. J. DHtmer 41 Officers of the Food and Beverages Section 1968-69............... ............................ 43 Officers of the Meat Packing, Tanning end Leather Products Section 1968-69.. 47 Officers of the Trades and Services Section 1968-69..................... ........... ......... 49 Other Volumes in the 1968 National Safety Congress Transactions........ .. Back Cover. PLAN NOW TO ATTEND THE NATIONAL SAFETY CONGRESS OCTOBER 27*30, 1969 / CONRAD HILTON HOTEL, CHICAGO 1970 The Congress is always a big week, a worthwhile week for the 13,000 safety people who attend. At the '69 Congress you can meet other safety people, withthesameproblemsandresponsibilitiesasyourself. 1971 You can exchange views and ideas on accident preven tinionin,dhuesatlrthysJthraygffiiecn, es,cahnodolf,iraet prevention home and ... on on the safety farm. You can see the largest of all safety equipment exhibits 1972 atthe Congress... an opportunity foryou to make wellinformed buying decisions for your company. This four-day educational program, planned and pre sented by the National Safety Council, can be your most thought-provoking, most worthwhile safety expe 1973 rience in 1969. Make plans earlyto attend the 1969 Congress and bring the other people in your organization who have safety responsibilities. FUTURE CONGRESS DATES 1969 October 27-30 1970 October 26-29 .1971 October 25-28 1972 October 23-26 1973 Oct. 29- Nov. 1 NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVENUE CHICAGO, ILLINOIS 60611 FOOD AND BEVERAGE SECTION HOW TO MAKE AN INDUSTRIAL SAFETY FILM By GLEN D. PERKINS Engr., Loss Prevention, The Mill Mutual Ins. Group, Chicago, 111. It is not my intention to tell you the actual argument internally and are now ready to mechanics of making an industrial safety go on with the business of malting an in film. There is only one way to do that: dustrial safety film. You have probably had hire a professional. If you want to make to concede to using 10 per cent of the film home movies, then do it on your own time to firm goodwill.or product promotion. If Home movies come out just exactly as home you have held it to only 10 per cent, then movies.'. Certainly, you don't wish to attach you probably should have been in sales in your firm name to a production of this type stead of safety to begin with. We will start out with the premise that Your next major decision is, "What will you are going to use a professional to do the film be about?" This question may have the actual work. You still are far from , answered itself when you first got the.idea being finished with your part of the project to make a film. In our case, it is a major In fact; the major part of the work in problem because there are so many subjects making an industrial safely film is still your available that could and should be covered. responsibility. 411. of the major decisions One of the mistakes most often made is rest with the sponsoring company. The pro- trying to say too much about too many sub " fessional mem^ takes your ideas and pack jects in a short period of time. When this ages them into a slick presentation. mistake is made, the ustlal result is that Five very basic decisions will IkT your the end product actually says nothing that responsibility before you are ready to get started with your film, project Each of the five decisions have at least two clear cut and almost opposite ways to go. The `first decision is, "What is the pur pose of this film?" This sounds simple enough, hut the answer will almost always the viewer walks out remembering. You simply can't make a film entitled, "How to Work Safely in a Grain Elevator or Mill." The two factors that will not permit this is cost and viewer interest At this point you are almost back to the first question-of "What is the purpose of generate friction within your own company. this film?" You have to make up your mind It may even be the most difficult one to re that you can cover one major point with solve. Are you sincerely interested in pro perhaps two closely associated secondary moting safety, and have you absolutely no points or you can go to a distant pan shot other motive in mind? You may be, but of most of the hazards found in your entire isn|t top management and the Advertisement operations. If you' choose the latter, you Department thinking about corporate pro risk failing to really offer a solution to any motion or outright advertisement? This has problem. We have tried both approaches, been one of the major problen&in our shop, and I still am not sure which offers the most and has been one of the hardes*o overcoma for the money spent. Film malting is an expensivtpundertaking. More will be said of this aspect later, but the problem is usually a seesaw battle in ternally about where the firm will derive the most benefit You, as a safety man, are interested only in promoting safety, while management is equally or perhaps more in terested in promoting company good will or products. If you choose to cover only the one"major point with the two closely related points, often you will not reach the plant employees that normally are not connected with this phase of your operations. To use an ex ample, you can do an excellent job of cov ering the subject of "Safe Operation of a Car Puller" as your primary subject and also insert the use of car.brakes and hooking Let us assume that you have won the and unhooking boxcars as naturals for sec- ` 5 1968 National Safely Congress ondaxy subjects. In so doing, you may have lost the interest of the people working in the headhonse or scale floor. On the plus side .of this direct approach you probably have completely covered the one dangerous job classification in year plant to a point that only refresher showings and new employee training will suffice. As we will point out later, the unit cost using tins approachJs less, but overall cost may be more. Should you decide to try to cover all major hazards in an elevator, you will surely not be able to cover specific hazards on any job classification. The individual employee will not be able to completely identify him self, and yon risk losing complete interest in what you are trying to say. If you are going to be able to make additional films over a period of time, then I would favor the idea of one major subject, covered well Eventually, you should build up a library that will really assist you in making safe operations a reality. We have now derided on tire purpose of fee film and what we want to cover. We are still a long way from receiving fee master print from fee. laboratory. The next hurdle is "How to cover our selected sub ject." In order' to reach an answer to this problem, we must sit down and do some soul searching about employees. Are you aiming at rank and file laborers or super visory people? How many employees are illiterate? Are you going to sell this film through viewer interest, or are you going to give it as a dose of medicine? These three questions alone will almost completely change fee approach of a film. First, let us analyze our employee. Let us be honest and admit feat the average employee in a grain elevator is in the lower strata of the available labor in fee area. The job*is dirty. The job is in the lower pay bracket in fee area. His educational level is low.. In many areas of fee country, you have an abnormally high percentage of il literates. With these facts in mind, we must gear our approach to fee subject If we are aiming strictly to rank and file em ployees, we must keep the vocabulary at a point where all will understand, but at fee same time don't talk down to fee remainder of ourUuSience We must use a minimum of "reading" shots and-graphs. If the situa tion permits, where we t^e reading shots, narration should accompany them. Graphs, if used at all, usually require narration. Most important of all, we impress upon fee em ployee about what is in it for him to do what yon are saying on fee screen. Usually, he could care less what is good for the com pany or good for you. To accomplish this last point, there are two major approaches: fear- or personal gain. We have used both, as well as a mix ture of each. The fear element is self ex planatory. You graphically show fee em ployee feat he will get killed, lose an ami or leg, or be fired if he doesn't comply wife your wishes. This approach is direct and usually effective. The personal gain ap proach usually shows him a bigger paycheck, a new car, vacation, happy family, or implied sex. This approach requires that the employee associate himself wife what you are saying, and he may not always do this. Also, this approach usually costs more to produce as will be seen in a minute. It will probably better reach your more literate employee more effectively. This brings us back to whether we are going to sell our film or give it as a dose of medicine.. Probably nothing will affect fee end cost of the film more than fee answer to this question. If you are going to sell it through viewer interest, then, you will have to use a plot or story line. This costs money--a lot of money. It means that you will have to use lip synchronization, and this will raise your, cost by about onethird. You will also have'to devote at least some time to development of a story line that really has little, if anything, to do with hard line safety. This also costs money. It is sometimes, but not always, a more effec tive way to. tell your story. . If you choose fee course of a dose of medicine, you trill have decided that your audience is captive and yon can get straight down to fee business of "do this and don't do that" There is almost no wasted'effort and certainty no wasted money on frills I like fee straight approach, wife perhaps not more than one minute devoted to trying to get fee viewer to associate with the film. Our next factor is "Cost" As we said in the beginning, there are almost always two avenues to follow. This also applies to net cost of making a safety film. The cost can vary by as much as 40 per cent, de pending upon bow and who makes the film 6 Food and Beverage Section for you. We still insist .that you use a pro narrators, actors, props, etc. Add 10 per fessional, regardless. cent for expenses and you can expect $1,100 There are two major categories of film per minute to. cover the entire project up to makers. One is the strictly commercial film the master print laid on your desk. Add studio; the other is the Film Production $90 to' $125 per print for each copy of the Units of various state universities. Almost film you want; and you own the thing. Your every ^ large university has such a depart?' competitor can't get his hands on it to fur ment in their curriculum, and all are seeking ther his own cause. You will have done work of this type. There are advantages as much or as little firm promotion as you and disadvantages to each. see fit and told your story exactly as you If you use the commercial studio, you wanted. If it is a good film, you can take have the advantage of maintaining strict all the bows; if it is bad, you will have a control of everything that goes into your little difficulty in passing the buck. film. They will furnish script writers, dir If you choose the state university ap rectors, filming crews, and everything neces proach, figure your basic cost at $600 per. sary to turn- out a good professional job. minute. Normally, the university will pay You can depend on them to do their best the expense of the crews. Your cost per because their name is also on die film. Still, print for copies will be just about the same. the final decision on all phases of the film The university will retain the master print is yours to make: ' You will have made a film that is strictly If you use the state university approach, for its own merit with almost no firm pro they also furnish the same services outlined motion. It probably will have a story line above, along with narrators from school and at Iemst some lip synchronization. If your owned radio or TV stations, casts from their experience is anything like ours has been, stations or drama departments and props, your competitor will perhaps show the film visual aids, and any other available goods before you get around to it or services from the entire university. The The cost figures just given mean very script is a joint approval, with the univer little unless they are tied into the length sity having the final word. Our experience of the film. How long should a film run? has been that this is little problem. Again, there are two approaches. Rather, The two major problems concerning the' we have already decided on the two ap nse of the university approach is that they, proaches when we agreed to either sell the being a tax supported institution, can permit film,through viewer interest or give it as a no advertisement in the film other than dose of medicine. If you are going to use credits, either in front or back, of the film; the direct dose of medicine approach, then, they own the copyright to the film, and you should be able to cover, one main point anyone can purchase it Since it is copy and two secondary, closely related points in righted, no changes can be made in the about ten minutes, including titles, credits, film by the purchaser, but he certainly can and company goodwill or advertisement. add a trailer of two or three minutes in This should give you nine minutes, at least, length about any subject he chooses. If this of hard line safety promotion. A commer is done professionally, he can literally let cial studio wiil make this for you for from the audience leave thinking that he made the $10,000 to $11,000 complete. If you use this whole production. We have had some sad- direct approach, .you probably will find that experience with this. Again, if your sincere the state university will show very little in motive in making the film is to promote terest in doing it for yon. There is little in safety, then this may not be a problem. the way for training of students in making Usually, top management doesn't strictly the film. subscribe to tins. Perhaps the deciding factor in deciding which approach, commercial studio or state university, to use lies in cost figures. Based on 1968 figures, it will cost you just about $1,000 per minute plus traveling expenses, for crews, to hire a commercial studio to make a film for yon. This includes scripts, If you use the story line complete with a small plot, you will find that it will take about twenty minutes to get the same point across. Obviously, the cost is doubled as far as the commercial studio is concerned, and you now have from $20,000 to $22,000 invested. This is the type of film that the state universities are interested in. You 7 1968 National Safely Congress .certainly will have a film with much more himself how not to get hurt We have faked, viewer interest, but your hard line safety rather realistically, a man getting his hand work will be just about the same as the cut off in a set of V-belts because of lack shorj film- You again must decide what you of guards, and even succeeded in making want to say, who you want to say it to, and a few people in our audiences very ill by how you want to say it doing it, to utilize the element of fear. We We have tried both approaches on almost have based our approach strictly on the everything mentioned here. We have made better life if the viewer just does what we a Cecil B. DeMiile, no. holds barred, com suggest. plete with a cute little girl parading through What is the best approach? There is no the film at one minute intervals and serving clear cut answer. No doubt we will soon little else except as scenery. We. have ac-. be making another film, and I don't have the tually burned down a grain elevator just to faintest notion right now what our next ap show how not to fight a fire in a grain proach will be. I strongly suspect that it elevator. We have taken a single subject will be made by a commercial studio, pri and limited the entire film to plain "do marily because we can 'more closely control this and don't do that," with no story line both film content and distribution of the at all. We have taken a feed mill and tried film later. The rest of the questions will to show every possible way that a man have to be answered all over again when could get hurt and let him figure out for the time arrives. HOW TO PRODUCE INDUSTRIAL SAFETY SLIDE PROGRAMS By D. E. SCHEINOST Ass't Safety Director, National Distillers & Chemical Corp., New York, N. Y. The growth of the use of visual aids, more specifically slide series, has been phenomenal in the safety field during the past five years. We have reached a stage whereby a safety program that does not include the use of visual aids is lacking a component that can greatly enhance its possibilities of success. But, as is the case in any growth, the problem, of - supply and demand soon arose. In spite/of the excellent efforts of the Na tional Safety Council,' the insurance com panies, and commercial film producers, requests soon overwhelmed availability. We many times found ourselves in the position of being unable to obtain a series to fit the particular problem or procedure. that we wished to emphasize. For this reason, we in the safety department decided to institute our own internal visual aids program. We predetermined that we must be able to supply the answers to three questions if we were to receive management approval: The first question we were asked was "Why a program?" Our answer was: To be able to visually depict proper procedures to be followed in specific jobs as they applied to our own particular operations. In addition, to be able to visually pinpoint hazards in herent in our areas of production. Also, to have what we needed, when we needed it. It would give us a program that was both flexible and portable and could fit any time, schedule. Next came the question, "What results can be expected?" You may be somewhat surprised at our answer. We replied that one of' the biggest problems we attempted to combat in administering the safety program was maintaining employee interest in the program. We expressed the opinion that we could arouse employee interest in . the sub ject by showing our own people doing their own jobs in an environment they recognized. This has certainly proven to be true. You have probably guessed the third ques tion. It was the perennial management in quiry, "How much?" We said we could begin the program with an initial investment of less than $250, including the cost of a camera, a carrousel projector, six trays, and 8 Food aid Beverage Section 12 rolls of film. After brief but due'delibera- simultaneously, the preparation of a slide tion we received our answer: "Get started!" series was begun on this subject entitled, Armed with equipment and the blessings "The Right Way." of the hierarchy we started our program -- Among the points stressed were the fol and immediately encountered our first major problem. Nobody knew how to load the camera. Several phone calls later, our prob lem was resolved, and we continued on to our second problem: What would be the subject of our slide series? We soon dis covered that every job procedure, every safe practice, every machine operation was poten tial subject material. Through a process of elimination, we concluded that one of our universal problems throughout the plants was improper fork truck operation which lowing:.There are written safety procedures. There is a procedure for vessel-tank car entry. To enter a tank such as this, there are preliminary precautionary steps to be taken including chain locking valves on inlet pipes, locking out electrical pumps, placing blinds in inlet lines, opening all man-ways, taking vapor concentration readings, steam ing the vessel if fifcsary, wearing proper protective equipment wearing a harness with a life line attached, and having an employee on the outside as a standby man. resulted in damage to material, equipment, The series stressed the important fact that and buildings. there was only one way to do the job -- We now had our subject: "Fork Truck Safe Operation." Our objective in this pres entation was to stress the right way of operation and to show what resulted from the wrong way. The comparison was made "The Right Way". This series also consisted of 80 slides and cost $35. It has been viewed" by over 1,000 of our own employees and has been borrowed by six other corporations for use within their own operations. between a fine automobile and a fork truck We believed that our initial attempts had -- both were expensive pieces of equipment been successful. For this reason, a project and deserved the best of treatment Many was inaugurated to have each plant safety facets of proper truck operation were pre director produce his own slide presentation sented indbding. pre-checking the equipment within his own operation. He was to choose before using, the proper way to mount a a subject which he believed would be of truck, die importance 'of reporting defective the greatest value in promoting his individ equipment Idbk where you're going -- not ual safety program. Notification of this where you've been, be aiert for pedestrians project was sent to alt plant safety super -- especially at doorways, watch for adequate visors who, without exception, accepted the overhead clearance, the wrong and the right way to push a disabled truck. The cost of material handling was stated and the truck operator was shown how he could help. assignment with the greatest of enthusiasm.- In conclusion, I would offer yon a few "do's" and "don'ts" that we had to learn from experience: This series was composed of 80 slides and was produced at a cost of $35. It has been shown over 40 times to more than 2,000 employees. 1. Itemize the list of pictures, in sequence, that you plan to take. 2. Carefully examine the area of your picture to determine that there are no un- Subsequent to the producing of this series, desirable conditions prevalent. we experienced within our company a num 3. Shoot at least two pictures of each ber of serious accidents involving employees entering tanks and vessels. The basic cause of these accidents was the failure to follow established procedures. We believed that the problem was of such significance that it scene 4. Do not talk your pictures to death with narration. Ten seconds of narrative per slide is sufficient required attention throughout the entire cor To create your own slide presentations poration."A letter was immediately forwarded takes only two things -- confidence and to all plants to review the procedures and. determination. 9 1968 National'Safety Congress ROLE PLAYING: OUR SAFETY RECORD IS SLIPPING--WHAT CAN WE DO? The Production Superintendent of the Harvey: I got out the production,, didn't Exit Corporation has invited the Plant I? I don't-think I'm too far out of line Safety Director and the Supervisor of the Widgitt Department to meet in his office to discuss the accident rate in the depart ment The Exit Corporation manufactures "whatsis" in a plant employing 624 persons. The plant frequency rate is average for its industry. It is January 15, and the plant production superintendent has reviewed the previous year's safety record. The Widgitt Department had a frequency rate of 26.18, as to accidents vs. production. Jack: That is so, Harvey. Don't let that production suffer. Don: We just can't afford these high in surance costs. .^ Jack: We just have to cut these costs. Harvey: Well, for one thing, maintenance and everyone else comes into my depart ment, do a job, and they always make a winch is about three times .greater than the next poorer department Here is that meet big mess and walk off and leave it I can't spare men to clean up after these ing: guys, and those messes cause some of. my Cast accidents. I've got to have some help. Production Superintendent: Jack: M straighten this problem out Other J. M. Know, Supvr., Safety & Training, departments won't mess your area up. American Maize Products Co, Roby, Ind. Don: This is only a small part of the prob Safety Director: Don.au> P, Espinosa, Safety Director, Pepsi-Cola General Bottlers, Inc, Chi lem. Figures show that this clutter in your, department accounts for only four per cent of the department's accidents. cago, I1L Harvey: 0.K, Don, do you have any ideas Supervisor, Widgitt Department: as to what I can do to prevent the others? Harvey H. Marsden, Plant Safety Dir., Don: Your accidents are mainly caused by Kellogg Co, Battle Creek, Michigan. unsafe practices. They are caused by peo (The three men enter the room on the ple. way to the meeting.) Harvey: That's it, but how do you get the Harvey: Another meeting. We are having jo many meetings that we are holding meetings to arrange meetings. (The men people to think? I tel! them how to do the job safely but as soon as my back is turned they do it their way. seat themselves.) Don: There is no specific pattern to your Jack: Harvey, Don has. given me the acci dent reports of your department Your frequency rate is 26.18. The rate in the plant is just slightly over ZO. I want to department's accidents. You are having hand injuries, back injuries, eye injuries; in fact all .kinds of injuries, in about the same number. get something done to improve your rate. Harvey: I need more help in the depart What can be done? ment I can't be everywhere at once. Jack Harvey: Don, why didn't you come .to me first with tiiis problem? Why did you is holding me responsible for production, quality, reports, and everything else. . run to the Boss? Jack: This will cost more money. How can Don: You are always too busy to talk to . me. I can't get to you. Let me print out the problem to you. These accidents are you make your department safer, with more men? Every man should be re sponsible for safety. eating up the profits that' your depart Harvey: All right then, if you won't give ment is making. YoSf production is good, me anybody, I should be able to get some but if you lose the profit from tins pro help from Don. How about it Don? duction by having too many accidents, it Don: Harvey, you have to make up your is the same thing as having low produc mind that you are going to reduce acci tion. dents in your department You have to 10 Food and Beverage Section set an example for safety yourself. You Harvey: Instead of making all those re- . most hold safety meetings with your fore ports and making me waste time reading' men. them, why can't we get a camera and take Jack: I'm disgusted and mad about all. this. We must solve this problem. Harvey : I have to spend too much- time in meetings. I scarcely have time to do the work I must do to get production. I've pictures of the hazards. You know tha saying, "One picture is worth a thousand' words." Jack: There you go, wanting to spend more money. This will cost too much! got just so many people and all of them Harvey: We can get a Polaroid Swinger are assigned to a job. They can't be run camera for only fifty bucks. I don't think ning around looking for accident causes and I can't be spending too much time in that's a bad investment and it's easier to read a picture than to read a lot of meetings. words. Jack: Whether you like it or not, meet Jack: Don, are we members of the Na ings are necessary. I must have them to coordinate things in the plant. tional Safety Council? They put out lots of material to help a plant reduce acci Harvey: Perhaps, but you try to cover too dents. much in those meetings. .They are too .Don: We surely are members of the Na long. In fact you hold meetings just to tional Safety Council, and I send plenty plan meetings. of material from them to Harvey .to read. Jack : Maybe yon have a point there. I will review the meeting procedures, and try - to come up with a system to hold down the length of these meetings. Harvey: Let's get back to Don giving me some help bn solving my accident probblems. What is he going" to do? He's a staff man isn't he? Harvey: I don't ever see any of this ma terial, and besides I don't have time to read all that junk. Don: Harvey, you are too involved in the operations of your department to read any of this material. Why can't you teach one of your foremen to handle the op erational' problems and thereby give your Don : Harvey, I still have to be able to get to yon, and have you give me enough of self more time to Solve your safety prob lems? your time so I can help you. You should set an example for safety in your de partment You should read and review the accident reports from your department. Harvey: I can't take the time to read .acci dent reports. Jack is pounding me on the .- back for production: Harvey: If I teach one of my men too much, lie will soon have my job. IViss kememticr Harvey, if you don't have a good replacement for yourself you can never move up yourself. I'll work with you and show you how to delegate resiionsibility. You will then have time for Don : You should read them to get an idea as to how to correct the conditions that are causing the accidents. Just a short safety. Harvey, I want your ear. I want to work with you. I know we can reduce the accidents in your department time ago, one of your men lost two fin gers in a work accident and'you didn't even know it You have people off work most of the time with injuries. Your departmetj^ is overstaffed because of in juries. Jack: Is it necessary that Harvey read everything in these publications from the National Safety Council? Can't you mark the articles, Don, that apply to Harvey's problems ? Don : I can do this and I will do it Harvey Harvey: This could be true, but each of my foremen has sixty people and he can't will have to read what I send him though, to make it a two-way street be everywhere at once; and because peo Harvey: Fine, I buy that I would rather ple' get hurt; we have to have replace read one article than a whole 'magazine. ments to get out production. If there isn't anything of interest to me, Jack: Well have to take a long look at then don't send'it I want to say though, this. If we can reduce accidents and cut that I don't think that you,get out into down the number of people in the depart the shop enough Jack. People want to see ment, then we can increase profits. you and know that you are interested in 11 Food and Beverage Section set an example for safety yourself. Y.ou must hold safety meetings with your fore men. Jack: I'm disgusted and mad about all this. We must solve .this problem. Harvey : I have to spend too much time in meetings. I scarcely have time to do the work I must do to get production. I've got just so many people and all of them are assigned to a job. They can't be run ning around looking for accident causes and I can't be spending too much time in meetings. Jack: Whether you like it or not, meet ings are necessary. I must have them to coordinate things in the pla.nt. Harvey: Perhaps, but you try to cover too much in those meetings. .They arc too long. In fact you liold meetings just to plan meetings. Jack: Maybe you have a point there. I will review the meeting procedures, and try to come up with a system to hold down the length of these meetings. Harvey: Let's get back to Don giving me some help on solving my accident probblems. What is he going to do? He's a staff man isn't he? Don : Harvey^ still have to be able to get to you, and have you give me enough of your time so I can help you. You should set an example for safety in your de partment You should read and review the accident reports from your department Harvey: I can't take the time to read acci dent reports. Jack is pounding me oo the back for production. Don: You should read them to get an idea as to how to correct the conditions that are causing the accidents. Just a short time ago, one of your men lost two an gers in a work accident and you didn't even know it You have people off work most of the time with injuries. Your de partment is overstaffed because of in juries. Harvey: This could be true, but each of my foremen has sixty people 2nd he can't be everywhere at once; and because peo ple get hurt, we have' to have replace ments to get out production. Jack: Well have to take a ioug look at this. If we can. reduce accidents and cut down the number of people in the depart ment, then we can increase profits. Harvey : Instead of making all those re ports and making me waste time reading them, why can't we get a camera and take pictures of the hazards. You know the saying, "One picture is worth a thousand words." Jack:.There you go, wanting to spend more money. This will cost too much! Harvey: We can get a Polaroid Swinger camera for only fifty bucks. I don't think that's a bad investment and it's easier to read a picture than to read a lot of words. Jack: Don, are we members of the Na tional Safety Council? They put out lots o material to help a plant reduce acci dents. Don: We surely are members of the Na tional Safety Council, and I send plenty of material ifcni them to Harvey to read. Harvey: I dotHPtoer see*any of this ma terial, and beSillsVI don't have time to read all that junk. Don: Harvey, you are too involved in the operations of your department to read any of this material. Why can't you teach one of your foremen to handle the op erational problems and thereby give your self move time to solve your safety prob lems? Harvey : If I teach one of my men too much, he will soon have my job. Don: Remember Harvey, if you don't have rood replacement for yourself you can never move up yourself. I'll work with you and show you how to delegate re..pcnnki'.ky. You will then have time for safety. Harveyt I want your. ear. I want to work with you. I know we can reduce the accidents in your .department. jack: Is it necessary that Harvey read everything in these publications from the National Safety Council? Can't you mark the articles, Don, that apply to Harvey's problems? Don : I can do this and I will do it Harvey will have to read what I send him though. to make it a two-way street Harvey: Fine, I buy that I would rather read one article than a whole magazine. If there isn't anything- of interest to rhe^ then don't send it I want to say though, : that I don't think that. you get oat rinto . \-;the shop enough Jadt People waat to see "you and know that yoa are mtaestedin 1968 National Safety Congress them and what they are doing. Your in terest would promote safety and also help to increase production. 1 also think that you should arrange to take the fore men out to dinner. Show them that you appreciate what they are doing. Jack : What 1 You want me to spend money to reward a 26.18 accident frequency rate? Harvey: I think we should get the men together to explain to them what we want them to do to promote safety in our de partment. Jack: I don't understand what it is that you want. How would this help? They can learn what to do for safety at the plant Harvey : Yes, but we should get them away from the plant Get them relaxed away from the busy rush of work. We can put it over better. You should be at the meeting. The foremen want to know you are also interested in safety. Don: I think this is a good idea. I am all for it * Jack: Rewards don't have to be expensive things, I guess. A-word of praise or a small token article can do the job if the meaning is made clear. Tell me, who do you want me to give this dinner to? How many? Harvey: Have the dinner for my ten fore' men and for you, Don, and me. I know the men will appreciate it and it will show them you are interested in . them. Jack: When do you suggest having this din ner? Harvey: The sooner the better.'How about : next Tuesday? Don: No, I can't make it. on Tuesday. I just have to attend another meeting. Harvey: Well, how about this next Thurs day? Don : I think I will be .free then. Yes, I know that I will. I'll make it because I want you to improve your accident ex perience. Harvey: Fine; we can have a few drinks and really get the boys to let their hair down and we'll plan this thing out I think the fellows have got something they want to get off their chests. We don't want to hold anything they say against them, just a good old fashion bull session on problems. Don : We'll have to cut the drinks off early. We can't send anyone home drunk from a safety meeting. Jack: I'll make the arrangements. Harvey: Wait a minute; you said you would reduce the number and the length of your meetings. How are you going to-do it? Jack: Wait until after our dinner meeting. Perhaps some things will come up about this at our discussion there. If I do re duce the number of meetings and their length, and you find that you can't attend one of them, Harvey, then I want you to have one of your men there in your place. Do you understand tins? Harvey: I understand you exactly. Boss! I think working together a 'little better will put us all on the same ground and we will get results. Don: Remember, Jack,~you are-to spend a little time in the shop. ' Jack: I will remember, and I will do it. Harvey: How about it, do I get that cam era? Jack: Yes, wc will get you the camera, and ' I think we can make use of it -to ' make up 'some posters showing" things right here in our own plant. I think this sort of poster should, be very effective. Meeting adjourns with all agreeing to work together 'more effectively to make safety work in the department and in the plant. 12 * Rood and Beverage Section HOW GOOD A SAFETY-MAN WERE YOU FIVE YEARS AGO? By FRANK J. FESSENDEN Mgr., Selection & Training, Kraft Foods Div., National Dairy Products Corp, Chicago, DL What is it, in a group of top-notch pro we have? You know where you stand. You, fessional people---who are good, who know can place yourself on any scale that anyone they are good, who have been told they are else can devise. And, even more important, good--what is it that causes such people to you know if your place on the scale is above be reluctant to-'admit it? Aside from the yourt|^jjace, or if it has remained the few who, very simply, are just being honest, same. there is probably a combination of two rea-sons: on the one hand, we are inclined to adapt our behavior to the total immediate environment as we interpret it; on the other -hand we are impelled to do this in a way which avoids risk of any kind of hurt Ob viously, we behave so as to avoid fights and physical embroilments, but as individuals we also protect our own psychological and emotional sensitivities--consciously or- sub consciously. Even if we honestly believe our In any case, the past is past Dead. You'll recall the quatrain from the Rubaiyat: The Moving Finger writes; and, having writ, Moves on: nor all your Piety nor Wit Shall lure it back to cancel half a Line, Nor all your Tears wash out aWord'of it performance as a safety, man is "very good," We are, each, what we are, without regard we still avoid creating a situation where to what we might have been. But likewise, someone might attack that position. And we- fortunately, we can each become whatever work especially hard at it if the opinion we cause ourselves to become, without re we hold about ourselves is questionable. gard to what we are. As one political orator We adapt our behavior, to the total im mediate environment as we interpret it If put it with his great wisdom, "Our future lies ahead of us." Who can argue with that? we find ourselves in a group of recognized The future is nmmuinly said to be a vast professional safety men, the.risk of having unknown, but there jre things we do know our self-evaluations attacked is too great, about tlw future It will lie different from and we cover our self-esteem with tire pro the present, fur e sample, .uni it wilt be dif tection of false-modesty and under-evalua ferent from what'we think it will be Hut tion. Back home, in the management hier probably the most imj.iruiit tiling we know archy of our own companies, we're in a about the future is that it is alwayi about different environment We need no longer be to begin. concerned with reactions and possible threats It is true that we can't rail back the from other professional specialists. There, Moving Finger to cancel wliat 'it lias writ, we are Mr.-Safety; there, we can bask but we have the opportunity--in the ever more comfortably, since we're the only one present now--to cause what it writes. In on the beach; there, we have smooth sailing every fleeting instant, as the past and future for there's no one to rock our boat; and meet, we control what we are, and what we there, too, if you will, because we are the can become. At -this very moment, as yqu only specialist, we risk the stagnation of each hear what I say, that experience itself mediocrity. fades into yesterday, and the chance to re Let's look at ourselves--each of us, indi act is lost unless it is met with reflection, vidually. Let's do some exercises.in self- with introspection, with resolve, and with assessment How good a safety man are determination to cause the future we too you today? Are you "superlative" or only - often only dream of. "superior"? Are you "exceptional," or just When 1963 was the present, five years "very good"? How many "Big Daddies".do ago, a future was about to begin. Some took 13 1968 National Safely Congress actions to shape that future, others perhaps sense to him, and we're not very likely to did not Now, we are in another present change his behavior until we know why he and can begin new futures, together, by behaves as he does. As safety men, our looking at where we are. How good a success is determined to a marked degree safety man are you now? Any better than by the behavior of others; and our effective you were five years ago? Are you as good ness in influencing that behavior-is deter now as you want to be in 1973? Have you mined by the confidence they have in us, yet begun to plan.the changes in you which the respect they have for us, and the under you want to cause? standing they expect from us. There are other ways to ask the question, "How good a safety man are you?" How good are you? What standard do you use? In a meeting with your peers do you fade meekly into the background to escape dis covery of your weaknesses? Do you babble endlessly about trite and insignificant ac complishments to hide the inferiority you feel but don't correct? Or dp you engage in frank and professional discussions from which ydt can learn and in which you'can teachMK your job, back home, where you Finally, there's .one more way to ask the question;. "How good a safety man are you?" And when I say "man," I'm not speaking of the male animal, but. of the stalwartness, stamina, and courage that builds solidity and strength in an organiza tion--and in an individual. It includes forth rightness and objectivity; integrity and sin cerity; and it is the difference between genuineness and superficiality. It may. be what Khayyam was thinking in another quatrain from the Rubaiyat: are Mr. Safety, "how good a afety man are '' 4 sometimes think that never you?" Is your assessment o yourself any btqggs so red different there? Do your standards change? The rose as where some buried In your job back home, do you relinquish Caesar, bled; all authority to line executives to avoid That every Hyacinth the being blamed for unpalatable decisions? Do Garden wears you just assume authority and throw your, Dropt in her Lap from some weight around to gain more status for the. once lovely Head. function--and for yourself? Or do you carry on as a professional manager who adapts his behavior to the overall objectives of the organization? Horn good a-safety man arc you? How good a safety man are you? Do you ever back-pedal on matters of fundamental principle in order to play it safe? Do you' sometimes fail to show the spunk and ag gressiveness which many executives long to Here's another way to ask the question: see expressed by their department heads?. "How good a safety man are you?" How Do you on occasion pursue an unwise good are you? Of course, I recall, as you course, not jacognizing that your motives do, that Plato's Republic claims that there are selfish? (Jr do you analyze each problem, is no inherent good--that a thing ij either weigh the alternative solutions, and arrive better or less good than something else with at decisions or recommendations that you which it is compared. That's fine as an can defend with vigor and fortitude? It's intellectual exercise for philosophers. In the man in "safety man" that gives the term today's world, I don't, believe it Today, in meaning. Here is the character, the strength, our. society, I believe there is acceptance the moral fiber of the individual's being. of inherent good. There are qualities like honesty, trust, faith, and loyalty which con tribute to man's character, to his moral So, we have a question. We have, in fact, four questions: strength. How good a Safety Man are you? How good a safety man are you? Do you bark harshly at an employee who How good a safety man are you? breaks a safety rule? Do you hound a super How good a safety man are you? visor relentlessly to complete an accident How good a safety man are you? report? Do yon mope and sulk at adversity? Or do you offer a helping hand with under standing and compassion--with real feeling for the other person's viewpoint? Everyone is inclined to behave in a way which Only you can answer these questions about yourself. Only you can say whether or not you want different answers five years from now. And certainly only you can cause dif ferent answers then. 14 Food and Beverage Section Easy, it isn't But we're lucky. We all have help at our immediate call. To find it quickly, just look around you. There's not a person who doesn't know something that you don't know; and there's not a person whose knowledge you can't increase in some way. Yet, with this almost limitless oppor tunity before us, how freely we discuss the World Series, last night's TV show, the best restaurant. in San Francisco, or the height of hemlines--although I concede that mini-skirts do represent hazards of varying types. No one here would walk to a library reference roan, ignore the knowledge stored there, and sit down to read a conic book. But in our own group of acknowledged pro fessional specialists, we too often continue to be self-centeredly content, neither seeking nor offering knowledge, satisfied with our mediocrity. .. Surrounding you are knowledge and ex perience and opinions and self-improvement opportunities like you've never realized. Use it I Pursue excellence! Learn! Grow! De velop ! Cause your future. Remember the oft-cited John Donne quo tation--but remember all of it: No man is an Island, intire of itselfe; every man is a peece of the Continent, a part of the maine; if a Clod bee . washed away by the Sea, Europe is the lesse, as well as if a Promontorie were, as well as if a Marnier of thy friends or of thine owne were; any man's death diminishes me, because I am involved in ManHnde; And therefore never send to know for whom the bell tolls; it tolls for thee. SAFER FOOD MACHINE DESIGN By KEITH E. BARENKLAU Director, Safety Training & Fleet Services, Employers Insurance of Wausau, Wausau, Wis. ' The insurance industry is acutely aware other major causes of industrial injury. This of the existing and challenging implications concern is not unfounded, but it may be a of this subject. Though machinery-related bit overstated. accidents are not the major cause of injury As I said, although machine accidents in the canning industry today, about one in concern ns all, they, are, rifet the major six of the injuries that.take place in- the" cause of injury in the canning industry. Not canning industry are a result of getting long ago. Employers Insurance of Wausau caught in machinery. This of course, in studied 2,347 injuries in canneries. These cludes conveyors, chains, belts, and pulleys. injuries totaled almost $1,500,000 in cost The general public is also aware of some and revealed that more than $800,000 of this of the hazards or working around machines loss could have been prevented if a few in the food canning industry and others. accident prevention targets had been con I have only to look back at my high school centrated upon. When we looked at the in history and economics classes to recall the jury costs themselves in the canning indus rather horrid pictures that were painted try, we found that back injuries accounted with words about the terrible accidents that for 23 per cent of the injury cost Eighteen happened during the early industrial revolu per cent , of the injury cost involved mate tion. Textbooks of my high school days rial handling. The major portion of these built quite a case about the horrors attrib injuries, developed from the handling of uted to machines' in the early factories. boxes and cases which would include die We can only assume that many other Amer occasional crushed foot smashed fingere, icans were introduced to industrial accident and other material-handling related areas. implications in this same way. T think we About one in six injuries resulted from are relatively safe in assuming that, the getting caught in machinery. These injuries general public is more conscious of ma- in the large study accounted for 17 per cninery accidents than they are about- the cent of the injury cost The accidents in- 15 1968 National Safety Congress eluded some of the equipment that service he is a foreign national for instance, the machines as well as the machines them work environment may be relatively strange selves, such as belts, pulleys, conveyors, and to him. So might our normally accepted chains. I point out these facts to show that safety rules and regulations. even though machine safety is a concern of What can be done from a machine design ns all, it ranks third as far as cost is con standpoint to expose the worker to as little cerned, related to injuries in the study. Ma hazard as possible? Let's look at a situation chine designers and industrial safety peo that happened in a meat canning operation. ple are not dragging their feet as far as . An operator had shut off his machine and machine accidents are concerned. was attempting to dear a jam. The switch The insurance industryjias- a distinct ad vantage when viewirjig~Ntnr^Bod canning ac cident picture. Insurance safety people, by the very nature of their work, see many facilities, investigate many accidents, and talk to many engineers and safety person nel From this vantage point, and since in that activated themachine was a toggle switch. His jacket caught on the toggle switdi, turning on the machine. The ma chine started and amputated one of his fin gers. Insurance daims have resulted from employees turning on machines while other workers were repairing them. surance handles- the claims that result from machine accidents, some insights*may be gained. We should all be' concerned with machine accidents and particularly con cerned in the canning operations, where sea sonal employees make up the larger portion of the work force. The seasonal employee who is 'a machine operator causes some vital concern from a safe design and ease of op Certainly aeddents of this type are pre ventable. Why put toggle switches on ma chines in the first place?. Why not design machine switches so that a lock-out system can easily be installed? Better still, let's build the. lock-out system in when we de sign or modify the machine. Because of the amount of custom-built machinery found in canning operations, local plant engineering eration standpoint. Canners of vegetables as well as machine design engineers have to are those most likely to have large groups be brought into the picture. We. have to, of seasonal employees. We might also con in effect, design not only for proper use, clude that in general, the meat packing in dustry and the canning operations which are a part of it are usually blessed with a more stable work force than are the sea sonal operations. hut also to predude possible misuse when ever and wherever we can. We in industrial safety have long heard the old lament that machine designers make beautiful equipment, but they tend to forget Why is safe machine design so important from die seasonal workers standpoint? Al though their work is certainly necessary to our economy, seasonal workers have a cer tain, amount of built-in disadvantages from a loss prevention point of view. They nor mally do not serve an apprenticeship on a machine, as do workers in many other in dustries. By and large, they are unfamiliar with the machinery and quite possibly arc of 3 lower educational level than those who work in an established factory. Indied, it. appears that machine designers and canning safety people are faced with a problem of protecting the seasonal employee from him self to a much greater degree than those in a metal working operation, for example. With the seasonal worker, such items as machine guarding and simplicity of operation should be of vital concern. Where a regular em that a man has to operate it I would tike to pass on some of the comments insurance people hear regarding the lack of human factors in evidence in machine design. A grizzled old foreman told one of our con sultants recently that the switches and op erating controls on the machine he recently obtained in his department appeared to be put on as an afterthought. By this he meant that, because of the location of the controls and switches on the machine, the operator was having some problems running it He mentioned that some of the controls were not labeled and this, of course, would pose a problem to any strange operator. Electrical switches and operating levers should be la beled and arranged so that the operator does not..have , to be a contortionist or extremely fast on his feet in order to operate the machine. ployee knows the value of keeping guards We have observed many com husking op in place, the seasonal worker may not If erations, for example, where the master 16 Food and Beverage Section switch for the busker was located quite a distance away from where the operator had to work. In one case, the switch was lo cated in an adjoining room. Such installa tions appear to have been made for the convenience of the installer rather than for the efficiency and safety of the operators. Of course, progress to correct and eliminate conditions like these is being made. How ever, we do need to continue our efforts in this area. Let us consider what the Wiscon sin Administrative Code says, for example, regarding machine controls. Section IND 120 states: 1. Every machine shall be equipped with a loose pulley, dutch, switch or other ade quate means within reaching distance of the normal operating positions of the operator for tl(e purpose of disconnecting the machine from the source of power. 2. Machines on which two or more per sons work shall be equipped with one or more controls, so located that more than one of these persons can quickly disconnect the machine from the source of power. 3. In each room where a line shaft drives machinery from a source of power located outside the room, means.shall be provided to disconnect the power from the line shaft From this, we can see that Industrial Commission safety codes do indeed spell out safety information. Let's be sure that we check the appropriate codes prior to building or modifying machines. Another complaint frequently heard is that grease fittings and other maintenance points on conveyor systems 'are frequently not well planned. Why should maintenance people have to shinny up a conveyor several feet from the floor to put grease in a bearing each day? Wouldn't it be better to put a pressure cup or similar device on a hard to reach spot so that it only had to be serviced weekly? Lubrication lines could be run down to a level low enough so the mainte nance-people Wouldn't have to climb. What about greaseless bearings for hard to reach spots? Human factors in machine design have really come into their own as a result of our areospace program, for one thing. We dare not overlook these human factors when we build or purchase new machines. Too often, complaints are heard about the lack of posted operating instructions on machines. Here "again, isn't this an area where we can help to control misuse? Let's get engineering involved in developing in structions, and then let's post them where the operator can see them. The finest, most understandable and complete set of instruc tions ever developed are no good at all if the operator doesn't know them. Large strides have been made in recent years in the area of cooperation between the safety man and the machine designerbuyer. It is important that the safely engi neer and the machine designer work to gether when building custom .equipment for a canning operation. Here again, we must point out the fact, that a lot of canning equipment is custom made or severely modi fied once it reaches a plant We must coordi nate our work in the area of machine safety. Those safety people who have contacted and worked with engineers in machine design have, in general, found engineers to be very approachable. I guess we must have thought they were unapproachable at one time, since cooperation in this area is just now coming^ into its own. For the engineer who desires specific help in the area of safety, there is no better source than the corporate safety people. They are approachable, too. At a recent products symposium a safety official was heard to say that because of cooperation be tween engineering and himself, they were now making rapid strides in the prevention of machine accidents. His exact words were, "What safety people need to do is go along on the honeymoon, rather than function as midwives.'' We must admit he has a very definite point Consult your, safety people on this aspect of design. Yon coold well discover that they are better hoheymooners than midwives. Not long ago, an unusual machine acci dent happened in Europe. The machine in volved was a' mason's pulley. A worker had just finished laying some bricks on a wall' several feet from the ground. Upon finish ing his work, he filled his brick barrel with bricks, odds and ends, tools, etc, and scur ried down the ladder to the ground. The barrel was resting on the wall several feet above him, and he took hold of the rope which ran from the barrel through the 17 1968 National Safety Congress pulley and down to him. With difficulty, he his cornstalk, the rollers will occasionally managed to hoist the barrel clear of the grab the cornstalk and pull his arm into walL It was so heavy however, that as it the rollers before he- can release his'grip. started down it pulled him up in the air. This happens all too often, and stumps of Being a conscientious worker, he was de arms-are usually the result This type of termined not to let it drop, so it came accident is a hard one to prevent It is down and he went up. On the way past perhaps more of a procedural problem than him, the barrel cracked him a good belt a design problem. on the; shoulder, nearly dislocating it, but Another area of exposure which we also he held on to the rope When the barrel hit the ground it broke open, spilling much have to attribute to machines is noise. Some aspects of the canning operation produce a of its heavy contents. Thus, he became noise exposure. Noise exposure normally heavier than what remained, so he started back down and, in turn, pulled the barrel back up. On the way up past' him, the bar rel struck him on the shins , and cut a nasty gash in his leg. He. hit the ground with such force that he sprained his ankle and lost his grip on the rope; thus, the barrel stems from the handling of empty cans. What is the best way to control noise? The best way is to control it at the source and thereby eliminate the need for workers to wear personal protective equipment Where control at the source is impossible, workers should wear ear protection. Wherever pos came down on top of him as he lay there, hitting him on the head. Had he not been ' wearing skull protection he may have been sible, noise control should built into the machine. be designed and killed I doubt, in this case, that we can What about feedback from the field? Are point a finger at the designer of the pulley. we making an effort to obtain loss preven tion information from the users of machines We would be remiss if we didn't say a that will help us in the development of safer few words from the liability standpoint machine designs? This feedback effort is In the July issue of the National Under well worth making. We all realize that con writer Magazine is a story about a lawsuit trolled bench tests and field tests turn up which has developed because a- smoker most , of the bugs--but what about the prob found a human toe in his can of tobacco. lems that present themselves later? After a The article doesn't elaborate too much on" machine--any machine--is used for a period how the toe got in the tobacco can, but it of time under actual production conditions, would perhaps be a very safe bet that the toe things happen. Let's not be satisfied with was cut off during a harvesting operation catch-as-catch-can information fed back Undoubtedly, the person who. now owns the through informal channels. Program for toe feels he suffered quite a few dollars feedback This will pay dividends. . worth of surprise upon finding it. In summary, to' cover every machine in Every year workers get their hands and jury in so short a time is not possible. We arms caught' in the snapping rolls of com would like to present a few guidelines, how packers. Why does this happen? There are ever, which, if used, -would tend to meas perhaps several reasons but among the rea urably reduce machine accidents: sons' is the fact that they let the machines run while trying to clean obstructions out of them. The snapping rollers travel at a rapid .rate forming a metal-to-metal pinch point and, occasionally, loose materials will form and ride along on top of the rollers. We must admit that an easy way to dean them is to take a stick or a cornstalk and poke, the loose material down into the rollers; the rollers will then expel it out 1. Design machines in accordance with, applicable state ..and local guarding stand ards, and keep in'mintl the human element 2. Install dearly labeled controls where they are convenient to the operator and in clude applicable .operating instructions. 3. Construct or modify switches so that lock-out can be easily accomplished. 4. When new machinery is' purchased, the bottom of the machine, and die rollers specify to the manufacturer, designer or will be clear. The drawbaA*tomes, how modifier that it he designed to comply with ever, because the operator mlBSmot realize safety codes and regulations as well as the die speed at which the rollera are turning. job specifications. As he jabs down on the loose material with 5. Work to establish an environment in 18 Food and Beverage Section which safety personnel can work closely with engineering personnel to make sure that the knowledges contained in both dis ciplines are brought to bear on the machine safety problem. 6. Make provisions for feedback of safety information from the field; information that can be used to supplement the loss control effort These guidelines encompass a few areas which we believe to be vital. They are ap plicable in almost every area of endeavor in which machine safety is a concern. We hope that you will use them. SAFER MACHINE DESIGN: THE DESIGN ENGINEERING VIEWPOINT By J. W. MARQUETTE Mechanical Engineer, Campbell Soup Company, Camden, N. J. One hundred and thirty-eight years ago my great-grandfather was born in Alsace Lorain, France. When he was fourteen years old, in 1844, two events took place. He came to this country to visit his sister in Centralia, Wisconsin; and England enacted a law to provide fencing for mill gears and shafts-- Lord Ashley's "Great Factory Act" One hundred and six -years ago my grandfather was bom near Watertown, Wisconsin. When he was fifteen years old, in 1877, Massa chusetts passed a law compelling'the guard ing of dangerous moving machinery. Eighty years ago, my father was bom in Roadhouse, Illinois. When he was four years old, in 1892, the-Safety Department of the Joliet Works of the Illinois Steel Company was formed. This has been called the birthplace of the American industrial-accident preven tion movement. Fifty years ago, I was bom in Aurora, Illinois, and the National Safety Council was only five years old. You might say that we grew up together. My grandfather gave me my first lesson in safety. He started railroading in Baraboo, Wisconsin,' in 1882, with the Chicago and Northwestern, and was Superintendent of Chicago & Alton at the time of.my lesson: Granddad held up both of his hands, wiggled all ten fingers and said, "Julius, God gave us these ten fingers, and a careful man will luve ten fingers when he dies." In the early days of railroading, the cars were connected together with a pin-and-link coupler--a more dangerous method would have been difficult to devise--and this coupler caused the ampu tation of fingers from. the hands of a good many brakemen. Granddad was a proud rail roader and a careful one--he had ten fingers when he retired at the age of eighty-five, 'after'sixty-five years of service, and when he died ten years later he still had ten fingers. The introduction of the automatic coupler may have helped him maintain his safety record. I know his lesson helped me. My father was also a railroader, a gradu ate of the University of Illinois in Railway Mechanical Engineering, and taught me how to hold a nail to minimize the possibility of smashing my thumb (that took a little prac tice, as I remember), how to start a saw cut, how to use a knife and a gun safely. He was the fiijst of many safety instructors I've had, and -all instilled in me an aware ness of safety. So, I'd like to salute those men whose social awareness and -concern for their fellow men, at a time when the death and injury of industrial workers was ac cepted as -Unavoidable, started the awareness of safety which has resulted in the huge strides made in only four generations. Safer Machine Design The machine designer should have a safety awnrpnesc similar tn defensive driving--he should always be alert and watching out for "the other guy." Safety awareness is environmental, and the degree of awareness is in direct proportion to the`emphasis top management places on safety. Most progres sive companies have top management which .is cognizant of the need for safety if their company is to survive in our economic sys tem, and Campbell Soup Company is a most progressive company. Just as the automatic coupler in railroad- 19 * Food and Beverage Section were interlocked with the machine motor need for special tools and equipment used starter. Now, there are machines which must in the assembly operation, which may not be rotated for cleaning and, thereby, present be available in the field. an accident potential. We use a selector switch with "clean--off--auto" positions. In the "clean" position, the maintained-contact pushbutton must be engaged. This maintained-contact pushbutton is located so that the cleaner must remove himself from the danger area and thereby minimize the acci The state of Pennsylvania has a law which requires' that all automobiles be inspected for safety twice each year. As most of you probably realize, a- good, honest, and reliable automobile mechanic is becoming rather scarce; so I had made an appointment with my mechanic on a Saturday morning last dent potential. "Just as more continuous processes an<^ automation have reduced the accident poten tial for the operator by removing him from the point-of-operation to his instrument con sole, clean-inrplace systems will reduce the accident potential for our cleaning personnel. However, there are a number of machines in the food industry which will require point , of operation cleaning by hand in the immediate future. This is the hazard the designer should eliminate or minimize now. July to have my car inspected. Like many engineers, I like to watch the mechanic re- pair my automobile, I like to inspect the various components -with him, and often I learn something. On this day, the mechanic found, among other things, a defective turn indicator switch. The cost of the switch was about $1.15, but it took the mechanic 2>l/z hours to install the part Now, some auto motive engineer or' designer had given'.very little consideration to the replacement of this part. Maybe he thought it would never be Safer Machine Design for Maintenance Personnel During the past summer, we had a little labor problem at some of our plants and the salaried personnel were attempting to operate our Sacramento, California, facility. They requested help from the engineering depart ment and I was a member of the team' sent there to augment their personnel assigned to maintenance work. This assignment lasted five weeks and was invaluable to me, since come defective. The time required for assem bly was probably minimal, but like so many modem pieces of equipment, the replacement of such defective part was given lktle, if any, consideration. To end this little story, the garage mechanic, being an honest man, did not charge me for the 7F/t hours of his time it took, to replace this part because, as he said, "Most of my time was spent trying to determine how to do the job, not in actu ally doing it." the facility I was to help maintain was one A similar situation exists for our crafts- that I designed. This experience was not 'mtm when they are repairing a piece of only beneficial from a physical rehabilita equipment. Oftentimes it is necessary to tion standpoint--I lost ten pounds and never almost completely dismantle a piece of equip felt better in my life--but also gave me a ment in order to get at the defective part, deep sense bf responsibility toward our whereas' with a little more consideration bn maintenance craftsmen and a firm resolve to the part of the machine designer, the defec eliminate some of the hazards I encountered. tive part could be reached without the need The educational level of our craftsmen is of a complete disassembly,- Our craftsmen, normally higher than that of our cleaning in their zeal to get equipment back on the personnel. Our craftsmen are proud of their line as quickly as possible, may be tempted ability and skills and have proved to be a to overstress tools, strain themselves, or set valuable source of suggestions. to improve lip an accident potential. For example, at equipment and process. I suggest that the our Sacramento installation the first shift machine designer for the .food industry maintenance crew had started the disassembly equipment dialogue with the craftsmen in of a large circulating pump in order to his own plant to discover where the assem replace the mechanical seal on the shaft As bler has had difficulty in assembling the a member' of the second shift maintenance Aachine. This might result in closer atten force, the scene which greeted my eyes was tion to fits, tolerances, and surface specifica reminiscent of the medieval days and. the tions--especially on those assemblies which torture machine known as die "rack." must be taken apart in the field to replace Stretched out between four equipment sup the least reliable part--and to question the port columns was the victim--the power end 21 1968 National Safety Congress of the pump complete with its shaft and the overhung impeller. A cable was stretched around the backside of the impeller and connected to a one-ton chain lift which was secured to two columns. One of my second shift associates,- 6 ft 5 in. .tall and 270 lbs. of pure muscle, was exerting his con siderable strength on the end of the chain hoist lever. To prevent damage to the im peller and' to minimize the possibility of cutting the cable, two sections of 2x4 had been placed between the cable and the back shroud of the impeller. Because of his tre mendous strength, the chains were as taut as steel rods; the two 2x4's groaned as the cable bit into them, and each of us knew that the accident potential was high. At any moment the cable or restraining chains could break, setting up a. gigantic whip.. Fortu nately, through the application of heat on the impeller, and the' fact that the impeller, when it did start to more on the shaft,moved only in fraction* of an inch, the disassembly was coMpfcted without a per sonal' injury . The iwa foe the difficulty in the dmsMtnMy of. tbs* element was quite evident The numb** sleet shaft was badly galled duimst the awesabfy opreat+on of the stainlesa steel awpettee A tapered fit between the impeller, and the shaft would undoubtedly make the AeatwiAfy k*s difficult However, the removal uf the hnprller U incidental to the solution of the peoWem; that is, the replacement of the mechanical tea). A higher reliability ImUh budt into tl* mechanical seal would lave increased the operating time before tlie maintenance replacement was re quired. An alternate would be to design a mechanical seal which could -be replaced without the disassembly of tlx: pump. Process or Equipment Operation la order to assure that the process or equipment will operate in accordance with design, three important factors to be con sidered are: preparation of operating pro cedure manuals; instruction sessions; and process run. Of these three, the most im portant, from the safety aspect, is the prepa ration of the operating procedure manual. To the designer, a moment of truth occurs and he sometimes finds himself in the pre dicament of the lost motorist in New Eng land. He stopped at the nearest farmhouse and made his predicament known to the Yankee farmer who replied: "Well, let's see, you take the road to the next fork and turn right until you come to the covered bridge . . . well, no, bridge-washed out last spring so you can't go that way. Well, then you take the left fork and continue until ,you pass the large oak tree ... no, you can't go that way, the tree blew down last winter and the road is blocked." After con siderable reflection, the farmer then told the lost motorist: "Well, you can't hardly get to where you're going from here." Such is the case with operating procedures. Often times the engineer finds that the design iis inadequate or that the proposed method of operation is not feasible. Operating procedure manuals normally con sist of five major subdivisions: management information; operating information; operat ing instructions: cleaning instructions; and maintenance instructions. The management information section deals with an overall summary suitable for top management and area supervisors and its intent 5? to give these people an overall idea of what the process design hopes to accomplish. Operat ing information is prepared for area super visors and process supervision and gives' a more detailed description of how the process works. Operating instructions consist of de tailed step-by-step procedure to' make the operation work. Cleaning instructions consist of detailed step-by-step instructions on how to clean the equipment and process. Mainte nance instructions consist of parts lists, vendor drawings, and instructions, and com pany drawings and instructions on special equipment The design engineer's responsibil ity in the preparation of these manuals covers not only the normal start-up and operating conditions, but also normal shut down, emergency shut-down, and description of any man-failure accident potentials. Prior to the initial start-up of a new design facility, instruction sessions are held for the operating, cleaning, and maintenance crews. The procedure manuals are used as a reference, and oftentimes these sessions are fruitful from the standpoint of design modifications brought to the design engineer's attention by the various personnel attending the sessions. These criticisms and sugges tions are incorporated in the design prior to the process runs. The designer for food industry equipment could have a similar session with his assembly personnel . Process runs are divided into two cate- Food and Beverage Section gories: limited and full scale. The limited personnel. The feedback is in a more omi- process run is used to obtain approval of-the- -nous form--an injury report technologist, inspectors, and research 'and development personnel. Only after the ap propriate tests, incubation, and qualiiy as surance' have been met, is the full scale operation of the facility. allowed. If any accident potential manifests itself, corrective action is taken at once. I would strongly recommend that the designer of equipment for'the food industry subject his equipment to. a hose test tfe- determine the posable effects of water entering and damaging ma chine surfaces. This would apply to equip ment to be installed in the wet areas of a food-processing plant It might be worth . 'Safety Feed-bgc The plant safety- super visor must submit copies of all accident re ports and injury reports to the manager of safety and training, who reports directly to the vice president of personnel These acci dent and injury reports are also circulated throughout the design engineering group in order' that we may be kept informed as to accident potential and the seriousness of in juries throughout the company. As previ ously stated, no design engineer likes to receive these reports regarding a process facility he designed. while to subject his equipment to the normal Conclusion . cleaning solutions used by the industry today Machine guarding from the standpoint of to determine the effect on shaft seals, ma operator protection has become.almost uni terials of construction, bearings, anS on dis- . versally accepted by reputable manufac assembly for cleaning. turers; however, the same degree of protec Design Evaluation After the process has been in operation, it is evaluated from the standpoint of the actual performance vs. the theoretical. It is further, evaluated on the basis of cleaning and maintenance problems which may arise. As in most industries, the safety feedback # is provided on all new process design'facili ties. From the design engineer's standpoint, the least desirable safety feedback informa tion comes from accident reports. Actual Performance vs. Theoretical. The first evaluation from the accounting depart ment is the actual installed cost against the project estimate This evaluation has little, if any, impact on the accident potential of. the process unless the engineer has erred greatly by not giving-adequate consideration to safety in his original design estimate. The tion does not exist for our cleaning and maintenance personnel. This is a challenge to machine designers for the food industry, and I consider it one of the biggest challenges that face the industry today. Automation has removed the .operator from the point of operation on equipment to * rather remote spot where he operates (hr design facility from the instrument console Unfortunately, the cleaning and maintenance crews have not been given the same degree of remoteness' from the point-of -operation that now exists for.the operator. Clcandnplace systems will reduce the need for the cleaning personnel to be near the point of operation on the more continuous type proc ess facility; however, there'will be in the food industry, for some period of time, the necessity for manual point of operation cleaning, of equipment Maintenance of second evaluation is provided by the indus equipment can be improved in the future by trial engineering department and furnishes building into the design a higher reliability the designer with information regarding op factor and by making disassembly easjer. eration, yield improvement, and labor sav ing. This evaluation has little effect on the safety aspect of the process from a design standpoint The National Safety Council has estimated that occupational accidents cost the United States over $5 billion in 1963. If the. 1912 accident rates had been left unchanged, and Cleaning and Maintenance Feed-back. Due if there had been no organized safety move , to the greater reliability of equipment and ment, this annual cost might, have been two machine components, it requires a consider or three times as great The cost savings able length of time before the maintenance to society in general that could be accom- feed-back from the field can be evaluated .plished with safer machine design for our from a safety aspect Any equipment design cleaning and maintenance personnel can be inadequacy which results in injuries to our estimated only vaguely. Savings in physical cleaning crew is corrected by the local plant and mental anguish are immeasurable. 23  1968 National Safety Congress THE DOLLAR, THE MAN, AND THE WOMAN By MILTON J. HATTIER Safety Director, Southern Cotton Oil Co., New Orleans, La. This is a perfect combination: money-- When a person is seriously injured he needs man--woman. If we as individuals had all money, as he is unable to live on workmen's . the money we wanted, what a ball we would compensation payments, so he starts to look have. I am sure we would not be very around to see how he can get some real safety-minded and perhaps not live very; money. long. If industry had all the money they wanted and did not have any budgets, do you think they would have an excellent safety program? This is only wishful thinking, as this will' never happen. We all know that business today can spend only a part of its .earnings on a safety program. It is our job to show management that safety pays. By reducing the number of injuries you will reduce your workmen's compensation cost About 90 per cent of injuries are caused by unsafe acts (faulty behavior) and the other ID per cent by unsafe mechanical or physical conditions. The Insurance Company of North Amer ica recently, made a pilot study in a new community. The average age was 35, and the people worked in large and small indus tries. The title of this study was "Industrial Workers Attitudes Towards Accident Pre vention Programs and Mental Health." This study showed a surprising amount of em I do not want to alarm you, but I under stand that suits are now being filed against individuals such as the manager, foreman, safety engineer, eta on the job. Suits are also being filed against the manufacturer of machinery or equipment which causes the injury. This is the reason why e*ry com pany must have a- sincere accident invention program with teeth in it.Every supervisor must be accident prevention conscientious. He must show a good example and educate the persons under him; see that they work safely and not allow any horseplay.- The safety department should have a safe ty manual. I would like to discuss briefly part of our loss prevention manual: The Injury Investigating Procedure. It is necessary to investigate an injury so that proper control injures can be established to prevent similalfcicidents from occurring in the future. ^ ployees were interested in their company's Housekeeping Control. Housekeeping con safety program. trol is the one essential element common to Most industries have been working on their safety programs for many years "and I feel that many employees appreciate what has been done to teach them to work safely and make it' a safe -place to work. Some of all loss prevention activities. It is necessary to train each employee that he must keep his work area clean and to furnish his con tainers for the disposal of trash. Each"'fore man should be in charge of his area. the unions are also taking an active part in Job' Safe Practices. About 90 per cent of accident prevention. all. losses, that is, injuries and fires, are The Federal government tried to pass the caused by unsafe acts. Our safety director 'Occupational Safety and Health Act of several years ago printed a booklet that we 1968. It was not passed this year, but it is furnish each employee when he is hired.- expected to be enacted in the next session The title is Job Safe Practices. (Safety is of Congress. We as individuals are righting an idea in action). for freedom from pain caused by an acci Each supervisor or foreman has completed dent When a person is injured he usually a specific safe practice instruction for each only receives compensation. The amount job or department This idea is not only varies in the different states. In most cases helpful to the employees, but it is very the amount he receives is very much less beneficial to the supervisors and foremen, as than his wages. Today, a man who. has a it was necessary for them to study the safe family has many obligations, such as pay way for each job to be done. ment on his house, his car, insurance, food, .Engineering Standards. Each plant has clothing, and education for his children. been furnished a copy of the California 24 Food and Beverage Section General Industry Safe Orders and Califor that the salesman must show the cost sepa nia Electrical Safety Orders. .These are to rately and the purchaser may say, "Leave be- our minimum safety engineering stand it off." ards, but we are to use our own state's Hazard Control. This is very important safety code if it is more stringent since the process involves the systematic I would like to say a few words on state tracking of unresolved loss prevention prob safety codes: I have recently checked with lems--unsafe acts as well as unsafe condi several southern states; they do not have a tions--until they have been properly identi safety code and their entire safety program fied as to cause and have been brought under is very poor. I feel that this is a job' we control. The ability to consistently follow-up as safety engineers should help to correct. on known or suspected injury causes is the The Federal government is trying very weakest link in the entire loss control chain. ha*d to take over safety in this country, so if each state does not move fast to do the job, it will be too late. It is also necessary to work closely with. your purchasing agent to protect your plant from sub-standard or- unsafe machinery, equipment, supplies, installation, and vendor services. The following clauses are inserted, in our purchase agreements: "Equipment A few months ago, our plants were fur nished a monthly Loss Control Summary Sheet which requires them to show: property losses--number of fires, explosions, power failures, damage by vehicles, etc.; and con trol action--welding permits issued, fire-pre vention inspections, state safety inspections, etc. sold hereunder shall" be constructed to con We also require each plant to complete form with safety orders of the California a Statistical Injury Experience Report, Division of Industrial Safety. . . . Work monthly. Our home office completes a month performed under this contract shall comply ly report which shows the standing by with all applicable regulatory building and companies as well as individual plants. This safety codes and the requirements of Factory has been very helpful since each plant is Mutual insurance underwriters." anxious to stay on .top of the list Some companies try to manufacture ma I am sure we all agree that safety is here chinery with' safety equipment included. to stay. Please get into the act and do your However, competitors and the guy who best to avoid injuries not only in your plant wants to save a buck maka^yiejessary that but any other place where you can do safety protection be optkmaflBPbh means something to prevent an accident QUESTIONS AND ANSWERS: FOLLOWING TALKS Q. Today's automatic equipment that has many and what type should be in an automatic sequence- of "Stop" and stalled? "Go" should have standard warning A. (From the floor) Safety bars and micro- lights as part of their package deal. switches should be installed where-nec- What standard should be required? espry. A. (J. W. Marquette) California safety orders arc the1 best' to follow, as they are the most complete. A standardized equipment control should lie established for suppliers to follow. Q. What is new in. controlling noise in equipment? A. (J. W. Marquette) We have gone to nylon covered tables for our can tracks Q. Packaging lines that hav'r a n.mtiimous operation find that when an employee and guide rails. They not only reduce noise but wear as well. becomes caught in the center of the Q. What are the 'machine design associ operation and the machine cannot be shut off,' the thought of placing dead ations doing to bring safety into oper ation ? ^^ man switches is brought up. There are A. (J. W. Boyd) In a two year period, mixed reactions on this as it would de- three papers have been presented' on feat the purpose of the equipment. How this subject to gatherings such as this. 25 1968 National SSfety Congress ' GRAIN HANDLERS DIVISION ROUNDTABLE Presiding: J. R. McCann, Gen'l Mgr-, Loss Prev,, Ralston-Purina Co., St. Lonis, Mo. This roundtable was an informal discussion other parts of the system such as air ducts, intended to help anyone who had a problem, dust collectors, etc by letting him lay it before the group and then having members of the group who had experience with a similar problem tell how they solved their problem or how they at tempted to solve it J. R. McCann, Ralston Purina Co. asked if any plants had changed over to mechanical handling equipment for grinding operations. Several firms have changed over to screw conveyors and bucket * elevators to handle The meeting opened with Chairman Mc grain and ground products, and they feel Cann asking for the people present to present that the fire hazard has been greatly reduced their problems to the group. since they have abandoned the use of air to Stretcher Cases. Harvey Marsden, Safety Director, The Kellogg Company, said he was looking for a container for stretchers that would keep them dean and that could be seen through, so that one could tell at a move materials. Jade Krolo asked if anyone had trouble with their Fenwall explosion suppression Systems getting set off by vibration. No one.had met with this problem. glance the condition of the stretcher and that Bird and Insect Control. J. R. McCann it, and the blanket that goes with it, was asked if anyone had the solution for getting still there. He had considered obtaining a rid of pigeons and sparrows in a plant dear plastic tube to contain the stretchers Several of the people mentioned that exter but hadn't been able to find such tubes. Jack minating firms exist which will contract to Krolo of American Maize Company said that do this job. The names of several of these they used aluminum, tube 'containers for firms were given to him. stretchers in his plant and placed them near McCann said that they had investigated an the foremen's offices. The foreman then electric bag killer to kill any insects that kept the blanket for the stretcher in his might be present in grain. This derice con office, so that it would' always be available. sisted of an electrically charged grid over Werner Heck, of The Quaker Oatg Co., sug which the grain was run before going into gested using a tough plastic bag to contain the plant This device is supposed to kill not the stretcher and blanket not only the adult insect, but also the eggs Hammermill Fire Hasard. John Jensen, Com Products Company, asked what sort of mills other plants were using to grind starch so as to avoid the danger from fire and ex plosion that was always present when mills and larvae. -McCann wanted to know if any one had used this device. No one in the group ha<L Miscellaneous. Harvey Marsden asked what the people in the group do to protect with steel hammers and screens were used. men who must get up onto hopper cars to The majority of the people present said that sample the contents from falling off, par they used mills with bronze faced hammers ticularly when weather conditions make the and bronze screens to overcome these prob tops of the cars slippery. No one had a surelems. A general discussion followed on the fire solution to this, but one firm does send danger from fire and explosion in grinding two men out on this job, so that if one does hulls, starch, dry grain, etc It-was noticed fall he will not lie hurt without assistance. that there was always danger that the air R. D. Wiseman, of Cooperative Mills, gave to the mill could be shut , off enough so that some information on the use of payloaders the mill would plug. Friction in the plugged to unload grain out of railroad cars. His mfll would then quickly cause fire to start firm has quit using- LP gas fueled payloaders Usually, in such a situation the fire would because of the fire hazard and has gone over be confined to the mill, but at times the fire to the use of electric powered payloaders. could would get out of the-mill into These payloaders are plugged in and use a 26 .Food and Beverage Section reel to take up and pay out the electrical cable as the vehicle moves back and forth. ^McCann asked the group which type of car mover they considered to be the safer: the winch type or die capstan type? The overall opinion was that the winch type was safer, but that a trackmobile was the safest to move railroad cars around the plant. E. Boulanger, of The Quaker Oats Com pany, asked what plants were doing about noise control. John Jensen made the point that a plant should have a hearing test pro gram to make sure that no employee is suf fering hearing damage from noise and then work hard to eliminate all of the high level noise areas in their plants. A PSYCHOLOGIST LOOKS AT ACCIDENt PROBLEM5-CAUSED BY TODAY'S CHANGING LABOR MARKET By A. H. MALO, PHJX Chief Psychologist, Kemper Insurance Group, Chicago, I1L There are undoubtedly a number of rea sons why today's labor market is different from that of yesterday, but one very signifi cant reason is that it is now offering, with observable persuasion, the so-calkd hard core k unemployed to employers. That the attempt *to convert the hard core unemployed to the status of wage earner should be accompanied by many arid serious problems is not unex pected. Wc are now addressing ourselves to one of these problems; namely, the acci dent potential of the group of workers soci ety is presently helping to orient to the world of work. This paper attempts to answer three' ques tions : 1. What has been found to be some of the characteristics of accident repeaters? 2. What chtmacteristics are bring exhib ited by the hard core unemployed after they are employed? 3. What can be done to reduce the acci dent potential of the new worker? CharacteristicsJf Accident Repeaters Let us intrdroce our answer to the first question by stating that: 1. A few accidents are caused by mechan ical failure 2. Still fewer accidents may be regarded as caused by what has been called an act of God- . 3. The overwhelming majority of acci dents are caused by-people who act "unsafely. Why do people act unsafely? One signifi cant reason may be a lack of knowledge of what constitutes safe behavior. In other words, some people'may have accidents be cause they have not an adequate knowledge of the safe way of performing certain tasks. They have beat given inadequate job train ing. Another cause may be a physical .defect that interferes with safe job performance. It is not unusual for people to compensate adequately for' physical defects. However, some' physical limitations such as color blindness, inadequate physical stamina, poor coordination, and others have to be related, as factors in accident causation, to specific job requirements. We have learned that people who commit unsafe acts are usually so preoccupied withtheir own feelings that they are inattentive or distracted .when performing some task that requires attention, such as slicing a roast, driving a'car, replacing a light switch, operating a punch press, or doing some other equally common task at home or on> the job. We have learned that this preoccu pation may be due to one or more of suchconditions as depression, worry, sadness, e** cessive fatigue, high elation, fear, sleepless ness, irritability, headache, etc. It is also fairly well known that people who have accidents may exhibit one or more of the following traits: impulsiveness, im maturity, excitability, aggressiveness, intol erance, insecurity, anxiety, irresponsibility. 27 1968 National Safety Congress impatience, revolt against authority, feelings of inferiority, guilt feelings, lack of con sideration for others, and various other nega tive feelings and attitudes. These are the kinds of attitudes and be havior that have been identified with the accident repeater. We are not saying, how ever, that every impulsive person will have an accident. What we have learned is that when people exhibit the conditions that we have described, they enhance what may be called their accident liability. Characteristics Exhibited By the Hard Core Unemployed After They Are Employed Many are unfamiliar with what may be called the ground rules by which workers guide themselves. They are unfamiliar with Standards regarding tardiness, absenteeism, personal hygiene, housekeeping, productivity, workmanship, and other conventional aspects of the world of work. Many are difficult to train. They are slow to leant what they need to know in order to do their job well. In an effort to appear to.be learning, some may indicate comprehen sion of instructions without actually under standing what the supervisor or foreman is trying to teach. Because the hard core unemployed tends to learn slowly, he may be more easily confused than other workers when he is placed in an unexpected situation. In such a situation he may be too eager to measure up and may take risks that he should not take. The language barrier presents a-training problem. A foreman may not be. able to tell a Puerto Rican bow to operate a machine unless he can instruct him in Spanish. Some unemployed understandably have poor health habits. In one food processing plant, for example, it was discovered that some workers were using drugs. This by itself is a serious matter, but-when the' drug user is operating machinery, it can be cata. strophic Some lack the desire to work. It has been verified in one plant that there is an absence of adequate motivation because of the ease of securing money from a government agency for an existence which, although meager, can be achieved with practically no effort A major problem in hard cpre unemploy ment is not recruitment, but keeping the worker on the job. One writer on this sub ject talks about the need to stop. the re volving door. It has been estimated that the turnover of hard core workers is about 60 per cent or half again the customary .rate in industry. We are inclined to think of this as a rather conservative estimate. Many exhibit attitudes that interfere with their ability to adjust to their new roles as wage earners. For example, they may be placed in a work situation in which they do not feel wanted. It is not unrealistic to as sume that, among the hard core unemployed, there are some who feel that companies do not really want them. They may feel that they are given a job simply because govern ment agencies and other social forces are compelling the companies to hire the unem ployed. As a result, they may feel subsidized and possibly inferior to other workers. Another problem involves the possible ab sence of a give-and-take relationship between a foreman or supervisor and the workers who have been assigned to him from among the hard core unemployed. A foreman may find it difficult, for example, to establish rapport with his new worker- There is not the daily banter, the camaraderie, the easy give-and-take that exists between the fore man and the people who are so-called regu lar employees. The foreman may find it difficult to feel comfortable with his new employee. The foreman has established ways of disciplining his regular employees, but he has not yet Reamed how to discipline his new worker. Moreover, the new worker may in fact react quite sensitively, to corrective measures' and thus add to a feeling of inade quacy, on the part of both the foreman and the employee, with respect to making the re quired adjustments to each other. What wc have said so far is only a sampling of what Characterizes .the new worker and of the factors in his new en vironment that cause him to react in varl^fe ways that may interfere witli his ready .25similation into- the working, environment. These arc factors which, if, not'&jroperly handled, may not &IV adversely affect his productivity, but may provoke tensions that cause him to perform unsafe acts. It should become readily observable to people knowledgeable, in the characteristics of workers who have the potential for acci dents that particular effort must be directed toward the development of an effective acci 28 Food and Beverage Section dent prevention program geared to the par ticular needs of the new worker. IVhat Can be Done to Reduce the Accident Potential of the New Worker? What might some of the ingredients of such a program be? To state that we should try to do better the things that, we have been doing in our accident prevention programs^is an incomplete answer that meets only part .of the needs, of tiic changing labor market. We propose that tfnc of the most important factors in accident prevention is the kind and 'quality of supervision that the worker receives. In other words, we need to train supervisors and foreman who will be able to handle themselves in such a manner that they can get along well , with' their men, that they can provide a climate in' which the worker gets a substantial amount of job satisfaction.-This favorable climate'.occurs when a worker feels that his boss is fair, is friendly, is understanding, is willing to listen, gives him adequate recognition for a job well done, and treats him with the con sideration and respect that should be accorded every human being because of the fact that he is human. Let us look at some of the specifics de signed to provide such a climate- The level of teaching must be geared to the present skills of the new worker. Many of the job* less have inadequate reading and writing skills. Therefore, the skills that may have been taken for granted in the training of `so-called regular employees, must now be taught In the' psychology of learning, there is a principle called the Principle of Appercep tion. This principle states that new learning takes place to the extent that it can be re lated to what is already known. For example, before "a man can be taught to nail two boards together according to some predeter mined pattern, he has to learn to drive a nail. What we are saying here is that train ing must begin at the learner's present level -of knowledge, skills, and .attitudes. There/ is a need to step up the quality of training" and also to extend the duration of training. A more than usual amount of time may have to be spent on the easy jobs. The usual training program may. have to be slowed down in order to avoid going beyond a man's current comprehension. There is, obviously, no substitute for sound job train ing that teaches every employee to do his job the safe way. With regard to the language barrier prob lem, it is obviously easier to train a man to be a foreman than it is "to train a foreman to speak a foreign language. What we are suggesting is that particular" attention be paid to the rapid development of people who can speak another language. For example, it is necessary to try to identify the most capable Puerto Rican who works for you and to bring him along as fast as possible to tire point where he can assume foreman responsibilities, if you are in an area where there is a preponderance of Puerto Ricans who. do not understand English. One small manufacturer of metal products has success fully trained a Spanish-speaking assistant to help administer the safety program. Many things are being recommended re garding the whole problem of improving job attitudes. Here we are referring to the atti tudes of both the worker and his boss. At one *plant, it. is Reported-that "one of the, most effective tools for getting results is simple kindness." It has been reported to us that at another plant, "kindness and under standing are two things that work success fully to reach the, individual." We repeat these quotes at the risk of sounding pollyanish. It is important that the new worker be made to feci a part of the company. One way to do this is to facilitate communication between the employee and liis supervisor. Several plants now provide for group dis cussions. during which, employees have an opportunity to talk to their .foreman, the plant safety man, the assistant su[>crintcndcnt, or-some ether appropriate-individual. This is a means for identifying what problems are being experienced by the'"new worker and for helping the worker to resolve them. In one printing plant, the first two weeksof employment are spent in group discussions covering current events, politics, and other subjects. Then people are assigned to a shop foreman. The representative of this company stated that "the secret of success lies in the quality of the supervisor who, in addition to knowing the technical aspects of his job, practically has to be 'a psychologist" Inci dentally, several hard core unemployeds who started in this program thought of it as a hand-out and admitjjdly had no intention of 1968 National Safety Congress succeeding. Now, word- has gotten around be promotable and who are in a senseT&ad- <. that the program is worthwhile, and cm- ending themselves,, very often like to fed ployees are taking it more seriously. that they can move ahead if they choose to. It has been suggested that the training They want to feel that the choice is theirs staff `lead discussions of the workings of rather than it being imposed on them by consumer credit, insurance, legal aid, and frustrating circumstances over' which they other matters of know-how that 'are part of have no control. everyday living to most of us, but mysteries What we have been trying to say is that io the worker with a ghetto background." the accident problem can be mitigated by the The same source reports that "workers proper introduction of the new worker to- from the ranks of the disadvantaged face a his new status as a wage earner, by giving variety of bewildering problems in their him the benefit of adequate training, by changed status, both economic and social, treating him with the dignity that should be and in their becoming part of a work situa- accorded every human being simply because don in roles unfamiliar to them." He sug- he is human, by facilitating communication gests that since "there are not enough pro- betn^pea the employee and his employer, by , fessicnal counselors adequately trained to providing him with the means for under- * understand the hard core worker's accus- standing and solving the problems that he tomed style and adaptions to life's problems; . encounters in everyday living, by. placing his transition to new life circumstances . . - him under leadership that is not only com- the first task of the training staff is to petent but highly motivated to help him develop the new worker group itself as a adjust successfully to his job, and by giving ' major source of mutual help and reinforce- him concrete evidence "that he can grow on ment" The need is "to build an esprit de ' the job if he chooses to d^so. corps." Workers should, therefore, be en- To do these things, buBness and industry ccuraged "to meet' formally, and informally, must not' only do better the things that are in groups, to discuss the changes brought being done and must not only do things that about by their jobs and their common prob- should" have been done and were not done, lems." . but must adopt new attitudes and devise It has been recommended that the super- new practices designed to meet the specific visor or the foreman be appropriately needs of the new worker, rewarded for seeing to it that the new We reaffirm that if a boss handles his Worker is successfully oriented to his job. staff poorly, his people may exhibit the This may guarantee maximum effort ex- characteristics of workers with a marked peqd$sl on a job that we may all agree needs degree of accident liability. If, however, a to be done, but may not be given the atten- boss handles his staff well, he may have a tion it needs in order to be done' well. It relatively accident free staff. Through the ' seems quite realistic-to accept-the -comment . manner in which he is handling his people, that has been made to the effect that if the he may be contributing to the development of supervisor, manager, or foreman does a a favorable attitude pattern. A supervisor - good job with the hard core workers^ it is' should concentrate on doing those things that not simply "because he sees the social issues will result in the development of positive involved, because he understands the back- attitudes in the worker toward himself, his ground of the disadvantage^ or because he family, his job, his employer, and his com- has had appropriate sensitivity or attitude munity. The more an employee can exper- training." ience a sense of well bring, a feeling of The proper orientation of the new worker satisfaction with respect to himself and the also involves letting him see that he has the various factors in his environment, the more opportunity to grow on the job if he handles likely he will be to act in the manner ex- his. present responsibilities in an effective pected of him which, as it applies to accident manner. Very few men arc happy with what prevention, means that he will more likely they regard as a dead-end job. Even men avoid the performance of unsafe acts and who will not''extend themselves in .order to develop the habit of performing safe acts. 30/ Food and Beverage Section HOW TO COPE WITH ACCIDENT PROBLEMS CAUSED BY TODAY'S CHANGING LABOR MARKET 7 By RICHARD R. BUSTER . Wet MDIing Division Superintendent, Grain Processing Corporation, Muscatine, Iowa When an operating plant, desperate to ac work efficiency which ha^e all takoi years quire people to fill its required work force of hard work to establish. : ** and feven possibly to extend expansion re How'does a production department cope quirements, faced with the mounting costs with such problems? Three approaches are- of overtime and the. morale-breaking effects helpful here. of long hours of work for its good, depend able and tried employees, resorts to hiring any person who comes, along, it falls easy prey to the "fake claims artist" There are claims for old injuries not the result of' current ` employment; increased injuries on the job due to physical and mental limita tions, slowdowns in production efficiency, in creased hazards to older employees, greater 1. A more complete, thorough, safetyslanted supervisory training program, sponsored by top management. 2. Increased direct contact with the hourly employee by the safety department to alleviate part of the supervisor's work load. 3. An objective safety program where the turnover rates, and increased labor costs. These problems demand a more thorough, safety oriented training program for super vision. _- individual himself can benefit The supervisor himself must be trained on how to aproach, handle and supervise the sub-standard employee. To do this, he needs help from, top management the safety de In most plants the supervisor has his hands partment and his own department head. By full just meeting production requirements. direct -thorough.. safety training, he can re His time must be carefully budgeted and. alize and use new methods to handle today's his efficiency, the best if he is going to do sub-standard employee. an adequate job. If, due to labor scarcity, Safety clinics sponsored by the, safety below-standard people are taken into the department for all employees help immensely. work force, he must spend much more of The value^of direct contact is shown espe his available tSjJte to properly train these cially wife the newer employees. people, making sure they do their job, both productively and safely. This means that Individual benefit for any program- will make it more successful. An interesting fact some of his time must be diverted from. has been established from safety records, other important tasks, so that, his job func the individual most likely to have accidents tions could suffer. is the new employee with less than one year If this should happen, he soon would of work service. realize he can't get his job done to his satis By establishing benefits for good' safety faction--leading to lowering of his morale, records, the older employee will guide, cor which could result in the downfall or.de rect and help the newer, less experienced struction of a good supervisor. This is espe and perhaps sub-standard employee establish cially true if more accidents start to occur ' a safe work record.' among his people. He then would feel he is. ' The front line supervisor is the' key man actually working harder and results seem ' in a good safety performance, but to success to be getting less profitable. From hiring the^ fully establish this record, he must have help sub-standard employee, an insidious, creeping* from top management, the safety department, disease in the department can slowly destroy and his-subordinates, working together per the morale, the fine safety record, and the sistently as a group toward this goal. 31 MEAT PACKING, TANNING AND LEATHER PRODUCTS SECTION HOW WELL DO YOU KNOW PACKINGHOUSE SAFETY? By NORMAN J. KIRK General Safety Supvr, Canada Packers, Ltd, Toronto, Ont, C|pada A packinghouse contains environmental. 2. The new worker is placed in the care conditions which are world wide: the heat of of a seasoned worker so that he will become the Sahara Desert, in rendering areas; the acquainted with the safety requirements of cold of the arctic, in freezers; humidity at the job. Throughout, our goal is to fortify saturation level, as in the Tropics; water in the new worker and the older worker laden floors; steam and smoke to challenge a his knowledge of packinghouse safety. foggy day in London. The most effective method we employ is In addition to environmental problems, a slide set titled, "How Well Do You Know we have our share of unusual- physical Your Packinghouse Safety?" I have selected safety problems: men and women with sharp some of the slides to show here and would knives in their hands (I add women because like to demonstrate their use. Each viewer a large packinghouse in Ontario employs is given a score sheet, and requested to "X" several women on the beef kill line; and. what they consider the proper method oppo their injury .frequency is much lower than site the number and under A, B, and C. The that of men on similar jobs); rifles in the answer paper is for their use only and forms hands of stunners; reflex movement of the basis of discussion afterwards] (Slides animals in the first stages of the dressing & discussion.) line; people using hot water and steam; moving machinery everywhere you look; transporters moving continuously in every direction. Many more items could be added to this list. Although several slides are of a genera! safety nature, we are injecting more and more packinghouse safety situations. You will have noted that the slides have their greatest value in the discussion period. When How do we get people to dress properly people are directly involved in a safety for environmental conditions and be aware visual presentation, they are more likely to of the jungle of safety traps? We use several retain the message. We have found response methods: to'this slide series is excellent at all levels 1. When hired, new employees attend a 'of. management and plant. safety awareness session where slides of In safety, once safety hazards are recog- . various parts of the plant are shown; also, nized, then correction can be made. With the safety film "The Industrial Weight- this in mind, our goal is to organize a pro lifter" is projected to demonstrate correct gram of safety awareness, of which the lifting, which is our most costly injury area. slide training series is an important facet. 32 Meat Packing, Tanning and Leather Products Section GUARDING MACHINERY By MAURICE F. LEAHY if Chief, Plant Protection, Oscar. Mayer & Co., Madison, Wis. We are concerned about preventing injury to our production, maintenance, and clean-up personnel working with and around machin ery in our plants, as well as visitors to our plants. Specifically, our objective is to pre vent injury from these sources: 1. Persons making contact with moving parts of machines. 2. Persons coming in contact with, work in process.- .. `3. Mechanical failure. 4. Electrical failure. 5. Human failure resulting from curiosity, zeal, distraction, fatigue, indolence, worry, anger, illness, deliberate chance taking, improvisation, impatience, im prudence, impulsiveness, conceit, com placency, carelessness, etc. There is no question, that the best safety device is a careful worker. However, our accident prevention measures must not be limited to careful selection and training of our workers; otherwise, we would learn all too soon how inadequate this approach really, is! This approach makes no provision what soever for three of the five injury sources just mentioned: mechanical failure, electrical failure, and human failure. It has been our experience that even the best worker can have an "off' day or suffer a inomentap' lapse in his vigilance and thereby expose himself and others in his vicinity to injury. As a result, we must,' in fact, protect people against themselves, as well as provide safe guards for them against the hazards present in our machinery. The machines about which we must be concerned-are those already in our plants and .the .new machines which will be purchased and installed sometime in the future. First, we will consider the machinery al ready in our plants. You may have every reason to be confident that you are in good shape if you have not had an injury from an unguarded machine. However, from re cent experience, let me urge you not to become complacent on this score. Our com placency was rudely shattered last winter when a 19-year old young man sustained a severe injury to his right hand from an un- guarded set of gears. The piece of equipment by which he was hurt was installed over 20 years ago, and the gears were located so they were very inconspicuous. So- much so that they were not noted by the safety in spections of the area. .I^vtoo, 'missed them, although I regularly have inspected the area. The employee lost his index finger completely and the distal joint of his ring finger, and sustained compound fractures of his middle,, ring, and little fingers. Although he has re turned to work since the accident, he has been off again for tendon surgery on his middle finger. He probably will have to un dergo more remedial surgery and consider able physical therapy before this case is closed. In addition to situations Tike the one just described, we are faced with the spectre of a guard being removed from a hazard so that a machine can be serviced, repaired, or cleaned, but then the guard will not be put back into place. As a result, some unsuspect-. ing employee couW be injured. It is a very common trait of people to assume that things are as they should be, rather than to make a point of checking to be sure that guards are in place! ^ The hazards about which we are concerned in our machines are: rotating mechanisms, inrunning nip points, pinch points, shear points, explosion, electrical shock, bums, and noise. Let us be more specific about these s. hazards: ' * ' Rotating mechanisms are capable of seiz ing and winding up loose clothing, belts, and hair.. At one time we 'had to be concerned about the hair problem only with our female employees, but with the present-day mod fashion, it is also present with long-haired males. In the April 1967 issue of National Safety News, an accident to a long-haired male working on a multiple spindle drill was reported and illustrated---he was fortunate that he wasn't scalped! This hazard exists on rotating mechanisms wherever there is: a projecting key, setscrew, or shaft end; a wheel with -unguarded spokes; unguarded 33 1968 National Safety Congress shafting; an unguarded coupling; and an an operation so that the exposure is mini unguarded screw and worm mechanism. mized. Some examples of this hazard are; wheels 5. Educate and require personnel to use on compressors, couplings linking motors Vo the safeguards provided. pumps, and screw-type conveyors. Inrunning nip points are a special hazard created by a mechanism having onq..on mojref Let us consider in detail how to use these five ways to safeguard machinery. rotating parts. The danger of an" inrunning 1. To engineer the hazard out completely nip is that it draws objects in and flattens is the best way, if this can be done. This or crushes them. Once an object is engaged, requires attention to the hazard potential in it is difficult, if not impossible, to withdraw the initial design of the machine and then it Examples of inrunning nip points are: positive planning to eliminate the hazard -- the points of contact between a belt and rotating mechanism, shear point, nip point, pulley; chain ahd sprocket; gear and rack; or pinch point, etc. Another important factor and the squeeze spaces between shafts or in design is to make the machine strong ' rolls, which are rotating close together and enough so that it is capable of doing its task in opposite directions. This hazard is present and have a margin of safety to prevent its on all conveyors and machines powered by failure because of strain or fatigue Another belts or chains. engineering technique is' careful layout, that Pinch points exist where a moving part approaches a fixed part An example of this harzard is the point at the end of a slat conveyor where the slats close- Shear points are present wherever a mov is, arrangement of the equipment so the haz ard is. inaccessible For example, locate an inrunning nip point so this hazard is guarded .by the frame of the machine; another ex ample would be to locate a motor with the power transmission mechanism up. out of ing part passes a fixed object. For example: reach of everyone- * a frozen meat guillotine, breakup and split ting saws, meat slicers, bacon formers, meat grinders, meat choppers, head splitters, skin 2. There are a number of ways to guard a hazard by some positive mechanical means. ning machines. Explosion. There is an explosion potential in our sausage staffers, pressurized canning retorts, and closed rendering tanks.' First of all, enclose nip and shear points and rotating mechanisms. There are quite a variety of materials which can be iised for tbj<y such as guards or covers made of sheet metal, metal mesh, rigid plastic, expanded In our electrically powered equipment there metal. To facilitate cleanup operations, these is a possibility of electrical shock from fine guards must be hinged or'demountable. This current; there also is shock potential from fact then makes it necessary that these static electricity generated by our operations guards be equipped with interlock devices, if it is not safely eliminated by grounding. so that the machine cannot be operated un-: A bum hazard is present with hot surfaces less the guar<j is. in place. This means is (such as heat sealing surfaces, glue heaters, very effective for guarding conveyors of all etc.), uninsulated steam pipes, and rendering kinds. For example, a guard over the point tanks (steam and grease). where the slats close at the end of the slat Noise is a hazard which may have existed for a long time, but has been recognized as a problem only in recent years. For example, centrifuges and high-speed grinders. There are five basic ways to safeguard machinery: , conveyor; a hinged cover on an auger-type conveyor; a guard where the belt goes around the drive drum of a belt conveyor so no one can get caught in this pinch point; a housing oyer the rotating knives of a chop per, so the'knives are inaccessible; a large feeding pan on a meat grinder so the op 1. Engineer the hazard out completely. erator Cannot reach the worm through the 2. Positively guard the hazard by some mechanical means. 3. Devise personal protective equipment to protect personnel against the hazard. feed throat;' a cover .over the coupling con necting the motor to the machine. Another way is to equip a machine, such as a bacon former, with two-handed controL This pre vents the operator from hating a hand in'the 4. Develop a safe method for performing bacon former when it is operating. A micro- 34 Meat Packing, Tanning and Leather Products Section switch can be incorporated into the control prescribed method Saw blades, by virtue of system and prevent its operation unless the their usage, cannot be totally enclosed How micro-switch is closed. This safety device is ever, it is advisable that as much of the blade incorporated into the Anco slicer, so that as possible be covered so that die exposure this machine cannot be operated unless the is minimized. In addition, only careful, atten blade cover is closed and .locked in place. tive operators should be permitted to operate We have also equipped our skinning machines saws'. Lockout devices should be installed with quick-acting micro-switches which are and used on electrical equipment so that within easy reach of the operator so he can machines cannot be turned on when they are quickly stop this madune if necessary. being cleaned, serviced or repaired 3. ' We usually think of items such as hard 5. Educate and require personnel to . use hats, mesh gloves, goggles, safety shoes, etc., when we consider personal protective equip ment However, none of these apply;to our tiie safeguard provided This fact is selfevident, so we will not spend time on. it ' subject Rather, these are some "don'ts." In dosing, I would suggest these general Don't wear gloves--mesh or other kinds-- safety rules: when working on machinery, because there is a serious possibility that the glove will be caught on a moving part and the wearer's hand pulled into the machinery. Likewise, don't wear loose, floppy sleeves around ma chines for the same reason just given. 4. There are some hazards which cannot 1. The operation, adjustment, and repair of any machinery must be restricted to ex perienced and trained personnehor to trainees under dose supervision. 2. Safe procedures must be established and shortcuts and chance-taking prohibited be guarded by any device, so we must devise 3. Supervisors are responsible for safe and use methods which minimize the expo operation and for making certain that no sure and rely on the operator to follow the deviation is permitted from rules 1 and 2. PASSENGER AND TRUCK FLEET SAFETY j By CHARLES W. KEITH . Safety Director, E. D. English & Co, St Louis, Mo. Traffic accidents have been with us since the invention of the automobile, and' they are producing over 53,000 deaths each year.. Over 1.6 millions of persons have died due to auto accidents since 1900 in just the past 67 years. Since one of the fundamental rules 'of .humanity is to "live and let live," it is held that no one should injure or destroy life or property in the performance of his task. Therefore, the basic purpose and motivation for any accident prevention program stems from humanitarian considerations. To this basic purpose must be added the important fact that no business caft conduct its affairs successfully if. waste created by accidents is not held to a minimum or eliminated en tirely. To eliminate all accidents entirely is the dream; of any safety man, but is long'as we have men and machines we are going to have accidents. It is not only, the undue suffering of the persons involved in these accidents that we are concerned about These accidents are costing us about.$11 billion annually. The money paid out in settlement of . damages irwfired in accidents is only one measure of direct economic loss: management must bear many other hidden costs which overshadow the direct accident settlement costs. Some of these costs are: repair of vehicles involved, property damage other than vehicles; replace ment of vehicles in case of a total In the case of p^Apal injury, it requires replace ments employee, cost of training new em- ployee,~intemiption of service, cargo damage, public good-will, delay of service, and many others. . Sq^ to be effective, accident prevention work must be organized. Collective- effort must be guided by some system or plan to 35 1968 National Safety Congress,, encompass each and every person in the or you have a speedometer. But you don't have ganization. To achieve th% desirable goal, time to look at a speedometer in an accident accident prevention work should he incorpo situation. Truck speeds are about 1-12 mph rated as a fundamental part of the daily in 1st gear; 12-18 mph in second gear; 18- tontine and be strongly supported by man 25 mph in third. Automotive speeds in direct agement Without the support and participa drive are about 27-30 mph; passing gear tion of management, the safe%j>rogram will varies--4-5 to 70 mph. fail and all your efforts will have been in vain. One of our biggest problems today and one of the most easily prevented accidents is the rear-end collision. However, 20 per cent of all accidents and 66 percent of all inter state accidents, in which npHudmately 10,000 people will be killed, will l^aue to this type of accident in 1968. This is one type of accident that is inexcusable. Would you ran into a "Police car with lights flashing;" or a "tractor and trailer with 10 flashing lights on rear," going SO miles an hour? Of course not, but it has happened. N.ow that we know a little about time, distance, and speed, what does it mean? To me it means one thing; reaction time. Re action time is the delay in time from the moment you see something until you can do something about it Reaction time varies, but it is generally accepted as requiring about 34 of a second under average operating con ditions. It is recognized by the courts as the legally accepted length of time it takes the average individual to react Many things have an effect on reaction time: being tired; daydreaming; mini-skirts. Tailgating, the practice of driving too. For example close to the vehicle ahead even though all experience and common sense indicates that any emergency stop would require a far greater margin of safety, is the greatest 1 Sec-. Distraction 34 Sec. Reaction . 2 x Speed Braking @ 30 mph = 45 ft @ 30 mph = 33 ft @ 30 mph =5f 60 ft single factor responsible for the rear-end accident--not enough following distance. If I were to ask, doubtless you could name a number of causes for rear-end acci dent -without hesitation. But can you name four factors that are always present in this type accident? They are time, distance(speed, and, of course, the driver. Whenever an operator of a vehicle is in volved in a rear-end' accident he will say, Total Stopping Distance 138 f- No one can stop on a dime. The average American car in a panic stop at 65 mph, excluding reaction time, is 181 feet; some heavier cars require 230 feet Perception 34 Sea @ 65 mph = 71 ff| Reaction 34 Sea @ 65 mph = 71M Braking Distance = V 3 x Speed in mph = 195 "I didn't have time to stop." We all work with 'time every day. Almost anyone could Stopping Distance About 337 ft tell me -within 10 or IS minutes the exact The only- way we can cut this distance time. But, in an accident situation, we don't down is to stay awake to the conditions at have 10 or 15 minutes in which to act hand. Be alert at all times and expect the What about distance? An operator will worst -Don't take chances and, by all means, say, "I didn't have room," or, "I . was too allow yourself plenty of' following distance close to stop untune." Distance is not too o,r margin of safety. f difficult if you^rae association in known dis ' If you do not stay alert and maintain tance of some objects, such as automobiles proper following distance, it is just like (about 17 feet), poles (100 feet). driving a horse over a cliff and then yelling Speed is the most difficult. Yes, I know "Whoa, dammit, whoa!'' 36 Meat Packing, Tanning and. Leather Products Section HI-lIFT SAFETY By JAMES OLIVER Safety Coordinator, GENESCO, Ino, Nashville, Term, Material handling is a tern used to de ' would not rip s^Jeways easily but would be scribe an activity that goes on in every plant easier to tip over forward. Of course be or industrial operation--the picking up and cause of the difference in operating space moving of things. It involves moving raw trucks must by necessity be of different materials, materials in process, finished prod sizes. An individual operator must know the ucts, tools, equipment, and supplies. It in limits of his trucks. volves both manual and mechanized opera tions. Every operation that involves moving, lifting, or lowering an item is material han dling. Materia] handling is important, as revealed by the fact it accounts for approxi mately SO per cent of the cost of doing busi ness. Most lift trucks have four wheels; how ever, they are suspended at three points. Two of the points are where the frame is fastened to the drive axle and the other point is where the front axle is mounted to the truck by .a pivpt pin at fee center of the axle. If a trade is indeed tip by its center point Because fork lift trucks are self-propelled of gravity, it will hang in mid air, perfectly and require only one person to complete all balanced. It will not tilt forward, backward, operations of lifting;, lowering, moving, stack or' sideways, nor will it turn oyer Hke an ing, and unstackmg, they excell over other unbalanced wheel This center of gravity is methods of material handling. A lift truck probably located somewhere near fee rear operates on the simple principle of the ful main bearing of fee motor. As stated before, crum, or teeter-totter. A load on the forks as the load is moved doser to. the center of must he balanced.by the truck weight and gravity, it increases load capacity, i - a counterweight The load can be increased A lift trade isjpdque, in that it is steered if it is moved toward the drive axle; thus, by the rear wheels and powered by fee front in effect, increasing the leverage of the wheels. This allows fee truck to make much counterweight If the drive axle was placed sharper turns. An operator who has not had halfway between the load and the counter the .proper training is certainly in for some weight, it would take 100 pounds of coun tricky driving until he has learned to handle terweight to balance a 100 pound load. the trade properly. Lift trucks are rated by capacity in pounds Safety is an important part of basic driy- and load center in inches. For example, the ing^operations. The driver must constantly capacity of a truck may be 5,000 pounds at lpton fee defensive and expect fee unex a 24 inch load center; it can lift 5,000 pected the moment his truck is put into pounds if the center of the gravity of the morion. Baric driving safely is as simple as load is 24 inches from the face of the load' driving the family car. Added caution must jarms. Load center is necessarily an impor be exercised, however, because of the close tant consideration for every hi-lift operator. quarters in winch a lift truck normally As the load center increases; load capacity operates! Aisles are .much narrower than decreases. ' streets, and there are no stop signs or traffic The side stability of a lift truck has to signals to control traffic. A lift track opera do with its ability to resist tipping sideways tor's ability to avoid potential accidents is under various loaded and unloaded condi an indicatioa of his alertness. Anyone can tions. The height of the load, the levelness learn to drive a lift truck, but only experts of the ground, the backward tilt of the load, can drive safely. and the wheelbase of the truck determine the The hoist and tilt mechanisms are both ability to remain upright operated by fee same lever. Pull the lever Lift trucks are built in different sizes and back and fee hoist lifts. Push it forwargjmd lengths. A long narrow truck would not tip fee hoist lowers. The tilt mechanism is op over forward but might be prone to tip erated by pushing the lever to the extreme over sideways. A truck built short and wide rights and pushing forward to tilt the up- 37 1968 National Safety Congress rights forward and pulling back to tilt back Safety is everyone's business. The first wards. Lifting speed is controlled by the step toward accident prevention is good speed of the engine and Sic extent the lever working conditions. The second step is to is polled. Engine speed baa no effect on low use trucks that are in good repair, with ering the forks. The control fever aatomati- proper guards and safety devices. The third cally returns to neutral when released. This step is to properly train drivers as to cor is a safely precaution built into the machine. rect driving procedures and safety practices. Balancing the load on the forics is the key to fast and safe handling. The truck and forks must be positioned so as to balance the pallet when it is lifted up. The load should also rest against the bed of the forks. It is very important for the load to he as far back on the forks as possible, because of the load center factor. The upright should j*bt tilted back slightly before engaging the ~ho5st The load win not slip off die forks when the upright has been tilted before rais ing. Many times, tilting the upright will dear the load off the ground or stack. If die load has been removed from a stack, the hoist should be lowered before traveling. Most loads should be from 4 to 6 inches off the surface for proper clearance in moving. We are all very much aware that if we have correct driving procedures we auto matically have safe drivers. Several safety factors that every driver must know have already been mentioned, but let us enumerate several at this point (1) Putting the truck in motion must be done with extreme cart. Unsuspecting bystanders or material may be hurt or damaged by a truck suddenly jump ing into motion and possibly getting out of control. (2) Overloads can overbalance a truck, both forward and sideways. Never overload the track. (3) Always tilt the up rights, to keep loads from slipping off the forks: (4) Only tilt loads forward when positioning for unloading. (5) Loads .should be carried dose to the ground. When they Lift, trucks drive and steer easier when are carried high,, the stability of the truck they are loaded. The lotul balances the truck, is greatly affected. There is the possibility taking some weight off the steering wheels. of the load falling on someone or something. Different loads win make a truck react dif (6) Drivers should watch for poorly stacked ferently. A driver must learn to fed how loads. They can easily upset a trade or fall a particular load will make Ins truck react on someone. (8) Watch tail end swings, Heavy loads are always moved with great which can damage property or hurt by care, hi certain situations the steering wheels standers. (9) Not watching where you're may bounce off the' ground, leaving the driving might just cause embarrassment, but driver with limited control. He may wish more that likely someone will get hurt to turn but, due to lack of control, the truck (10) Avoid bumps, holes, and slick spots. continues in the same direction, resulting in '(11) Lbads have to be balanced on the forks damage to person or property or both. A and carried squarely against the heel of the driver should always remember to drive in1 irjfocks. To keep loads against the heel, drive reverse when traveling down grade,,and for'^ptgteverse .when driving down an incline, ward if going up a grade. arid forward when dimbing indines. (12) The drive wheels can be used as a guide Never let anyone drive a lift track who is in stacking materials. If the driver makes a not properly trained to do so. (13) Use the mental note as to how far out the load truck for the purpose it was made; never extends, he can potation the load correctly abuse it (14) The driver should always be when it is in |hc right place fen- unloading. in the seat when operating the hoist or A time saving practice is to raise the load travding. (15) The engine should be cut off as the track is nearing the stack. New and the parking brake set when the driver drivers, however, should use caution until leaves the truck. (16) Many old floors will . the maneuver is learned. It is also not ad not support a trade; inspect doubtful floors. visable to do this if the . trade is handling (17) Make sure yomhave plenty of over capacity or near capacity' loads. To unload head dearance. (18) Fast stops are some after the load`has been positioned, tilt the times needed for emergencies. Otherwise, upright forward, lower the load, -and back bring the truck to a gradual stop. (19) Drive from under the load. Extreme care should slowly .around blind corners. (20) When he exercised in backing straight oat from driving into a highway track or trailer, be under the load. sure the wheels of the highway vehide are 38 Meat Packing, Tanning and Leather Products Section properly checked- We bad a near serious ac cident when a trailer moved away from the dock when the lift truck was bong driven into it Fortunately, the truck hit the gisund before the driver did. One of the most infamous of social dis eases is called "the great imitator." Some times it will show up as a rash, at other times it will turn up as a malfunction of a principal, body organ. So it is also with an ineffedW^or malfunctioning safety pro gram; it shows up as a thousand different excuses and it is difficult to correctly diag nose. "The last shift was supposed to check the equipment before they left," or, "I didn't think that just once would make a differ ence"--these and the thousand excuses like them are in reality unsafe practices mas querading as carelessness or thoughtlessness, and they should be correctly diagnosed as a safety program failure before the often fatal profit loss terminates the patient Immunize now with a vigorous safety program. AMMONIA REFRIGERATING SYSTEMS SAFETY ByF. P. NEFF Engineering Consultant, Chicago, Illinois Ammonia isjan inorganic compound and is classed as a tiroup II refrigerant by the U.S-A. Standards Institute B9.1-1964 Safety Code. This code specifies three classes of refrigerants; Group I includes mainly the halogenated hydrocarbons developed by Du Pont; Group II includes besides ammonia, methyl chloride and sulphur `dioxide and Group III includes strictly hydrocarbons which are quite explosive; such as, butane, ethane and propane. The chemical formula for ammonia is NHi and its molecular weight is 17.03061 as nitrogen has an atomic weight of 14.0067 and hydrogen an' atomic weight of 1.00797. At a pressure of one atmosphere it has a boiling point of --28F and a freezing point of 107.9*F. It is quite toxic and a concentra tion of about yi to 1 percent by volume in air for durations of exposure of about $4 hoar are lethal or produce serious injury. Explosions of ammonia in air are not com mon but there have been serious ones. The explosive limits of ammonia in air, percent by volume, are from a lower limit of 16.0 to an upper limit of 25.0. This is not a .wide range and compares with other gases as follows: Acetylene (HC-CH) 2JS to 82.0 percent Carbon Monoxide (CO) 12.5 to 75.0 percent Hydrogen (H) 4.1 to 80.0 percent You can readily see that with a concentra tion within the limits shown in a confined space and with a spark to set it off, a serious explosion could occur. The spark can readily be provided by the bursting of a lighted electric light bulb caused by ammonia vapor settling on the hot light bulb and exposing the red hot filament to the explosive mixture. Every means should be taken to prevent ex plosive mixtures of ammonia- and air from developing, and as exposures of about hour in mixtures of about to 1 percent are generally lethal, every effort should be made to keep such lower percentages from developing in.confined spaces where people are working. Nevertheless, ammonia is the popular refrigerant for refrigeration in an industrial occupancy. The U.S.A. B9.1-1964 Safety Code defines industrial occupancy as follows: "Industrial Occupancy shall apply to an entire building or premises or to that por tion of a building used for manufacturing, processing, or storage of material or prod ucts, including among others; chemicals, food, candy and ice cream factories, ice making plants, meat packing plants, re fineries, perishable food warehouse* and similar occupancies, provided the entire building is occupied by a single tenant." The machinery room for an industrial occupancy should have adequate ventilation, and the code specifies an independent me chanical vmtilation system discharging 2050 CFM of air for a system containing 1000 pounds of ammonia and 9500 CFM of air for a system containing 10,000 pounds of ammonia. Data is given in the code for .39 1968 National Safety Congress interpolating or extrapolating the amount'pf air to ventilate. with other quantities of ammonia in the system. Ammonia compressors should be properly equipped with check valves on the discharge, and electric driven compressors should have high and low pressure cut out switches to stop them automatically in case of either excessive discharge pressure or a suction pressure that is too low. All pressure vessels to-be used in an am monia refrigerating system should be con structed in accordance with the ASME Boiler and Pressure Vessel Code and should bear factory stamps indicating that they have been properly factory tested. High side pressure vessels should be designed. for 300 psig pressure with a safety factor of five and low side vessels should be designed for 150 psig pressure with the same safety fac tor. All pressure vessels that can be valved off should be equipped with safety valves, the safety valves on high side vessels set at 300 psig pressure and those on low side vessels set at 150 psig. These safety valves can be arranged to. discharge to the open air over a roof if the location is such that this would cause no difficulty. If the plant is so located that open air discharge over a roof could cause difficulty, then the discharge of the ammonia safety valves may be into a tank of water which has been provided for the purpose and to be used only for ammonia absorption. At least one gallon of water should be provided in the tank for each pound of ammonia in the system. When a new ammonia refrigerating sys tem is installed or when a portion is added to a system a 300 psig air pressure leak test should be made on the high side and a simi lar 150 psig test on the low side. When I was doing this kind of work I always liked to leave the air pressure on the system over night. I think it paid off. .Every ammonia refrigerating system should be properly provided with ammonia masks with some in the machinery room and some outside where no ammonia concentra tion could develop in the air, All-authorized machinery personnel and possibly certain maintenance men,.as selected, should be prop erly schooled in the use of the masks and given refresher courses at least at monthly intervals. The cannisters of the masks should be renewed immediately after each use, or the seal broken, and if not used should be renewed not later than the date listed on the cannister labels. In general, all equipment-in an;,ammoniarefrigerating system should be properly con structed in accordance with the proper pre vailing code or codesyand bear factory stamps indicating that this has been done. Leak tqsjs ' should be made after installation and neces sary corrections made. Safety valves should be installed on all pressure vessels and ma chinery in accordance with prevailing codes. These safety valves should be properly set and sealed and these settings should be checked annually. All authorized machinery room and maintenance personnel should be thoroughly briefed on the necessity of venti lation, where and when required, the condi tion of safety valves and the use and care of. anponii ard-T Highly populated work rooms, such as ba con -sfidrig rooms, beef boning, rooms and hog cutting and trimming rooms should be equipped for rapid- ventilation as required. Ammonia mains running through confined spaces and infrequently travelled areas should receive periodic inspection for their condi tion and repairs made as required. There should be adequate signs in large letters at conspicuous places in the machinery room giving directions for operating the ammonia refrigerating system and the steps to be taken in the event of a break-down or leak. These signs should give instructions for shotting down the system in case of emer gency; the name, address' and telephone numbers for obtaining service arid the name, address and telephone number of the munici pal inspection department having jurisdic tion, and instructions to notify that depart ment if the situation warrants it. 40 Meat Packingr Tanning and Leather Products Section RETENTION OF PROFITS THROUGH SAFETY By A. J. DITTMER Accountant,. Des Plaines, HL Accidents are termites that eat away at your profit structure. When business is good, they can go on unnoticed undef'the cover of manufacturing overhead; it is only when a slow down occurs or when a Budgetary in vestigation is made that the presence of accident cost becomes- apparent 3. In the past, only larger companies selfinsured, but now medium sized companies with concentrated operations also do so. Usually, each of these will hedge on full self-insurance by arranging excess of loss' disaster insurance with. London underwriters or surplus lines markets. ' Meat Packing, Tanning, and Leather Prod ucts manufacturing are by their very nature among the industries that have intrinsic acci dent potentials which can and must be con trolled if a full share of profit is to be retained. Now, let us analyze; If your company is operating under the first plan, and if you are lucky and have had good experience, fine. You probably are operating at reasonable compensation costs. But a run of bad acci dents can end this dream in a hurry. When The purpose of business is to make a your renewal premium is quoted by the in decent profit for its owners, be they the surance company at the end of the policy stockholders of a .corporation, the members term, you are sure to yell, "Ouch!" of a partnership, or an individual owner, The effect on costs is the same on the and it is the duty of management to conserve retrospective and self-insurance plans, since this profit these are primarily cost-plus measures with Think of the .sales needed to. produce a lid on them for disaster consequences. enough profits to overcome accident costs. What records do you keep? If properly A $1,000 accident cost may represent the maintained, you can tell by looking at them . equivalent of a $10,000.00 sale lost Manage what locations and what departments are ment strives to create a market for the sale giving' you trouble The manhours worked of its product or services, producing what is against the accidents incurred is of major known as gross income. From gross income importance, very similar to your watch tell we deduct selling and administrative ex ing. you what time of day it is. No matter penses, cost of product and Federal taxes what methods you use, whether you keep to arrive at a net profit 1 records by ledger or whether you are using Let us concern ourselves with cost of IBM cards, you should know what your product; the necessary expenditures required direct accident costs are. These records for the production of the goods sold' or should reflect: services rendered. 1. Your insurance premiums or additions '' Cost of product contains an item called to your reserves Workmens Compensation Insurance. This ex 2. Cost of trips to the doctor pense generally falls into one of three cate gories, according to the size and practice? of a. Doctors fee b. First Aid costs a particular establishment: 3. Cost of lost time 1. Insurance coverage provided by the. purchase of a. fixed cost policy relating rates by classification of operations to the payroll thereunder and so produce the final premium. A clinical card record system should be maintained covering injured employees. For companies on retrospective plans and for self insurers, records should reflect the 2. Insurance coverage provided by the following: purchase of a policy where the premium is . jiykd on accident cost in the. form of ex^pSence modification and then raised or low ered by the. use of a retrospective rating 1. Cost of insurance or reserves 2. Cost of First Aid, employees and sup plies .formula which is again related to the acci 3. Medical expense dents produced. 4. Compensation claims f 41 1968 National Safety Congress 5. Lost time . The committee must meet regularly and keep 6. Cost of administration (self insurers) accurate minutes of these meetings! Plant inspections should be made on a regular 7. A complete clinical record, referred-to schedule. See that guards and safety appli above. ances are.in place and in use, and that Safety What are some of the hidden costs? An accident occurs. Work stops--for the in jured and for those in the department about him. It takes time to get the injured to first aid, at the first aid station or at the spot, if the accident happens to really be serious. The injured man must be, replaced so work can resume while he is receiving first aid and, Rules are being observed. Time permitting, the safety engineer or other designated mem ber should make inbetween inspections on an irregular schedule! When you experience an accident, be sure that a member makes a complete inspection of the area where the accident occurred and include this report and recommendations with the accident record. in more serious cases, sent home or taken to a hospital. Work will invariably slow down, at least for a while. Then there is the cost of making the various reports. All this costs money-4bink of it! Join your Section of the National Safety Council and have the head of your safety committee participate. You will be surprised what information he will, bring home: Leam to recognize and analyze your haz What to dot Organize and maintain an ards, and do something about them. It will efficient and responsible safety committee. pay off--and the profits saved will he yours. 42 OFFICERS OF THE POOP Am BEVERAGE SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman--Albert Cacherat, Pers.' Dir., Reed Candy Co., Chicago, HI. First Vice Chairman--Gregory Krohn, Health & Safety Admin., Joseph Schlitz Brewing Co., Milwaukee Wis. Secretary--Lloyd 0. Staab, Saf. Dir., Grain Processing Corp, Muscatine, Iowa Program Chatman--Harvey H. Marsden, Pit Safety Dir., Kellogg Co., Battle Creek, Mich. %- Newsletter Editor--D. E. Schbqiost, Corp. Saf. Mgr., National Distillers & Chemical Corp., Cincinnati, Ohio Newsletter Co-Editor--Donald Espinosa, Saf. Dir., Rheingold Breweries, Inc., Brooklyn, N. Y. Membership Chairman--Arden Dantoeth, Saf. Supvr., The Stroh Brewery Co, Detroit, Mich. Off-the-Job Safety Committee--Jack Krolo (Chairman), Supvr., Saf. & Training, Ameri can Maize Products Co, Roby. Ind.; Walter Fedyk, Safety Coord., Carling Brewing Co, Qeveland, Ohio; B. R. Leedy, Safety Dept, Pahst Brewing Co, Milwaukee, Wis.; James R. Thomas, Safety Advisor, The Kroger Co, Stone Mountain, Ga. Associations Committee--*N.E. Thiel (Chairman), Dir. of Saf, Sealtest Foods-Southem Dairies, Charlotte, N. C; W. Michael Aicher, Dir, Employee Relations, United States Brewers Assn, New York, N. Y.; *Ndcon DeTarnowsky, Mgr. of Safety, The F. .& M. Schaefer Brewing Co, Brooklyn, N. Y.; Norman Paige, Assoc Dir, Div. of Public, Gov't, & Trade Relations, Distilled Spirits Institute, Inc, Washington, D, C Training & Visual Aids Committee--Chas. P. Ore (Chairman), QuaL Assurance Con sultant, General Foods Corp, White Plains, N. Y.; ^Stanley W. Parsons, General Saf. Dir, Carnation Co, Los Angeles, Calif. Engineering Committee--R. D. Wiseman (Chairman), Asst, Dir. of Prod., Cooperative Mills, Div. Southern States Coop, Baltimore, Md.; J. R. Vetter, Safety Dir, Falstaff ""Brewing Corp, St Louis, Mo. Awards, Contest & Statistics Committee--Robert D. Vandenberg (Chairman), Corp. Saf. Dir, General Mills, Inc, Minneapolis, Minn.; John Gallagher, Employee Benefit Supvr, Gerber Products, Fremont, Mich.; Milton J. Hatties, Mgr, Ins. Dept & Dir. of Safety, The Southern Cotton Oil Co, New Orleans, La. 43 Grain Handling <5* Processing Division--*J. R. McCann (Qiairman), Gen. Mgr., Loss Prev. Dept, Ralston Purina Co., St Louis, Mo.; Robert Gareetson, Safety Dir., A. E. Staley. Mfg. Co., Decatur, III.; Rich Klann, Saf. Dir., The Hubinger Co., Keokuk, Iowa; Chas. H. Lorton, Dir. of Saf. & Sanitation, Cora Products Co., Pekin, 111.; John M. Rhame, Supvr., Safety & Fire Protect., Clinton Corn Processing Co., Clinton, Iowa Nominating >Committee--`William G. Smith (Chairman), Dir. of Safety, The Nestle Co., Fulton, N. Y.; *L. H. Gretzer; `John M. Jensen; *J. R. McCann; `James H. Snyder; Albert Cacherat Staff Represcntativc--A. M. Baltzer, National Safety Council, 425 N. Michigan Ave., Chicago, 111. 60611 `Past General Chairman 45 OFFICERS OF THE MEAT PACKING, TANNING AND LEATHER PRODUCTS SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman--Delmar. J. Peociob,'Plant Mgr., Peter Eckrich & Sons, Tty,, Fort Wayne, Ind. First Vice Chairman--William G. Refer, Dir, of Industrial Relations, rLarer of Ken tucky, Inc, Louisville^ Ky. Second Vice Chairman--Burton La Rue, Dir. of Labor Rel, Marhoefer Packing Co, Muncie, Ind. Newsletter Editor & Associate Editor--'Howard Rebholz, Safety Dir, The Rath Pack ing Co, Waterloo, Iowa; 'Walter E. Gone, Jr., Safety Dir, E. D. English & Co, St Louis, Mo. Secretary--*Greg Pxeiraszek, Technical Editor, The National Provisioner, Chicago, HL Assistant Secretary & Treasurer--Richard W. Turner, District Engineer, American Mutual Liability Insurance Co, Boston, Mass. Program Chairman--Caul W. Lintjer, Industrial Relations Mgr, Peter Inc, Fort Wayne, Ind. Membership Committee Chairman--'Norman Kirk, Mgr, Welfare & Safety, Canada Packers, Ltd., Toronto, Ont, Canada For Meat Packing--Richard Sokolik, Safety Dir, Royal Packing Co, National Stock ^ Yards, III.; Joe Watson, Frosty Mom Meats, Kinston, North Carolina; Pete Gabgano, Pi Albert F. Goetze Inc, Baltimore, Md. * For Tanning & Leather Products--William C. Martin, Jr, Safety.Dir, Wtinbromer, Dhr. of Textron, Inc, Marshfield, Wis.; Maurice 'Wim.uwMxt, Mgr, Employee Services& Safety, Wolverine World Wide, Inc, Rockford, Mich. Contests, Awards and Incentives--Carl W. Lintjer, Industrial Relations Mgr, Peter Eckrich & Sons, Inc, Fort Wayne, Ind. Public Relations Committee--Blaine Liljenquist, Pres. & Gen. Mgr, Western States Meat Packing Assn, Washington,. D. C.; 'Donald S. Mackenzie, Dir, Packinghouse Practices & Research, American Meat Institute, Chicago, 111.; 'John Mohay, Asst Executive Secy, National Independent Meat Packers Assn, Washington, D. G Engineering Committee--Maurice F. Leahy (Chairman), Chief, Plant Protection, Oscar Mayer & Co, Madison, Wis. 47 For Meat Packing--Harby M. Jones, Vice Pres. & Plant Supt., Southern Foods, Inc, Columbus, Ga.; M. H. Searfoss, Safety and Training Coordinator, Swift & Co., Chicago, 111.; Walter E. Coro, Jr., Safety Dir., E. D. English & Co., St Louis, Mo. For Tanning <$ Leather Products--William C. Martin, Jr., Safety Dir., Weinbrenner, Div. of Textron, Inc, Marshfield, Wis.; James Oliver, Safety & Loss Control, Genesco, Inc, Nashville, Tenn.; Robert L. Walma, Dir. of Ind. Relations, Eagle Ottawa Leather Co., Grand Haven, Mich. . Off-tke-Job Safety Committee--Michael Cavalier (Chairman),. Personnel Dir., Tobin Packing Co., Rochester, N. Y.; Richard Sokouk, Safety Dir., Royal Packing Co., National Stock Yards, III. Legislative and Insurance Committee--George Petersen (Chairman), Casualty, Armour & Co., Union Stock Yards, So. St Paul, Minn.; Burton La Rue, Dir. of Labor Rel., Marhoefer Packing Co., Munrie, Ind.; Richard W. Turner, District Eng., Ameri can' Mutual Liability Insurance Co., Boston, Mass. Advisory Committee--*R. Unwin, Sr., Consultant, Palos Park, 111.; ^Charles . H. Elsby, Safety& Health^Services, Employers Mutuals of Wausau, Wausau, Wis.; *A. J. Dittmer, Des Plaines, III. Health and Research Committee--*Dr. Tracy Barber (Chairman), Medical Dir., Geo. A. Hormel & Co., Austin, Minn.; Lorraine Walkey, R.N., Chicago Rawhide Mfg. Co., Chicago, 111.; *Howard Rebholz, Safety Dir., The Rath Padjplg Co., Waterloo, Iowa; Gordon J. Casebolt, Dir. of Personnel, Weinbrenner Shoe Corp., Milwaukee, Wis. Cameron Award Coordinator--Herbert Klepper, Safety Dir., John Krauss, Inc., Jamaica, N. Y. Small Meat Packer Committee--Richard Sokolik; Herbert Klepper; Richard Turner; Pete Gakgano; Joe Watson Staff Representative--Ray F. Smith, National Safety Council, 425 N. Michigan Ave., Chicago, III. 60611 Pail (`.cncral Chairmen OFFICERS OF THE TRADES & SERVICES SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman--Elliott Tanz, Asst Vice-President, Consolidated Mutual Insurance Co., Brooklyn, N. Y. Vice Chairman--Chas. I. Miller, Safety Coordinator, The Kroger Co., Cincinnati, Ohio Program Chairman--Murry Paull, M.D., Medical Director, Carson, Pirie Scott and Co., Chicago; HI. Off-thc-Job Safety Chairman--Thomas P. McKeon, Insurance Manager, Y. M. C. A. of Grea'ter N. Y., New York, N. Y. __ Membership Chairman--Kenneth S. Martyn, Loss Prevention Supvr., Super Valu Stores, Inc., .Hopkins, Minn. Newsletter Editor--Raymond C. Elus, Jr., Dir., Safety Services, Hotel Safety Trade Group, New York, N. Y. Recreation Division--Robert H. Blundred, Executive Secy., International Association of Amusement Parks, Chicago, 111.; Stanley L. Stern, Senior Vice-President, Wometco Enterprises, Inc, Miami, Fla. -j*-. Textile Maintenance Industries Division--John Reinecke, Mgr. of Administration, Linen Supply Association of America, Miami Beach, Fla. ' Midwest Regional Committee Food Services Division--Vernon E. Cordell (Chairman), Dir., Public Health & Safety, National Restaurant Assn., Chicago, 111.; James Stone, Asst. Mgr., Engr., Dept., Continental Casualty Co.,'Chicago, 111.; Jack E. Uhler, Assoc. I>ir., Housing, Food Service, University of Missouri, Johnston Hall, Columbia, Mo. Food Retailers Division--Robert Cousar (Chairman), Safety Dir., Jewel Food Stores, Melrose Park, 111.; James A. Devine, Personnel Dir., National Food_ Stores, Inc, Milwaukee, Wis.; A. R. Graham,, Consultant, Glenview, III.; Thomas P. Dolan, Safety Dir., Scot-Lad Foods, Inc, Chicago, 111.; Bernard Seltzer, Vice President, Independent Grocers' Alliance Distributing Co., Chicago, I1L Hotel and Motel Division--Arnold F. Karr (Chairman), Secretary^ Greater Chicago Hotel/Motel Assn., Chicago, III. ______ _ Mercantile and Warehouse' Division--Allen D. Walters (Chairman), Secretary) Ameri can Warehousemen's Assn., Chicago, 111.; Wh. R. Gaynob, Saf. Engr., Sears, Roebuck and Co., Chicago, 111.; Paul Schmidt, Dir.; Rehabilitation Services, Indianapolis Good- will Industries, Indianapolis, Ind.; Chester W. Schemer, President, Schirmer Engi neering Corp., Niles, I1L; J. F. Weller, Manager, Safety, Brians Van Lines Co., La Grange, 111. ~ 49 Eastern Regional Committee--Raymond C Ellis, Jr. (Chairman), Dir., .Safety Services, Hotel Safety Trade Group, New York, N. Y. Buildings and Offices Division--Wm. Connell (Chairman), Safety Engineer Supvr, Port of New York Authority, New York, N. Y.; Dominick Mascot, Supvr,, Construction Services, Consolidated Mutual Ins. Co., Brooklyn, N. Y.; John P. Murphy, Asst Mgr., Engr. Dept, Firemen's Fund American, New York, N. Y,, Food Retailers Division--Charles Thaler (Chairman), Safety'Dir., Supermarkets General Corp, Cranford, N. J.; F. Lawrence Ficks, Personnel Mgr.,. Kings Super Markets, V Inc, Irvington, N. J.; Curt Taylor, Safety Supvr., Grand Union'Co., East Paterson, N. J. Hospital Division--Donald C. Whytock (Chairman), Dir. of Safety,*Federation of Jewish ; Philanthropies of `N.\Y, New York, N. Y.; Johjt M. Collins, Dir. of Safety, Div. ' of Fire and Accident Control, Department of Hospitals,- City of New York, New York, s NQf. -- Hotel and Motel Division--Mel Sandier (Chairman), Dir., Employee Relations, Ameri can Hotel and Motel Assa, New York, N. Y.; Louis Bonagura, Safety Dir., Waldorf Astoria, New York; N. Y.; Charles L. O'Connor, Gen. Mgr., The Westbury, New York, N. Y.; John Sera, Personnel & Safety Dir., The Biltmore, New York, N. Y. Mercantile and Warehouse Division--Ka2vey S. Siegel (Chairman), Safety Dir., R. H. Macy Co, New York; N. Y.; Charles A. Binder, Mgr., Store Management Group, National Retail Merchants Assn, New York, N. Y.; Michael F. Clifford, National Safety Dir, Allied Stores Corp, New York; N. Y.; Robert H. Neal, Labor Relations Mgr. & Saf. Dir, Joseph Horne Co, Pittsburgh, Pa.; Harry J. Oberle, Jr, Asst Insurance Mgr, J. C Penney Co, Inc, New York, N. Y.; John A. Wans, Asst Vice President-Security, Pinkerton's Inc, New York, N. Y. Food Services Division--Edward L. Kennedy (Chairman), Chief Dining Service Supvr, American Telephone and Telegraph Co, New York, N. Y.; Charles V. Culbertson, ' Dir, Insurance and Benefits, Marriott Corp, Washington, D. C; Daniel Kjfner, Safety Dir, Restaurant, Waldorf' Associates, New York, N. Y.; John D. Lineberger, Jr, Food Sendee Dir, Edcerd Drug Stores, Charlotte, N. C.; Andrew J. O'Leary, Safety Rep, Frank G. Shattnck Co, New York, N. Y. * Nominating Committee--Vernon E. Cordell, Dir, Pub. Health & Safety, National Res taurant Assn., Chicago, I1L; James Whitener, Training Manager, Pope's Cafeterias, St Louis, Mo. Staff Representative--A. M Baltzer, National Safety Council, 425 N. Michigan Ave, Chicago, I1L 60611 50 . - Order Form 1968 Congress Transactions Quantity Ordered Stock Vol. No. No. Title 1-9 10 or Copies more 022.38-1 1 . General Sessions & Index to all Volumes $.85' $.65 02138-2 2 Aerospace; Air Transport .85 .65 022.38-3 3 Automotive & Machine Shop; Power Press & Forging .85 .65 02138-4 4 Cement, Quarry & Mineral Aggregates .50 .45 022.38-5 5 Chemical & Fertilizer .85 .65 02138-6 6 Civic Leadership; Church, Women, Youth, Farm .85 .65 02138-7 7 Coal Mining .85 .65 02138-8 8 Construction; Public Employee .85 .65 022.38-9 9 Electrical Equipment .50 .45 02138-10 10 Food & Beverage, Meat Packing, Tanning & Leather Products; Trades & Services .85 .65 022.38-11 11 Glass & Ceramics; Rubber .85 .65 02138-12 12 Industrial Subject Sessions; Associations 1.10 1.00 022.38-13 13 Labor .85 .65 02138-14 14 Marine .85 .65 02138-15 15 Metals .50 ' .45 02138-16 16 Mining > .85 .65 . 02138-17 17 Motor Transport; Transit Ifc .85 .65 02138-18 18 Occupational Health Nursing .50 .45 02138-19 19 Petroleum .85 .65 022.38-20 20 Public Utilities .85 .65 022.38-21 21 Pulp & Paper; Printing & Publishing .85 .65 022.38-22 22 Railroad .50 .45 022.38-23 23 School & College 1.10 1.00 02138-24 24 Traffic v .85 .65 022.38-25 25 Wood Products; & Textile .85 .65 022.38-26 26 Early Morning Sessions .50 .45 022.38-27 27 Public Safety .85 .65 022.38-28 28 Home Safety .85 .65 022.18 COMPLETE SET OF 28 VOLUMES 513.60 Automatic 20% discount to National Safety Council members; or 10% discount . to government agencies. Please enclose check with orders less than $3.00. SHIP TO: Organization Address______________________________________ '___________________ City1StateZip Code to Attention of BILL TO: Organization: Address____________________ ' City_!State to Attention of: Customer's Purchase Order Number _ y Zip Code________ MAIL TO: NATIONAL SAFETY COUNCIL ' 425 North Michigan Avenue Chicago, Illinois 60611 35C36902 psihtzp m o.j.a. 52 022.38--10 Volume II NATIONAL SAFETY CONGRESS TRANSACTIONS )_ GLASS and CERAMICS; RUBBER INDUSTRIES NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 56th NATIONAL SAFETY CONGRESS Papers Delivered in the GLASS AND CERAMICS SESSIONS CONTENTS Make Observation Pay Off......*...... ...................................... A. Timothy Wood 5 Making the Plant Environment Pay............................................ Kenneth Robinson 10 Heat--Cold Facts on How to Beat It................................ .............. W.G. Hazard 13 The Way the Chips Fall--A Scientific Approach to Glass Handlers' Protection........... .......... ................................... James T. Destefano 16 Dees Management Have to Worry about Safety? .. ............. Jack E. Spengler 23 Emergency Brigade--Planning..................................................... Richard D. Eckert 25 o Papers Delivered in the RUBBER AND PLASTICS SESSIONS Safety, in the Small Plastics Plant...................................................R. D. Dombach 28 Keeping Abreast of the Changing Times.......................................E.H. Worcester 31. Atmospheric Sampling........................................ .........................W.T. McCormick 31- r . Safety Education for the Supervisor................. ............................ 0. . Grossmann 34 Officers.,of the Glass and Ceramics Section, 1968-69................. ....................... 38 40Officers of the Rubber and Plastics Section, 1968-69.. -....................................... Other Volumes in the 1968 National Safety Congress Transactions..... .Back Cover 3 PLAN NOW TO ATTEND THE 1969 NATIONAL SAFETY CONGRESS OCTOBER 27-30, I960 ./ CONRAD HILTON HOTEL, CHICAGO 1970 The Congress is always a big week, a worthwhile week for the 13,000 safety people who attend. At the '69 Congress you can meet other sa^ty people, withthe same problemsand responsibilitiesasyourself. 1971 You can exchange views and ideas on accident preven tion, health, hygiene, and fire prevention ... on safety in industry, traffic, school, at home and on the farm. You can seethe largest of all safety equipment exhibits 1972 atthe Congress... an opportunity foryou to make well- h informed buying decisions for your company. This four-day educational program, planned and pre'sented by the National Safety Council, can be your most thought-provoking, most worthwhile safety expe 1973 rience-in 1969. Wake plans eaArto attend the.1969 Congress and bring the other people in your organization -who have safety responsibilities. FUTURE CONGRESS DATES 1969 October 27-30 1970 October 26-29 1971 October 25-28 1972 October 23-26 1973 Oct. 29- Nov. 1 NATIONAL SAFE TY - COUNCIL 425 NORTH MICHIGAN AVENUE CHICAGO, ILLINOIS 60611 * GLASS and CERAMICS SECTION if MAKE OBSERVATION PAY OFF By A. TIMOTHY WAAD Special Services Asst, Freon Products Div., E. I. Du Pont de Nemours Co., Wilmington, Dd. How important is the sense of seeing in your everyday life and, specifically^ in your job? How much do you depend upon ob servation through your eyes to guide you in your daily assignments and decision mak ing, whether they be mechanical, analytical, selling, management, or even clerical? These questions are neither as silly nor as simple as they may sound. Everyone of us, consciously or subconsciously, probably depends upon vision more than any of the other senses to fit our actions and reactions into our environmental conditions, whether they be at work or at play. But how well .do we really .-see the scenes spread before our eyes? How well do we perceive what we see? Or, to express it another way, how good is our perception in relation to our observation? Perception--remember that word. It can be of total importance and tangible value to you, for all-out application of sound principles of observation and perception can lead to increased safety, higher quality, greater efficiency, and cost reduction in your business operations and your job relations. Perception is a companion of observation. It's the seeing beyond the mere visual image recorded by our eyes, seeing more than the bare outlines of a situation in a fleeting glance--seeing, if you will, the' real meaning behind a scene, analyzing the con ditions and translating our impressions into logical, meaningful, effective action. 'Perception .is. within the range of capa bilities of each of us. It is not a difficult taskmaster--but it is not one which will work for us without some effort on our part Perception requires practice and selfdiscipline- if it is to serve us well. But its practice is not difficult It require^ no super human, 'or even unusual, ability to master. All that is required is a' little thought, a little concentration, a little patience, and an honest desire to become more than simply an observer of the passing parade of things about us. From our own experience in many Du Pont locations over the last several years, we are convinced that employees, from mes senger boy to management, can be trained to be more perceptive observers, and that the time and effort spent on such training will be repaid many times over in dozens of ways. The observation-perception program , lends itself to improvement of personnel in prac tically any area of operation. We have chosen three typical areas fpr discussion: safety, quality control, and cost reduction. These, we believe, are common to the in terests of any type of business or manu facturing operation. The basic principles and |echniques of such a program are the same, ifo matter in which type of area or oper ation they fire applied . AH of us are bom with the powers of observation, and by the time we take our first step we have begun to develop those powers in varying degrees to enable us to move about in and associate with our en vironment "We see with our eyes,' we feel with our fingers, we smell with our noses, we hear with our ears. The experiences and sensations that come to us through these organs of observation guide us in our every waking moment Why, then, do people react differently to common elements of their' environment? Show the same picture to a number of peo ple, and you'll often get as many different, descriptions and interpretations ofjfcjhe pic ture as there are viewers. Why aPnot all of us see exactly the same things in a pic ture? Why can some give us descriptions of the picture in minute detail, while others remember only vaguely what they saw? The answer is our old friend, perception. It has been estimated that 80 per cent of our knowledge comes to us by way of the 5 1968 National Safety Congress eyes, so let's concentrate upon tie single usually unconsciously, of our individual in sense of vision--the immediate product of terests and desires. which is observation. \ Desire for change. Consider our con Visual observation is the recording in the scious or subconscious desire for change. brain of the images formed by the eye as- Some people are extremely curious, always it scans a scene. It is limited only by the looking at things inquisitively, always look range and physical quality of our eyesight ing for change The existing situation never Assuming equal eyesight all of us have the seems to satisfy individuals of tins type. The ability to observe the same things, bat our grass always looks greener on the other observation can be sharpened or dulled by side of the fence. This type of individual our emotions. -Thus, we often see only, what has an open-minded approach to things, and we want to se^ permitting our brain to filter that's good, in a way, for they are able to out'those elements of a scene which we un see more as a result, and they usually can consciously wish to avoid, or which are of gauge the importance of their observations. no interest at the moment Resistance to change. There are others Simple observation leaves much to be de who are content with things as they are, sired from an accuracy standpoint More unable to see.how change can produce.de over, from the wide differences of opimcQ sirable results. These people, who enjoy we express as to what we saw, it's quite happiness and security in a. familiar situ evident that the powers of observation vary ation, can scarcely be expected to observe widely among individuals, and. that tile abil effectively. Their resistance to change filters ity of the mind to remember what one out of their attention pattern everything thought they observed varies to an equally except toe elements with which they're sat great degree among different^individuals. isfied. Usually, they're poor observers. By definition, observation is the ability of taking notice, of gathering data, and of drawing inference from what we see. Per ception is.simply a refinement, a sharpening of simple observation to encompass a cold, accurate analysis of what is seen. Its in gredients are attention, concentration, and accurate memory retention. It should, in fact, also be thought of as a mental skill, to be learned and refined just like golf, dancing, chess, or dozens of other skills. The degree of perfection can be at tained by the amount of practice we devote to its development and refinement Another theory states that observation is . expressed as: Attention + Perception = Observation Attention Attention is the getting ready pr prepara tion to observe Suppose we examine each of these categories individually. For exam ple, attention is the amount of concentra tion upon the image recorded by the eye; concentration upon details and their mean ing. Attention, unfortunately, is not an auto matic process. In facj, as all of us can at test, attention very often is a fleeting tiring; influenced by internal- as well as external factors. Many of the disturbances that block our attention or concentration are the result, Desire for action. Here's another motivat ing force behind our ability to observe; It is often times considered the urgency of a situation that sparks our attention to do' something as quickly as posable. For ex ample, have you ever noticed how modi more attention is given to a situation on a plant where someone has been injured seri ously--especially after the accident has oc curred? Suppose you knew your company soon would restate its plant unless it could re duce costs at the existing location. If you were seriously worried about bring left be hind by such a move; would you suddenly concentrate more than before upco figuring out ways of saving money, or improving your employer's operations, of finding- ways to reduce costs for him at the present l<t cation, in order to negate the propojj^k move? Desire to belong. Nearly all of irajeS|^ bring on a winning team, doing tyrtogether that angle you out as bring success ful. Few of us are satisfied to fun counter to the stream. The mere fact that we only have to look around us and see tire number of people who belong to dubs, churches, civic organizations, ett, would indicate that as individuals we all have a certain desire to want to belong. It's when you dangle a 6 Glass & Ceramics Section competitive spirit into a situation that, even slammed oa your brakes to avoid hitting though an incentive may be offered as a an object you're sure you saw in the road reward, the real motivation comes about ahead, then found there actually wasn't any through the desire of wanting to be on the thing there? That's an illusion, disc most winning team, and not necessarily the value often to fatigre of the eye muscles. .When of a reward. It's the old feeling--if John it occurs, poll over to the side of the road can do it, why can't I do it? and rest or, better yet, stop driving until Self-interesl. All of us have ambitions. you've had a good night's rest or at least We like to consider ourselves intelligent and a relaxing coffee break. attractive. In a sense, we're all a little ego Illusions caused by total unanalyzed im tistical. When a situation is recognized as pressions sounds tike something out of a' an opportunity to improve our stature, we psychologist's 'notebook. In tins classifica naturally devote more attention to it Our tion, we allow a quick first impression to be observational power usually reaches new adequate without seeking out the real mean heights. ing, especially when there is a complex situ We can agree that attention certainly is important in observation, but equally so is perception. ation. 3h situations tike this, it is necessary to dig a Utile deeper for the real meaning, by careful analysis. The answer is.concen tration, consideration, open mindedness. Perception Don't jump to conclusions based upon a Perception, in the layman's language, is quick impression. Look for the unexpected. what your mind interprets from an obser Think before you leap. vation.. It's the meaning that we place on Of course, the mind can be conditioned a given situation as it appears to a visual to draw certain conclnskms based upon observation. For example, we know that to habit- and familiarity; the old human faff drive a car safely and intelligently, one must ing of concluding that, because tilings hap be aware of potential hazards encountered pened a certain way once; they'll happen in everyday driving. It's those conditions that way again. Subconsciously, we trans that appear before our eyes and the mind's late a past performance into the present The interpretation of those conditions that we mind apparently calls upon its previous ex understand as perception. Making a faulty perience and assumes that what was true observation is rather easy to do, and surely in the past mnst be true now. We make ttp not difficult Observation perception depends weighted averages of our past experience on two things--the external situation and and use them as a standard to interpret the mind. what we see. Of course, the conclusion What are some of the factors adversely sometimes is unreliable. affecting the quality or accuracy of our Certainly,, if experience plays such a vital perception? We've talked a little about at part in our ability to perceive, it is equally, tention and concentration; let's take a look important in human relations. We frequently at another class of deterrents, which we are puzzled by the fact that others cannot can identify broadly as illusions. see a situation as we do. However, we bet Illusions. Illusions are nothing more than getting a false impression of the real facts of what we see, and there are a num ber of different types. We'll consider only three here as examples: illusions due to ter understand this when we know the rea son--that their past experiences have been different from oars; therefore, their as sumptions .are different and their condusiorts vary from ours. physical causes, total unanalyzed impres Often, the view we take is prejudiced by sions, andthose caused by habit or familiar our own personal interest in the object being ity- # viewed. Many of today's industrial problems The first type are pretty easy to under grow out of the fact that a supervisor sees stand. They can result from an eye injury,' a 'sitmtioa in one way, and those working from extreme fatigue, or from color blind under him see it quite differently. The solu ness, and illusions of this type usually are tion: opejMjtindcdness--the ability and will temporary. For example, have any of you, ingness to look at" a problem from every while driving for extended periods, par conceivable agjgle;' flexibility, if you will-y ticularly after dark, suddenly swerved or tbe knack ofseeing; not only with your own 7 1968 National Safety Congress eyes bat with the eyes of others, and avoid be observed. Sometimes, a detailed study is ing judgments based entirely upon habit, required, in tricky and complicated situ familiarity, or prejudices. Up to now, we ations. have discussed a number of facts, condi tions^ and situations that can and do effect our visual perception. But there is an or-, derly way that can help us to avoid these stumbling blocks when we are aware of, and recognize, their existence. The first rule is: ' Guard Against Habit and Familiarity. Be careful you don't see action that is just not happening. Your lifetime of experience can color perception and reader it out of focus. To be a good observer, you must cultivate an inquiring mind. Don't jump to conclu sions. Wonder about things, consider all Be Selective. No one can be expected to the possibilities before coming to a con observe everything. Observe what to you . is clusion. Don't be afraid to ask questions important The selection, of course, will to be sure you and the other observers are differ from person to person and from time operating on the same wavelength, or at to time. Always select clear cut objects to least on the same plane. observe, and don't try to absorb insignificant details. A production supervisor, for example, may focus his attention on safety matters Record Observations Systematically. Mak ing notes and keeping records also leads to perception improvement There's a limit to what the mind can retain. When you ob one day; and the next day, concentrate on the elimination of scrap or some other form of cost reduction. Another day, quality of serve something that needs correction or action, jot it <>wn to refresh your mem ory for later action. Furthermore, it per product may be uppermost The important point in observing any of these accurately is to be selective. mits intelligent discussion when you have all the facts. ; Develop a Check List. For some types of Know What To Look For. Because ob observation, such as' a safety inspection, a servation required attention, and becaUst this plant start-up preparation is necessary. Too depends upon interest it is clear, that a frequently, an observer Will look for nothing good observer must be interested in what ih-^particular and, so doing, will observe the is significant The more we know about non-essentials. Enow what you are looking a particular subject the more we should for, and conscientiously look for it be able to observe. Remember, if you are ig norant of a situation, you cannot expect to observe it accurately. The control panels on a continuous chemical process will look much different to you than to chemical en gineers responsible for its operation. You must decide what observations best suit your needs in relation to your responsibilities. Practise Observing. The more we practice good observation, the better we'll become at it It's little different from music or golf.. You certainly don't expect to whack- that old golf ball'250 yards down the fairway, straight and true, if you play golf only once a year. Eight-Point Approach. Perceptive obser vation can be developed if you'll follow and practice this eight-step approach. It will* pay off, both from a personal and a busi ness standpoint Good observation plus im agination equals ideas, and ideas are the backbone of all types, whether it be in busi ness, in science, or in personal achievement An interesting case history is .that of Clarence Birdseye, whose name many of you will associate with frozen foods. He attained much of. his success thrpugh an observation made while'he was vacationing in Labrador; an observation of the quick- freezing methods used by Eskimos to pre Keep An Open Mind. Be aware of all serve their food. That simple observation, possibilities in a given situation. An-object combined with Birdseye's creative imagi can throw out signals which have two or nation launched a whole new business; more' meanings. It's natural to see only brought us fresh vegetables the year 'round, what one wants to see. and completely changed the complexion and Don't Be Satisfied With General Impres marketing practices of food stores. sions.^ Close examination of facts and de The'history pf American industry abounds tails is estentiaL So is thorough investiga with such success stories: ideas, derived. tion, if the essentials of a situation are to from observation and imagination, which 8 Glass & Ceramics Section have resulted in new and better products; improved services; better, more economical processes. In industry, as in science, the person who has trained himself to observe perceptively will find himself operating more effectively, more safely, and more comfortably than be fore Now that we have covered some of the reasons and conditions that effect' one's per ceptive observation and have suggested an organized method to follow when observing,let us briefly explain how this training can be applied constructively. A group is divided into three sections. One group is given instructions to observe in the field of safety. This group will con cern itself with safety .violations, unsafe -conditions, safety hazards, unsafe practices, and- poor housekeeping which might lead to safety hazards. . The second group will be assigned the category of quality. They will observe for items; that affect the quality of the prod uct bring produced, as well as the end user ' of the product They should look for any thing that could affect the quality hi'the eyes of the consumer. While this is. broad in scope, it means observing materials, equip ment and people, and how each may affect product quality. Group %pe is assigned to cost reduction. This means looking' for anything that could affect costs and result in savings. Here, the group should aim its sights on material sav ings, people, and equipment Each group must observe without judi cial thinking. Free wheeling of ideas is en couraged. Guard against habit and familiar ity, since they inhibit our creative and im aginative approach. The field trip is selected in advance and may be in a plant office, or laboratory where each trainee can practice observa tion. It is important to sdect enough area so that each member of the group can spend about ten minutes of concentrated observa tion. '. The groups do not observe as separate groups-. Each man observes individually, on his own. This will allow more and different observations without influence from any other member of the group. Upon completion of the field trip,' the group returns to the conference room where they work as groups, preparing thrir obser vations for discussion. Each group is. given an opportunity to discuss their observations and questions as to what, where, when, and who the observations apply and are either accepted as valid or rejected. The observations are summarized in a re port which is submitted later to the partici pants, the area visited, the safety depart ment, or individuals responsible for safety, industrial engineering or equivalent, and management The report serves as a docu ment that permits follow-up by all those responsible for corrective action. Many of the observations can be corrected immedi ately, while others require additional inves tigation and study, particularly observations suggesting cost reduction improvements. To attain the greatest effectiveness from such' a report, someone should be assigned the responsibility of following through on the valid observations, so the value of the train ing can be measured. While this particular program demon strates a technique based on proven princi ples, the real value comes from an organ ized effort in which observation teams are used continually to effect improvement The three categories chosen for demonstrating the organized approach to better observation --safety, quality, and cost reduction--while important, should not be a limiting factor. The technique and approach can be applied to almost any problem. There still is a long way to go to realize the full potentials of perceptive observation. A person trained in observation reacts with an tfutlook entirely different from that of the Wrained person/ He operates more dy, comfortably, rapidly,'and effectively. Today's stiffer competition and the "profit squeeze" exerted at every phase of our busi ness operation makes it imperative that we use every available device for improving our performance. Perceptive observation is a highly effective tool in achieving this goal. 9 1968 National Safety Congress MAKING THE PLANT ENVIRONMENT PAY By KENNETH KOBINSON Ventilation Engineer, Industrial Hygiene Department, General Motors Corp., ' Warren, Mich. *X Today, one-must consider and improve his that than we do about working comfort. industrial environment We hear a lot about Most of our standards have been based on it We read a lot about it We know that the the body at rest or what generates an in Federal governmental agencies wint it im tolerable condition. In between, we are deal- proved. The unions -want it improved. And, ing^with a no-man's land which is becoming in all honesty, management wants it im more and more involved. No. one knows in proved. If we are really serious in talking this no-mail's land at a given time how much about improvement of our environment, then of a man's reaction is a biological 'response . we are really going to' have to make some or how much of it is physiological of psy changes. We will have to change pur atti chological. Obviously,, if a man's wife found tude. For years, unfortunately, the design out he was running around and they had a people were solely interested in the buildings fight last night, he is a little more difficult in which we keep our machinery and our to live with today. Or, if he has a car pay people. And to be truthful about it, we don't ment due and he can't seem to meet it, really care about this structure of steel and things will be a little on the difficult side, glass and wire and brick. It is just some too. But, if he is looking forward to a week's thing to keep the birds and the rain out and vacation and going fishing soon, then he is a give us a place where we can work, where little easier to live with. There are many our people can produce. As one manager things involved -- things tK5t wc can't get put it, "Obviously, engineers are only in into here -- but let me assure you that'as terested in this plant at midnight after the time goes on, we are going to become more shift has gone home. They really have done interested in the psychological side of man nothing for the people." which has to do with colors, with lighting, If we are sincere and wish to improve the with housekeeping, and probably many more environment, obviously we must consider' things that we haven't even thought of yet. man and how he reacts to his environment An arbitrary index allows .us to compare The first^hing we must accept is that we different conditions. If wc have a 70F. dry never have a heating problem -- we have a bulb and a 70F. wet bulb, wc have a satu cooling problem the year around. We are. ration condition and a comfort sensation 98.6 animals, if you will, and we must lose which has become known as the 70 comfort .heat to survive. We must lose it at a con-' chart or effective comfort temperature. An trolled rate to be comfortable. 80 dry bulb and a 63 wet bulb will fall on You are probably saying, "Well, I paid a pretty big gas bill this winter." When you sat in your living room while it was' zero outside and the fire was burning almost con: stantly, providing you with a ,75 tempera ture, you, as a 98 individual, were not being the same line of the comfort chart and we should have the same sensation of comfort. We cantodw intermix wet and dry bulb con ditions and know where it falls and know whether a person should be too warm or too cold. warmed. Your surrounding atmosphere was Most people are comfortable at the 71 controlled so that you could lose heat at a dry bulb'and 68'wet bulb temperature line .controlled rate and .be comfortable. If you in winter. We may have to change this a acccept that,.it is odious.that we can de little bit because of the clothes we wear, or sign equipment that can be used twelve perhaps it" would be more appropriate to months out of the year to improve the en say because of the clothes we don't wear. vironment If you won't accept it, you are There are other changes, hut this is close not going to come up with, a satisfactory enough to be practical. environment It is as . simple as that Air velocity and moisture affect the rate How can we improve the environment? of cooling. In many hot industries, such as We knovr'more about living room comfort the Ford foundry, people have beeh allowed. 10 Glass & Ceramics Section to selqct air velocities. They have selected velocities between 3,000 and 4,00 feet per minute; more often above 3,500 feet per minute. This is in contrast to our text books and our code. With a 65 wet bulb and an 80 dry bulb we still have our 71J4 com fort temperature. At 50 feet per minute, it is about 70; At 100 feet per minute it is about 68, and at 700 feet per minute it is about 60, which is pretty cool. By increas ing the air flow velocity, we thus increase the rath of cooling. By doubling the velocity, we increase the rate of cooling about 50 per cent A 74 wet bulb and a 100 dry bulb is equivalent to an 80 effective temperature zone at about 300 feet per minute velocity. The man who was perhaps the outstanding physiologist of England did a great deal of work on this, and I had the opportunity of discussing this with him on' his last trip to this country before his death. He showrd rather conclusively that when people work at temperatures of 80, you can expect thr rate of work to decrease and the rate of accidents and illness to increase. We do not seem to have accepted that in this country as yet However, I have been" involved in several'cases which seem to prove the point. In one case, where people were working at 85 effective temperature, a change to 76-77" effective temperature brought the rate of work, up to where it lhad been in cold weather. The scrap rate went from 19 per cent to six per cent. I think you will agree with me that, if all of this is not conclusive, at least it points to a directidri*which wc might wish to go. I have said that for years our design people have been interested in the building. They have used types 'of equipment where they take the hottest place in the plant, in ject more heat in to it, project it out, and then with tongue in cheek say, "Yes, sir, you're going to have comfortable conditions down here" When we do not get comfort able conditions, and we are cold in spite of the beautiful catalog with the trained arrows, we wonder, "How do we get the air to follow the trained arrows?" I don't know. But when we complain, the salesman tells us* that his unit (I don't cave who manu factured it, but it's his unit) has a high velocity fan and adjustable louvers; if you would adjust those, you can blast the air on the , poor fellow down here. If the same fellow told us that a ping pong ball would stay in a tub of water because it was pushed by a high velocity of air, we would say that he is crazy. Yet, we will create much light air, much cold air, and create a low pressure area, and because the man says this, because he has arrows to show us, we have accepted that this' cold, dense air through some mira cle will float up and fill up.that low pressure area, and the warm air will settle down. During a cold spell, our warehouse.had a unit heater system. They had a lot of mate rial, and it was interesting that on the end of every piece of material was a shipping tag. These shipping tags were fluttering, and they were fluttering at the same angle. You could see that the warm air was being sent down and coming right straight up again. With die same type of unit, where we get the hoitrst Ait iii tlirj^lant, we add more heat to it at*! pt- I'-yv down. This man .wants it up. 4/sl o -i m * man wants it turned down. \S'lit , `.JEo picttv close to a fist fight W......... .Jti tests We've placed a ,nw. A. .18 feet off the flloor, .ait.) 'i ,xity about 10 per cent i,l ii-i i,, die floor. Fifteen feet ha, i. i, <!. .-/iitrr line, we could neither iv i jut ,,( the smoke, even though it *1,Ail Mils'luit in tt. When the bomb burdfd out. thr mutual smoke came back about to thr 10 (,ait Irvrl and recirculated. The stand ard proerdurr is to complain to the sales man, who tells you that he also has a unit .with adjustable blowers, and as you can see you ran adjust this to make many people uncomfortable with the same unit. However, on the unit we were testing, we had the electrician adjust the motor so that the motor was running the-opposite way. We knew that the fan wouldn't handle as much air, but it would handle some. Then we added more resistance, so we were handling even less .air than that We'then put the smoke bomb down in the low-pressure area where the smoke picked up with the cold air. We filled the entire area with smoke and; where before we couldn't get it up 15 feet, we now had it up 30 feet. So, with less fan capacity, we fill more than four times the volume with smoke. When the bomb burned out the smoke was still in this area .until it was gradually dissipated, but now the smoke went above the level of the heater. V* 11 1968 National Safety Congress Another trouble with these heaters is that said that since we don't have much zero they went off and on. It was proven years weather, we should put in the make-up air ago that when a person is in stratified air, this year and, "If you're right you put in with about P/20 differential-he would be un the boiler next year. If I'm rigm, you won't comfortable. However, if air is in motion ; need a boiler." They put in the. air-supply if you can run the fan all the time and-vary system. In order to put it in, they had to the heat input to it, keeping the air in motion, move some of the heaters down to the the same people will go up to 6Y20 differen shipping area, where they never -bad any tial before they will complain. heat ' Exhaust from the plant gives you from The next spring, I talked to the plant two to four changes per hour due to natural manager and engineer, and he said, "We infiltration before they put any equipment in. were heating more space than we ever heated Increasing the exhaust' will, -of course, in before. We installed the make-up air units crease the infiltration of windows, doors, and that you recommended. It went to --14 crevices. (If a door is ten feet high and ten last year, but our people were comfortable feet wide, air will enter at the rate of a thou and we had capadty left in our boilers." sand feet per minute while the door is open. Think of it; they used to take pains to fill This is a low velocity. But if these were the up every little crack, and now leave deliberate conditions on a zero day, it would require cracks Jo try to get the air out seven and a half million Btu's to heat -the air entering the building in that amount of time. Maybe seven and a half million Btu's definitely doesn't mean much to you or ' to the management But perhaps it would be easier to buy seven and a half million matches, because one match generates heat equal to one Btu.) But industry never lets well enough alone. They come along and put I was driving one night, and my daughter was in the back seat. She said, "Turn up the heater. I'm cold." I said, "Open the win2 dow." She said, "I'm already too cold." So, I pushed the electric button and opened the window about an inch or so. Inside of three miles she said, "Turn the heater down a little bit" in another exhaust system, which increases At a heat treat furnace, the men are too the infiltration: All of this business doesn't hot on one side and-cold on the other, so ' help the people working in the plant The they average out all right. I warn you about only thing you may be assured of is that you this averaging business. The statistician tells will, probably warm up this air by the time you that you can stand with one foot in a you throw it outside. The worst condition tub of cold water and the other foot in a tub that I have ever run" into was a plant so of hot water and be comfortable. Don't you badly out of balance that the women on.the believe him. In Washington they, are trying outer edge of the plant were wearing winter to keep it quiet that one of their best staffs: coats trying to keep warm, while manage- ticians drowned iff a stream 'that only aver- . ' ment kept putting in unit heaters until the aged 2yi feet .. center of the plant was some 90. This was In changing the standards we are also a typical plant: cold on the outside and warm changing other things. Our buildings used to on fire inside. Webster defines ventilation, as be narrow and high. Now, they have the "the simultaneous supplying and exhausting profile of a-phonograph record. Thefy are of aif from a space." He is a little smarts^ wide. They're low. They're flat What hap than the engineers; because he put the "sup pens along the outside wall doesn't do any plying" first thing to help the inside. We keep adding When the tabor Department of the State equipment so that today an engine plant of Michigan dosed a plant, we went,over uses machines that generate as much as 100 the scheme with'the Health Department with Btu's per square foot per hour. In one of a fine-tooth comb and reopened the plant our air conditioning facilities, 800 watts per We wanted to put in air-supply equipment square foot was used as a criteria for de as did the union, but the engineer said, "I signing refrigeration equipment The latest can't do it When it gets dowifto zero tem addition was 38J4 watts per square foot, or' perature now, we have to dose the plant We 130 Btu's per square foot per hour. So, re- 'do not have boiler capadty to maintain the member we have a cooling problem the year temperature to keep the people at work. I round. 12 Glass & Ceramics Section After you get effective fuel, smoke, and temperatures, you must put a curtain around it You can put all the exhausts you can pile on the roof, but you cannot control the hot gases and fumes that travel, around it if you do not or cannot put a curtain around it One plant had hot spots in places from 200 to 300 feet from such an area, and they were'not generating heat over there. We found out that they had about 20 foot gaps in their curtain* and a measurable airflow under the curtain was going in there, being heated, coming out of there, going up to the ceiling. Radiant energy must be controlled by re flective material, because you cannot control it by ventilation. Certain aluminum will re flect over 90 per cent of thy radiant energy and re-radiate less than 10-per cent Black iron,' and asbestos, and other similar materials will do just the opposite; they will re-radiate 90 per cent and reflect less than 10 per cent A high percentage of units manufactured will not deliver the rated volume of air. Some of the manufacturers have never bothered to test their own units. Be sure you get a unit that will deliver a rated volume. Watch your specifications. It wouldn't be a bad idea to send your specifications to the manufacturer's plant before it is shipped. It may save you a lot of money and a lot of headaches. You bring in the best air you can get, and deliver it down to the man as close as possi-. ble. This eliminates any entering of smoke or fumes back on the man. In the summertime, of course, the heater is off. You may or may not elect to alter the dry-bulb temperature. But, even if you do not, you bring in the best air that is available and put it on the man at a reasonable velocity. We can supply air.to the man on hot days within one degree of outside temperature A plant thirty-feet high can have five air changes per hour by blowing the air up higher. That same volume of air, can give twelve changes per hour in the lower ten feet of the plant We like to supply at least 10 per cent more air than we exhaust In the summertime, our minimum standards have been twelve changes of air in the lower ten feet of the plant We try, in some cases, to get a 20 rise. Sometimes, when the second shift comes into a warm plant they finish their shift in a cool plant We have done a great deal. There is more to be done. HEAT -- COLD FACTS ON HOW TO BEAT IT A DEMONSTRATION By W. G. HAZARD Director, Industrial Hygiene, Owens-Illinois, Inc., Toledo, Ohio A word about what we won't discuss. Not leating and ventilating or air conditioning h the usual seme; nothing about working h cold atmospheres like wintertime logging, Id storage, frozen food processing, eta We'll have a Tot to say about radiant heat, iut we won't touch on useful aspects of adiant heat: panel heating, gas or electric A&mt heaters, eta 5\Uut will' we talk about? The plant or tation 'that's too hot'for comfort--comort of the person working there. How do ou measure hot' conditions, how evaluate icse measurements in terms of discomfort, ow do you reduceExcessive heat? Whafa I ave to say is not new; it's all been pubshed. Consider man, "homo sapiens"--he's also a homotherm. His comfort and health depend on maintaining the same body temperature 'all the time. In fact; as we all know from childhood, a rise in body temperature (in normal surroundings) is a crucial sign he's sick. While so-called normal body tempera ture is 98.6F, for engineering purposes we take his surface temperature. as 95F in summer. Important implication: indoor com fort range is 70 to 7SF. Our bodies are 20 above tlus. In temperate indoor areas, task is to cool our 95. surface-temperature body, not heat it Accept this fact and you change the whole philosophy of industrialplant heating and ventilating. If you have inside-the-plant operations that generate and 13 1968 National Safety Congress release heat in addition to what occupants release, you have a problem. My- plea is, design the plant for the man; don't force the man. to fit file plant. How important is it if a workman is too hot? In extreme cases it means collapse, heat stroke. This seldom occurs in manufac turing plants.'But studies have shown that productivity in both physical and mental work diminishes in heat, and the likelihood of accidental injury goes up. -Injury to workers is the first consideration.. But in volvement in Hot conditions has no meaning except as it results in productive work. The aftermath of' discomfort is a return to normal. There is no lasting ill effect, for tunately. But remember, -discomfort is differ ent for different people. Is there such a thing as acclimatization, not only for athletes so they perform well in oxygen-deficient Mexico City,, but acclimatization for resisting un-normal heat? ^ There are great differences in the way in dividuals react to heat-susceptibility. But this is the established fact: no chronic dis ease follows even severe heat discomfort; unlike chronic exposure to noise (that leads to hearing impairment'), or chronic exposure to sand dust (that leads to silicosis). Factors What arc the factors that make a person comfortable or uncomfortable? Air tempera ture ; relative humidity; air motion (velocity of air or wind blowing on you); and the one least taken' into account -- heat radiated from surrounding surfaces to you. . Of these the most misunderstood _ is the last -- heat coming to you by radiation. Let's explore the physics of this. Radiant heat, radiated heat, infrared,- is electromagnetic energy, exactly the same as light, radio waves, X-rays, and gamma rays, except for its wavelength, which is longer than these others. Infrared passes through air doing no -heating.' When it hits a solid object the electromagnetic energy turns to heat -- un less that object can reflect it Fans are won derful for moving air, hot air; they"are incapable of moving radiant heat, just as a fan can't blow away light. With nearby sources of radiant heat -- furnace walls, ovens, red hot metal or glass, blazing sun shining through a window -- it's futile, non sensical to call for "another fan," which is the inevitable cry on the first hot day of summer. How are these factors measured? 1. Air thermometer -- dry bulb. 2. Wet bulb-dry bulb give relative humid ity. 3. Wind speed hitting you -- velometer or other air gage. 4. Globe thermometer gives combination of air temperature and heat radiated to you from surfaces surrounding you. ' How do you judge from these four meas ured factors' iLa-person is comfortable or under heat stress? 1. Effective temperature, chart. 2. Corrected effective temp, using tt in stead of U- 3. Wet-bulb globe thermometer index (WBGT) 4. Discomfort'index (DI) -- by weather bureau. (No good for hot industries). Man is a homotherm. Heat gained by the person must equal heat lost or else our homotherm is in trouble. MCR -- E = S = 0 If air and surroundings are above 95F, the only cooling mechanism is from evapora tive cooling due to drying of sweat But there's a top sweating rate above which a body can't go -- one liter/hr (for several hours). When one liter of water is dried, 2,400 Btu are released. A heat strqss index was developed by Haines and Hatch, modi fied by Belding and more recently by Mc' Kams and Brief. The required loss of Btu to maintain normal body temperature divided by 2,400 Btu/hr (maximum available) -- HSI in per cent How do you control heat in an industrial plant? If discomfort is due to hot air, bring in outdoor air - and release it in the work space, where people get direct cooling effect Blow room air directly on people-so their rate of. sweat drying is increased. Exhaust hot air through the roof, but beware of two misconceptions: (1) a roof exhaust fan has no magic, power .to reach down and "suck" from any distance; (2) for every cubic foot of air you take' 14 1968 National Safety Congress Probability Curves for a Free Falling Projectile Striking a Grommet PROJECTILE SIZE 11/4" x 1/4" x VARYING LENGTHS LENGTH OF PROJECTILE (Inches.) , Figure 4 At this stage, we departed somewhat from the plan. It was apparent that sleeve fabrics could not protect against the force used in our experiments when it was concentrated in a small, penetrating wedge during point-first impacts. Therefore, we undertook another . series of experiments to determine the high. est point-first force the fabrics could with stand. In our first series,- the lowest force used was about nine foot-pounds, which is the product of the weight of the projectile tunes the distance it fell. It represents, for example, the force of a nine-pound object falling one foot, or aK-pound object fall ing nine feet ^ For the second experiment series, we made up a special set of targets designed to ensure a point-first hit roost of the time. Rather than 22 Glass & Ceramics Section out, you must let in a cubic foot of References makeup air. No matter if discomfort is due to hot air or radiant heat, blowing air on the pearspn -- National Safety Council Data Sheet #D-381: Radiant Seat Control (1356). U. S. Public Health Service, HEW, Public Health Monograph #72 (1964). "mancooling air" -- helps dry sweat faster "Industrial Heat Exposure and Control.'' and so promotes evaporative cooling. Michigan's Occupational Health, -5, I960. Another misconception: blowing high-ve IJnd, A. R.; "The Effect of Heat on the In dustrial Worker." Occupational Health Re locity air on a man b uncomfortable, if not view, IS, # 2,1961 actually. harmful. Those in the glass and ceramic industries know thb b false, for. there velocities of 2,000 to 4,000 ft/min are common and sought after by the men. But Henschel, A., Duke-Dobos, F., Humphreys, C. M., Carlson. W.. and Lees, D. H. K.; "As sessment of Industrial Heat Stress," Amer ican Industrial. Hygiene Association Jour., 27, 13-16 (Jan.-Fefr) rg6^---7 if the air you blow at him b above skin temperature (95) -- as it often b at some summertime hot operations -- you're in Brouha, Lucien. Smith, Paul Efl Jr.; and Maxfield, Mary E/; "Heat Strewkand the In dustrial Worker." AmerfcairSoc. of Mechan ical Engineers paper #59(A-213, I960. creasing his heat load. Fuller, Frank A.,' and Brouha, L.; "New En- Cooling through mechanical air-condition- ' rineerlng^Methods for Evaluating the Job Environment," ASHRAE Jour., 39-52, Feb ing b impossible in a furnace area. But an ruary 1966. evaporative cooling in a mancooling system is completely justified, though infrequently used. If discomfort is due to radiant heat, the solution is totally different Lower surface temperature of the hot object (say, an oven wall) either by less heat, input (unlikely), or by thermal' insulation. More fans to blow air do no good. You can't blow electromag netic energy away. Set up an infrared Belding. Harwood S.; "Research on Problems of Work In Heat -- 15 years' Activity In the Department of Occupational Health, University of Pittsburgh.' (Theodore F. Hatch Symposium). Arch. Environmental Health, IS, 660-669, 1967. Industrial Ventilation -- A Mahual of Recom mended Practice, Committee on Industrial Ventilation, Lansing, Michigan (10th ed.) 1968. ' Engineering Manual, ch. 2 & 3, American Industrial Hygiene Association, Detroit, Michigan (to be published 1969). shadow. But be sure the shield itself won't absorb heat and reradiate it to the man. Aluminum b the only commercially practi cal material for heat shields -- reflecting 90 per cent, reradiating 90 per cent . McKaras, J. S., and Brief, R. S.; "Nomo graphs Give Refined Estimate of Heat Stress Index." Heating, Piping and Air Condition ing, 38, 113-116. 1966. See also comments on above by H. S. Belding, et al. In "Open for Discussion." Heating, Piping and Air Conditioning, 38, 77, 1966. 15 1968 National Safety Congress THE WAY THE CHIPS FALL -- A SCIENTIFIC APPROACH TO GLASS HANDLERS1 PROTECTION By JAMES. T. DESTEFANO Engineering Associate, Safety & Industrial Hygiene, PPG Industries, Inc., ft Pittsburgh, Pa. In the Glass Division of PPG Industries, old designs; these tests involved actual glass 18 domestic production plants employ thou dropping, with high-speed photography used sands of people working with and handling to record results. Finally, Step S was to glass. Since it is a major item of safety evaluate other materials of construction and apparel for these glass handlers, the pro carry them through Steps 2 and 4. tective sleeve received much attentioji-Jrpm For assistance in the first step of the management and safety personnel Conse project, evaluation of the fabrics, we turned quently, protective sleeves of 21 different to a group of Glass Research people work designs were in use throughout the 18 plants. ing on a "safer windshield" project This To the Safety and Industrial Hygiene De group, under the direction of Dr. Raymond partment of PPG, Glass Research Labora G. Rieser, had done extensive work on tories, it was apparent that these different measuring the forces necessary to cut human designs could not all be equally effective in tissue. Their approach involved use of an protecting a worker. Further, for reasons Instron Universal Testing Machine, with a- of inventory control and cost cutting, it maximum rating of 15,000 pounds. This ma 'would be highly desirable to adopt a stand chine will maintain .a predetermined speed, ard sleeve. Therefore, a project was started no matter what force, up to its maximum, with the object of determining an optimum is placed in the path of its travel. It records, sleeve design for standardization throughout therefore, the amount of force necessary to the company. . overcome an obstacle in its path while main-. Of the protective sleeves in use, one was taining the preset speed. a three-ply, vat-dyed, herringbone twill cot In order to use the Instron for cutting ton fabric with a sparse distribution of human tissues, Dr. Rieser devised a .jig, one grommets. Others had only one or two lay part of which held the -skin of cadavers ers of cotton twill ` Some of thesi were from local medical schools in a vertical posi vat-dyed, some blotched. Some had a dense tion, while another part, which' traveled oiy--- grommet pattern; others, a sparse pattern. a track; bdd three surgical steel blades. One experimental model induded not only This jig was so mounted that when the the sleeves but part^of a jacket as well crosshead of the Instron started to move Of the steps outlined in the proposal for" testing these sleeves, the first step was to evaluate the present fabrics. We needed an swers for such questions as, "Are three plys. of a given fabric three times as strong as one ply, or does resistance increase in a non-linear fashion? Is there a difference between vat-dyed and bleached fabrics?" it brought the surgical steel blades in contact with the skin in such a manner that the forces measured on the machine were the actual resistance forces of human skin to a cutting action. Admittedly, three surgical steel blades arc a long way from actual pieces of glass cut ting a person in a factory situation, but it is * Step 2 was to determine the optimum spac ing of the grommets. Should theredbe a dense grommet pattern or a sparse ^grommet pattern? Should the pattern be uniform over the entire sleeve or vary for different parts of the sleeve? Step 3 involved evaluation of not possible.to obtain glass with the same edge uniformity to conduct a series of com parative tests. The surgical steel blades, therefore, constituted a reproducible edge for cutting into various fabrics to determine their relative performance. the 'data from the first two steps to develop Figure 1 gives the results of our experi . the optimum design and fabricate prototype ments with the Instron, showing the range sleeves.. Step 4 was to conduct practical of force needed to cut a number of the tests on sleeves of both the new and the fabrics used in protective sleeves.- For each 16. Range of Force Necessary to Cut Various Materials POUNDS Figure Glass & Ceramics Section 17 1968 National Safety Congress of the samples, the black bar represents a range of force, since these materials did not in a very uniform or neat method. As the knife blades went through, they were hung up on the different fibers in the fabric, causing a somewhat erratic motion in the highly sensitive Instron machine. There is practically .no difference between bleached twill and dyed twill; for only one ply of each, the .forces are exactly the same. For two and three plies, there is a small differ ence, but the midpoints of each bar are practically the same. Three plies are three times as resistant as one ply, and two plies are twice as resistant as one ply. One surprising result from this experi ment is that chrome leather, used in arm and apron weights, is not much more re sistant to cutting forces than twill. Further, the Sherman 12-ounce duck and the enamel ing duck, which are almost twice the weight of the twills, are not much more resistant to cutting than the single ply of twill. From this data, we concluded that, of fabrics currently in use for this type of protective garment, three plies of twill afford the best protection. The next step then, was to investigate some synthetic materials on the. market to day and compare them with the twill and natural fibers used at present Figure 2 shows results for some of the synthetics tested on the Instron by the same procedure described previously; they are identified by the catalog style numbers of a particular weaving company. Included for comparison are the results for the bleached twill and the dyed twilL One notable feature of this chart is the narrowness of the force ranges for cutting the synthetics. By comparison, the ranges shown in Figure 1 for present materials were fairly wide, covering as much as 10 pounds of force. Besides being much narrower, the synthetic ranges are much lower. Figure 2 also shows that the dacrons were not nearly as good as the nylons; but one nylon, the M-34 mono-fila ment, appears _ to be much better than any of the rest Still, the synthetics do not show marked superiority over the natural fibers. Several other factors were considered: "price (cents per square yard), fabric weight (ounces per square yard; the twills that we have been rising are 8-ounce fabrics), and cutting resistance per ounce of .fabric weight The material giving by far the best resist ance per ounce, 1.12 pounds, is the M-34 mono-filament nylon. By comparison, the twills had a resistance per ounce of 0.37 pounds; ballistic nylon, 0.33 pounds; and the ducks, which are heavy fabrics, 0.33 pounds for.the Sherman and 0.53 pounds for the enameling. Further, the dacrons were not nearly as good as the nylons or the twills; and the chrome leathers, despite their con siderable weights of 36 and 40 ounces per yard, were as low as some dacrons. There fore, if we think we are getting much better protection from leather, the data does not substantiate such belief. . Considering price, the twills are less ex pensive than any other fabric except the ducks, which did not have much better cutting resistance. Further, the bleached twill costs six cents per yard less than the dyed twill. From this data, then, we derived the fol lowing conclusions: (1) there is no differ ence in strength between bleached and dyed twill; (2) three-ply twill is roughly three times stronger than one-ply; and (3) the chrome leathers and most of the synthetics do not appear to be much more advantageous than the- cotton twill currently in use. We further concluded, therefore, that the opti mum sleeve fabric is three-ply bleached twill. We chose bleached over dyed because the bleached twill has heat reflecting properties and is less expensive. ' Having established the optimum fabric, our next step in the program'was to determine the optimum spacing of the grommets. The grommets in protective sleeves have an inside diameter of 56-inch and an outside diameter of 56-inch, meaning that the grommet itself consists of a 56-inch ring. The test procedure involved holding a projectile a specified distance above a target, then dropping the projectile and evaluating the point at which it hit the target A simple damp was used to. hold the projectile 12 inches above the target The projectiles consisted of wooden blocks of 8-inch length with square cross sections,- having 56-inch sides, 3/16-inch, 56inch, and 56rinch. The projectile of 56-inch square cross section was to simulate 56-inch glass landing on edge, and the same was true of the other cross sections. Each target consisted of a pattern of drdes layed out at various distances on center. Before testing could begin, we had to 18 Glass & Ceramics Section in Range of Force Necessary to Cut Various Materials POUNDS ' Figure 2 o in n jmlLro. 0 n jo t "O' o 'z _oI >- _J . z _1 1-- is. z _ UJ U M-Jl ZoZqZqoZo2ZqS< _J --l --l -J -J --3 _i >* >** >- jT~ o %2ZZZ2'Zi <Q UJUJv t--o c--o woo oro^cm.ooo.S2 --1 >cd a 000000.2 lO IX) lO to If) lO ^ Z2ZZZ o o o OO cctr cc a: ce ooaoo< QQOQO to o N<r ro O CM o -- Is*to --to to tD to z L_UI >- CL o CC . CL H -JZ o>* 0.0 si* -- CM CM fO 00 -- ro 19 Glass' & Ceramics Section Probability Curves for e Free Failing Projectile Striking a Grommet SIZE OF PROJECTILE 0 = 1/4" x 1/4" x 8" = 1/8" x 1/4" x 8" PROBABILITY grommet spacing, Triangular pattern (Inches On Cenfer) Figure 3 * 21 Glass & Ceramics Section Probability Curves for a Free Falling Projectile Striking a Grommet SIZE OF PROJECTILE 0 = 1/4" x 1/4" x 8" = 1/8" x 1/4" x 8" PROBABILITY grommet spacing5, Triangular patter^ (Inches On Cenfer) Figure 3 * ZL Glass & Ceramics Section an arm, each target was a flat 12 x 12-inch tective sleeves 100 per cent fool-proof. In plate coated with the artificial skin. With our three plies of herringbone twill, we have the projectiles aimed each time to fall point- a pretty good sleeve that has protected the first, we made 58 drops on flat targets pro arm from forces as high as, 18 foot-pounds tected by various fabrics. Despite being, when the projectile landed either flat or on aimed point down directly for the center of edge. Unfortunately,. the desired protection the target, however, 12 of the projectiles hit from point-first hits has eluded us thus far; either on edge or in some other way con but we have demonstrated that the probabil sidered a bad hit Of the S8 runs, 28 were ity of a point-first hit is remote. Out of the on fabrics of more than one-ply, with 19 of first 18 experimental runs, less than one-half these valid point-first hits. were point-first hits, despite aiming all pro None of the fabrics, for either one or more plies, protected the arms at one foot pound or above. What is one foot-pound of force? Not very much. A piece of J^-inch glass measuring 5 x 9-inch weighs about one pound. If you drop this one foot and it lands on the point, it will penetrate practically any of the fabrics available today. jectiles to hit point-first In the second series of runs, designed specifically to ensure a high number of point-first hits, about 25 per cent of the projectiles failed to land on their points. Furthermore, we have shown in our work on probability that even if a falling projectile does come down point-first 'there is about 30-40 per cent chance that it will hit one of the grommets on the sleeve, which In summary, the main purpose of this will prevent injury to the arm. All in all, report has been to demonstrate the extensive the new protective sleeve has survived some research we have undertaken to make pro pretty rigorous testing. DOES MANAGEMENT HAVE TO WORRY ABOUT SAFETY? f By JACK E. SPENGLER Mgr., Industrial Relations, Tableware Div., Anchor Hocking GlassP Corp., tLancasterr, Ohio Suppose- an airliner were coming over the Atlantic for attending in New York. The time is 2 a.h., visibility is aero and lightning is flashing all about The craft has been rocking and dipping badly for an hour; suddenly the captaun addresses the passen gers: "Ladies and gentlemen, we are coming in for a landing at J.F.K. Please fasten your seat belts, do not smoke, inflate your life preservers, and brace yourselves. As part of our passenger service, we would also like to invite anyone into the cabin to help us maneuver the plane through the fog, across the harbor, between the tall buildings, and onto the runway. We want oar guests to feel a part of ABC Airways, the total service airline." Of course, no' one would make such a foolish attempt I'm sure they would all fol low instructions io the letter, not only be cause they Were frightened, but became they were safety conscious. Why is it so easy to get airline passengers to conform to safety rules and so difficult to get employees to wear eye protection, buckle seat belts, wipe up grease spots, keep work areas straightened, and be careful homeowners? I believe that communications -- or the lack of it -- is largely the answer. In fact, I believe that safety is basically a communications problem. The challenge is one of trying to arouse a consciousness among supervision and the workers. Those people in the airplane didn't have to be moti vated. They were already safety conscious. They already had the right attitude. A mes sage that it is dangerous to try to land in a fog- with an amateur at the controls had already been communicated to them, be it ever so subconsciously. Unfortunately, no such subconscious reaction comes into play automatically when, home and plant safety are concerned. To help make that reaction automatic, we have sold and will continue to 23 1968 National Safety Congress sell safety through every medium available Another medium is the Tdecontrol public to us, and to sell it as often as possible. address system. Our general manager peri Three of four plants in the Tableware odically tapes a two or three minute safety Division won awards from the National message, which is then played over the public Safety Council last year. Our largest plant address system during each shift with 2,600 employees, recorded just six lost- The Lancaster newspaper and radio station time injuries. It recorded 51 in 1947 when are fed Anchor Hocking safety stories of the prevailing philosophy was to say little or community-wide interest when devdopments nothing. We cannot claim that the saturation warrant We fed that employee pride in his communications technique is solely respon plant's safety record can be greatly buoyed sible for these figures, but we can claim when he enjoys the prestige of seeing his that our employees have, never been so re .plant publicized by the local media. Recent peatedly exposed to the virtues, values, and research at Ohio State University suggests methods of being safe. that the highest praise the public can pay The company newspaper, Anchorscope, is to management is to say that a company "is an eight-page bi-monthly publication which deeply concerned about the safety of its we hope will soon be monthly. In each issue people." we try to stress one safety point in a story. In connection with publicizing safety, we A recent story, for example, explained how hdd a banquet this past summer to honor the combined careless acts of two or more our employees for their 1967 safety record. persons could cause a fire. We feel that the The 100 or so who attended the function, rifle shot approach -- hitting home at one both supervision and union officials, were point -- is more effective than the shotgun given specially decorated tumblers as me method of spreading a message too thinly. mentos. The following day, our general We are currently sending out monthly manager taped a short message of apprecia letters over the general manager's signature tion to all plant employees. As a token, he on employee benefits, community campaigns, invited each to the cafeteria for a free cup and safety. The letters are addressed, to the of coffee. Twenty-three hundred coffees were entire family. Those going out before Christ consumed. mas and July 4th stress off the job safety. This one-way communication, however, is We plan this year to give a small, useful, not enough. We are now in the beginning gift to each employee the day before he stages of fuller employee participation. Some leaves for vacation. This gift will carry the of our present and future programs are message that the employee, is important to going to be: us, along with the warning to be careful and 1. Family safety quizzes in the Anchor- to enjoy a safe vacation. These gifts will be distributed by the employee's immediate scope. No prizes will be awarded, but it should prove to be a popular feature. supervisor. We also use bulletin and sign boards as often as possible Safety posters, often obtained from public service groups, are placed on departmental and company-wide boards so that no matter where the employee goes he is bound to be reminded of safety. Showcases offer another slant A recent display near the dock alley centered around the plant manager's simple thank-you letter for employees' safety efforts in. 1967. Ar , 2. Posters drawn by employees' children. We hope to take full advantage of this avenue at the dedication of a large distribu tion center we are building in Lancaster. Tentative plans call for having children draw and paint their conception of various safety .aspects. Every child will get a prize for his efforts. We fed that bulletin board displays of such posters will give a good deal of fresh air to. any safety program. rayed about the letter were the National 3. Safety slogan contests. Employees each Safety Council plaques which the plant has month are encouraged to submit slogans, and won in recent years. An upcoming display . the winners are displayed on ' signboards will feature a scattering of burned safety around the plant. Successful employees are gloves, dented helmets,' cut safety shoes, and awarded National Safety Council' prizes. cracked goggles. We will indude a short 4. Safety ideas also come to us through description of how the equipment prevented our suggestion system. Under this plan, em injury. ployees will be presented with a specific 24 Glass & Ceramics Section safety problem and then suhnnr suggestions for its solution Most of what I have iaid ippi<*i n<t>r appropriately to hourly employees Perhaps equally or more important, as you know, are the front-line supervisors -- the foremen. The communications problem with this group of men centers around ah orientation of job responsibility. Foremen must be informed through such -an orientatipn that they are safety leaders as well as production chiefs. Hopefully, safety then becomes a factor in their performance appraisal. To sell, safety to foremen, we utilize regular monthly safety meetings of department heads and shift fore men during which motivation, safety hazards, and serious injury indexes are discussed. We also issue a weekly management memo, called "Update," in which safety is often a featured topic. We often tell, foremen that they.- are the important link in our safety program, but telling them is not enough. To show them, w6 rejknize the department head or shift foremar whose groups have continuously worked die safest over a period of time. The recognition consists simply in posting on a special bulletin board the pictures and names of foremen whose groups have worked with out a lost-time accident for a certain number of hundreds or thousands of man hours. We hope to expand this program by issuing "thousand day" or "five thousand day" lapel pins to all employees in a group which reaches such a level. Recognition, then, es pecially of the-foremen, is highly important. Finally, and certainly leavt important. ** must yell safety to top management K .rornately, we have a general manager who h, by nature, safety conscious. He has often ut.1 that an unsafe plant cannot be a pro ductive plant; and, our performance' has supported this philosophy., Others of our management group are also genuine human ists, and show great concern about avoiding needless suffering by the employee and his family. For others who may be more dollars' and cents oriented, it is an easy matter to demonstrate how much the company can save by having, six lost-time accidents, as in 1967, instead of SI, as in 1947. These, then, are some of the areas in which we at Anchor Hocking are working to fight accidents. Good communications, we feei, is literally- the twin of a good safety program. These commudications_ must origi nate either from the. top (letters, showcases, public address, etc;) or`from the grass*roots (suggestions, slogans, poster contests). I suppose it is a universal human char acteristic to ask' of any program, safety or otherwise, "How does this affect me?" Our only answer to that is that it is also a uni versal human characteristic to want the right of both eyes, to have ten fingers and ten toes, and to be able to lead a normal, healthy life. Such is the aim of our entire communications safety effort: to avoid a lifetime of misery and suffering. We have a long way to go. But we won't be satisfied until all 6f our employees are as safety conscious, both in the plant and at home, as the passengers in an airliner with a novice at the controls -- and that'? pretty safety conscious. EMERGENCY BRIGADE -- PLANNING Maunterunc* By KICHAKD D. KCB&RT Bali Brothers Co., Inc., Mundelein, HL A few years ago a ikw iui u*Utu te nuities plant was totally destroyed by.hre Losses fan into hundreds of tbouwndt of dollars. Even though the plant had two shifts in it at the time of the holocaust, there was do loss of lives, and only a few minor injuries, and this was only because management had the foresight to plan an emergency evacua tion procedure. If they had an emergency fire brigade, I am sure their iqjM^rould have been considerably less. This one incident poRts up the need for proper training of people today in emergency plant procedures. --. A well-trained group of people is by far the cheapest insurance a company can pro vide. The plan by which our plant brigade is 25 1968 National Safety Congress set up, is one of the best for our needs. Each plant, of course, would have to change it to meet their own needs. The following is no more than a guide. /--Purpose: The in-plant emergency bri gade is an orgahized approach to 'utilize adequately trained, responsible personnel to cope with an emergency efficiently, before professionally trained fire, police and medi cal services are available. Such groups can be expected to prevent or greatly minimize the extent of loss to employees, buildings and equipment usually expected as a result of an emergency as defined hereinafter.' The purpose of organizing a brigade is to train a group of physically able employees, on each shift, to the extent that manage ment will know that this group can be re lied upon to handle emergency situations that could come up during their shift Their training is to be extended in scope to cover accident emergencies, severe storms, power failure, as well as to extinguish small fires, and keep major fires under control until the local fire department arrives on the scene. II--Organisation: A well organized bri gade should have a chief officer who will be responsible for all functions of the emer gency brigade and report directly to the plant manager as to their functions, which would include the selection of brigade per sonnel, equipment training, etc. Shift teams should be established along the following lines: 1. Emergency brigade captain -- highest level line supervisor on each shift Each captain is directly responsible for emergency brigade functions on his shift and reports to the designated chief officer. 2. Emergency brigade lieutenants--line su pervisors on each shift who will direct the functions of the various teams on the shift and report directly to the shift brigade cap tain. 3. Emergency brigade messengers--eat for each officer to carry out communications as deqtned necessary in the emergency situa tion. 4. Shift teams--made up of two or more employees per team which will function, de pending on the emergency, with spcdfic. in structions in the following categories: a. Fire extinguishers. . b. Fire hose and pumps (where we have? this equipment). c Sprinkler systems. d. First aid. e. Evacuation and shutdown. . Salvage. All employees participating as team mem bers should be under the supervision of the above officers according to function. All other employees remain under the supervi sion of their regular foreman or his desig nate. Ill--Training: Those employees participat ing in the emergency brigade and all supervision should be required to receive complete training in aU categories of emer gency brigade functions This complete train ing of all brigade members-and supervision will permit reassignment of any member to meet the specific needs of any emergency. The training of brigades shall consist of (1) lecture sessions, (2) actual practice, (3) scheduled follow-up on new training methods and emergency equipment, and (4) periodic drills and review of training. The outline of brigade training shall cover the following categories: , L Fire Fighting Emergency A Communications 1. Fire Alarm. a. Where each is located. b. How to send in alarm. c. Messenger instructions. d. Use of PA. System or brigade alarm. . e. Use of signs and lights for direction. . B. Hand Extinguishers Teams 1. Select at least two men working to gether asa team. 2. Number of two-man teams needed will depend on the plant size, plant layout, ma terials used, and number of shifts working. 3. Special training for these teams, shall be: a. Complete review of different classes of fires. (A-B-C-D) . b. Location of all extinguishers in. the plant .c. Different types of extinguishers. (L When to use each type as to classifi cation of fire. e. How to operate each type of ex tinguisher. 26 Glass & Ceramics Section f. Where to -direct the flow of dis charge in relation to fire. C- Sprinkler Systems Teams 1. Select two-man teams for each shift with special training on: a. Location of each system and the area each covers. b. Where each system control valve and drain valves are located. c. Where division valves are located. d. How to shut down and drain a sys tem. 2. In the event of a damaged sprinkler system, the total area of coverage must be thoroughly checked to be sure there is no fire before shutting down system. 3. In the event of a fire, a system shall not be shut off until fire is under control, and then ordered to do so by brigade fire officer or local fire department officer on the scene. '4. To keep water damage down to a mini mum, use sprinkler head wedge on all-dam aged heads. II. First Aid A. Red Cross Basic Training or-Equivalent 1. All plant supervisory personnel should liavc this training. * 2. Have at least three well-trained em ployees on each shift. 3. Facilities where we have Industrial Nurse on duty, should have two trained em ployees per shift. 4. First aid supplies on hand as recom mended for facilities with a nurse on duty or without a nurse. III. Emergency Planning A. Auxiliary Emergency Lighting in Event of Power Failure . 1. Each facility should have a sufficient number of units to: a. light aisleways to all exit doors. b. Emergency equipment, including first aid supply, should be lighted. c. Light boilers and compressor area. B. Orderly Shut Down Procedures 1. Instruct all employees on their indi vidual machine shut down. 2. Train a sufficient number of employees on the location of, and hcrw to: a. Shut off main electric power. b. Closing natural gas supply valves. c Closing of supply valves for oil, pro pane, gasoline, or any other liquified gas. d. Check boilers and compressor con trols. C. Evacuation Procedures 1. Select at least three guides per shift trained to carry out the evacuation plans approved by the committee and management 2. Draw up plans for orderly evacuation of all employees such as: * a.' DiJle employees into groups or agn each group or area to use designated exit c. This assignment will have to be flex ible, depending on the nature of the emergency and the plant area. d. Instruct all employees as to the evac uation plans. e. After all plans are complrte and em ployees have been fully instructed, arrange for a mock drilL f;. This mock drill should be repeated as often as necessary to carry out all evacuation plans in orderly manner. D. Shelter Areas 1. Make plant survey as to a possible area that could be used for shelter in event of a severe storm warning. 2. If such area is available, instruct all employees as to where this area is located and th^plans for using. IV. Public Relations A. Plant manager or his designate shall have the responsibility of immediate com munications with the corporate offices: 1. Division vice president 2. Director public relations. 3. Director accident prevention services. 4. Manager insurance and pensions. B. Notify families of employees on duty. C. Notify those employees that are sched uled to come on duty. D. Meet the press or news media giving them information pertaining .to the situation as directed by our Corporate Public Rela tions Director. .27 RUBBERISICTION SAFETY IN THE SMALL PLASTICS PLANT By R. D. DOMBACH Assistant Plant Manager, Lancaster Closure, Armstrong Cork Co., Lancaster, Pa. A really effective production team, knows the value of organization. No objective can be obtained, .whether it be for, production, training, selling, or accident prevention with out good management organization. I am convinced that an organized effort must be maintained for the prevention of industrial injuries. And, beyond our primary objective of safety for our personnel, accident preven tion is sound economics. Lost man hours, compensation for injured employees, replace ment of skilled help, and higher insurance rates mean dollars. By comparison, the cost of equipping ma chinery with suitable safety devices, educat ing personnel to follow common sense safety habits, and instituting strict regulations for good housekeeping is sound business. Our facilities are located in an old plant Some of the buildings are 100 years old. They are laid cut in such a way that they do not lend themselves to straight line production operations, as would be the case with new plant construction today. Some of the build ings date back to 1865, with most of them having'been built in the early 1900's when Armstrong's major product was cork stoppers. In our plant, we have an organized effort for the prevention of industrial injuries. Safety , of hourly employees is the responsi bility of line or production supervisors. Each foreman is liable for safety in his own department We rely on our foremen to continually police their areas and to search out any hazards that, might develop as a result of the many changes taking place in their operation. Another important element in this program is our safety administrator. Almost any time of day at the Closure Plant you might see him cruising the factory area, poking into corners, giving suspicious-looking cans what he calls the "sniff test'' to determine if they contain flammable fluids. Any hazard encountered on this patrol is pursued until corrected. This surveillance work is carried forward at night by supervisors and others who have become highly safety-consdous through the years. . As a part of our safety program, regularly scheduled meetings are conducted each week with small groups of production people: The safety administrator plans the content of these meetings and sees to it that they come off smoothly. Always on hand for these weekly gatherings are either our plant man ager or me. Here we tell our employees, face to face, that we are concerned for their safety, that management does everything in its power to provide safe working conditions, and that they are to notify us personally if they detect any risky conditions. We point out that safety is a two-way street It is also part of their job to work safely. They were hired by the company- with the understanding that they would work safely, and they should want to for their own sake. The plant manager tells them that the most important thing about thdr job is to keep their mind on it Before the meeting breaks up, a safety film is shown on an appropriate subject The safety administrator will then ask. the employees*to be frank about any comments, .suggestions, or com plaints they have about working conditions. Our next job is to follow up on any tips with an on site inspection and to talk to the supervisor of any employee who has made, a comment or suggestion, to assure that the supervisor is aware of the hazard'oufccondition' in his area. If the employee h&^escribcd the- situation accurately, results are forthcoming immediately without exten sive delays. Should any injury occur ff^pite of these precautions, the employee is in structed to report it immediately. First aid is available at the plant dispensary from a registered nurse, ami a doctor is in attend ance each day. As you might suspect from our product line, we are a job shop. We are continually making setup changes which require the movement of heavy injection frames, com pression tools, or container molds to and jfroni the molding machine area. In addition, roost of onr molding equipment is mecha nized, so we most move considerable raw material to the molding machines, and nearly the same weight away from the molding machines, as finished goods. With this high level of material handling activity in the production areas, housekeeping is of major importance. Good housekeeping logically accomplishes three important ends--high morale and in creased productivity, with an improved safety record. The tooljng-for any one of our product lines is very heavy and bulky. So as not to congest the production area with this heavy equipment, we have provided tool room stor age areas remote from the production area. Racks are provided to facilitate orderly stor age, and provision- is made in the same area to accomplish tool maintenance. Many hoists and Efts are provided in production areas and in the tool maintenance' and storage areas. Our employees use them to minimize back injuries. We have a considerable capital investment in our tooling, so by providing a storage area remote-from the production operation, we can more easily protect this valuable, tooling equipment from accidental - damagS. Moving the raw material topthe molding machine presents many safety hazards. Most of the plastic raw materials are shipped in SO pound paper hags, stacked on a wood pallet These bags are subject to damage from the time they are placed in the ware house until they are finally fed into the hoppers. When a bag is tom, we can have a stream of plastic pellets leading from the point of damage to the final destination. Any plastic pellet on the floor is a serious hazard; they behave like small ball bearings. A par tial answer to this problem is the use of corrugated containers for 1,000 pound lots of material. But here again, should this con tainer he damaged in storage by a fork lift truck, a Stream of plastic pellets can become a tripping or falling trap. Bags stacked on pallets are still in use in the plastic container and compression molding departiqpnts and for certain low-volume items in injection. We have installed a bulk handling system which conveys the plastic material from the rail car to the production area in our injee* Rubber & Plastics Section tit tion molding operation. This has proven very successful and has improved our housekeep ing tremendously. Not only does the bulk handling system remove the potential hazard of loose plastic pellets on the floor, but the system makes it no longer necessary for our employees to physically lift the 50 pound bag from near .the floor and place the lagged material overhead into the machine hopper. Lastly, we are realizing a substantial cost saving in wasted raw material. To date, we have not been able to utilize a bulk handling system in our compression molding opera tion. However, we do have two very- active engineering projects being studied in this area, and we are confident'that in the next 12 to 24 months we will see a break-through. Moving the finished product away from the production equipment as soon as possible is also very important to good housekeeping. In the Plastic Bottle Department, we convey the finished containers to a remote area for packing. In Injection Molding, we have in stalled a floor conveyor to carry the finished product in cartons to a weigh count station and then on to goods in process storage for subsequent operations. All of these items materially aid our housekeeping. Machinery manufacturers have available, as standard equipment, certain fail-safe fea tures and injury prevention devices. Although we may request, when ordering this equip ment, that a given safety feature be modified to satisfy our particular needs, we always insist the safety device be included by the 'original equipment manufacturer. Our ex perience dictates thatftuilt-in features on any machine or equipment usually provide greater protection than safety devices which are added after the installation and use of the machine Optional equipment is usually ordered with plastic processing machinery. This includes power take-off, mold wipers, and unscrewing mechanisms .to ensure the greater safety protection for the operator. It is our responsibility, not that of the ma chinery manufacturer, to fully protect our operators and to be sure that machinery installed and operated in our plant is safe. Briefly, I would like to touch on some of the more important mechanical safety fea tures in our plastic operations. All of our injection and blow-molding presses are hori zontal, and mold closing is a hazard. We use heavy duty tempered glass for safety gates both front and rear, interlocked Into the con- 29 1968 National Safety Congress trol system through limit switches. When the gate is open, the electrical system is locked out, so the molds will not close by either the automatic or manual cycle. The only time the molds can close is when the gates arc closed and the operator is protected. The automatic relieving of extruder inter nal pressures in injection molding, which we call decompression, is normally considered an operational feature to minimize nozzle drill. While we do use it to good advantage in the automatic operation of the press, we have also found if can be used to good ad vantage as a safety device when bleeding a blocked injection nozzle When a press is down for an extended period of time the plastic material freezes in the nozzle, and it is necessary that a heated pr&be (brass rod approximately 3/16 inches in diameter, eight iniies long) be inserted into the nozzle to melt that material which is- not in dose proximity to the nozzle heaters. When the internal pressure is relieved by using the decompression feature, only vapors are ejected through the nozzle; however, if we did not use the decompression feature, hot plasticized material would be ejected along the probe with considerable force. Unfortunately, we did experience an in jury when one of our set-up men failed to use the decompression feature prior to in serting a probe to open a nozzle. He received severe bums of the left hand. Believe me it was an ugly looking hand. The general foreman of the Injection Molding Depart ment used this situation to good advantage by scheduling a different set-up man to accompany the injured man to the dispensary every day to witness the dressing of the wound. There is no doubt that they all re ceived the message. They now religiously use the decompression feature. Electrical interlocks, such as limit and pressure switches, have to be designed in such a way that they cannot be stuck acci dentally and that it is almost impossible that they be wedged or tied in the run posi tion. Manj^jjpes, two safety devices or two control elements are placed in series, so should one be accidentally stuck, the second continues to serve as . protection. Mounting them on the machine so that one is depressed and the other released is another approach to prevent human or accidental failures. Power systems which include electric, air, or hydraulic supply are designed to fail safe. Should the power source be interrupted, the control relays are de-energized and the equipment remains in a safe position. It can- hot be put back into service until the opera tor manually puts the equipment through' the start-up cycle. This, obviously, is very im portant and is another reason equipment manufacturers should be consulted by the users before making any modifications to their equipment, regardless of how insignifi cant or small you may think the revision-- to be. (' Our disabling-injury frequency rate over the. last four years was 3.07 disabling in-.. juries per million man-hours worked. This ' compares favorably with the frequency rate of 4.14 for the entire rubber and plastics industry over the same period. Another way of measuring safety per formance is in direct injury cost per 10,000 man-hours. We calculate- our direct injury ` cost by relating it to the number of man hours worked For my plant, over the last four years this cost averaged $50 per 10,000 man-hours..Over the same period, the total company costs were $162 per 10,000 man hours. So we are doing a good job, but disabling injuries are still costing our plant $50 per 10,000 man-hours. Our aim is to reduce this cost to zero. We at the Closure Plant know, as you know, that a good safety record cannot be attributed' to safety glasses, safety shoes, heavy gloves, tidy work areas, or sophisti cated equipment, although these things, of course, do contribute. Most injuries are caused by carelessness--and safety results directly from individuals who are careful. This is a matter of employee attitude, and in this respect the meetings and .our obvious concern for safety are paying off. 30 Rubber & Plastics Section P KEEPING ABREAST OF THE CHANGING TIMES * By E. H. WORCESTER Factory Manager, Uniroyal, Inc., Indianapolis, Ind. (Mr. Worcester spoke without a prepared boss -- the factory manager. Sell him on paper^ The following is a summary of the safety. If we can sell him, we will then have major points covered in his presentation.) his backing all the way, which will make What the manager of today's plant expects .from the people that work for him. our safety program easier to sell to the rest of our employees. Safety must be instilled' into the organization by a safety minded There are changes in people themselves; safety man. Safety is defined as hard work, gjithey're.looking for improved safer working ; ' everyday. conditions, increased benefits, etc. These changes are a result of cause and effect Inspection and training are two other means of selling safety. Personal inspections v Communications play a big part in by the safety man will show he is interested changes; finding out what's going on; good in the employee. Follow-up of inspections lesson with those in thellcnow; and an esta must be made. Training is a must, even blished contact and rapport though it can be costly. Today, we are in a Today's factory manager has a big job, workers market Today's worker must be and it is literally impossible for him to know fitted into the work force. Training with everything without-a good- team. His staff new equipment in a new job is a must .members must investigate changes of produc How do we motivate the new employee tion, engineering, personnel, etc A good , in safety? Supervision must set up working safety man will keep his factory manager habits, with safety included. We must show aware of the accident-prone employee Con the employee we are concerned with his tact through ..the controller can keep the safety off the job as well as on the job. Or factory manager aware of the hidden and ganized plants with union safety committees known costs which result from accidents. The should use the dedicated union employee to plant engineer can show a reduction of costs advantage in safety. thru good engineering practices. Also, safe To summarize, we must keep abreast,of engineering practices can `result in a cost re change. The manager's responsibility is man duction of the final product. aging accident prevention by working with Wc in safety must do a selling job pn the his people. ATMOSPHERIC SAMPLING By w. t. McCormick Asst Director, Medical Dept, Inland Steel Co., East Chicago, 111. Through the ages, man has had to depend upon his five senses for self preservation and to warn him of the presence of a dan gerous environment These were sufficient if the contaminating substances were large enough in size so as to be readily visible to the naked eye; of a readily distinguishable color; or had an odor which was noticeable and repellant at levels significantly below the ^ danger point With the advent of the industrial revolu tion and the concomitant' release of many unusual contaminants info the work room air, man learned to his sorrow that even the five senses are not infallible as warning devices Some of the exposures brought about a rapid fatigue of the nervous system involved. The olfactory nerve, for example, rapidly loses its ability to detect even high concentrations of hydrogen sulfide. Many by-products of man's industrial en vironment, and even' his activities during 31 1968 National Safety Congress leisure hours, result in exposures which can While these methods are usually most de not be recognized by the unaided senses or sirable, certainly many of the smaller com are not. considered by him to constitute a panies cannot employ the highly trained hazard. He breathes carbon monoxide from personnel who would be required, nor can the cigarette he smokes, from the exhaust they justify the cost of a laboratory and its of the car he drives and, in smaller amounts, necessary equipment They must, therefore, from the. cooking of bis food as well as in seek assistance from the state, their insur the products of combustion in industry. Car ance carrier, or independent consulting lab-, bon monoxide, of course, is colorless, odor oratories for appraisal and measurement less, and tasteless. These greatly increase the 'waiting time be Other materials, even though they may have a distinctive odor, can wreak damage upon the human organism at levels below their threshold of odor. Carbon tetrachloride has a discernable odor at about 75 parts per million; yet, a safe concentration of the vapors of this solvent .for daily exposure has been pegged at 10 parts per million by tween consideration of a potential hazard and reporting of results. A rapid approximation of the concentration of undesirable atmospheric contaminants is frequently desirable. Certain vapors, gases, and mists can be identified and measured through the use of commerdaily available direct reading istrumeniation which is readily the American Conference of Governmental Industrial Hygienists. Since environmental contaminants can be hazardous in sizes and concentrations which may be far below the abilities of tile senses to detect, the investigator is left with two courses only to pursue in the identification and measurement of abnormal conditions in the work place. In effect, he may take the environment to the laboratory, or take' the laboratory to the job site or, in scane cases, he may elect to do both. Certain things which find their way into the worker's environment must be collected at the job site and then returned to the laboratory for analysis and measurement. The collection phase may be accomplished by electrostatic precipitation, by filter media, through impingement or trapping in a liquid, or by drawing a sample of the atmosphere carried to the job site. While it is true that the accuracy of the results is not as good as can be obtained by laboratory procedures, this is counter balanced to some extent by the speed with which results are obtained and the possibility of frequent retesting. Thus, fluc tuations in concentrations of gases and vapors can be noted and, for this reason, it is pos sible that greater safety for the worker will result A century ago, the need for portable in strumentation was recognized, and "the first of what is now a multitude of instruments was developed. This was the flame safety lamp designed for the mining industry and which, in the hands of a skilled operator, could detect the presence of explosive gases or a marked reduction in the oxygen content of the air. Advances in technology have produced in into an impervious container. Once collected, struments which are more desirable for the. contaminants or the suspect atmosphere measuring flammable gases and vapors. Uti must then be studied chemically or physi lizing the Wheatstone bridge and more in- cally, usually through involved and compli ^tricate design, these units may be used to cated procedures for identification and ' measure not only* percentages of the lower measurement These are, of coarse, finm- explosive limit, but also total concentration. consuming procedures which frequently These units do not, however, give selective quire highly sophisticated equipment. readings of percentages of ingredients-in a There are, however, certain advantages mixture. which may be of great importance. The . Oxygen concentrations both above and be sample, since it is collected over a longer low the norm can be measured by commer period of time, more or less accurately repre cially `available equipment of two general sents- the- average exposure of the -worker. types. One utilizes the Orsot principle, in The accuracy of the results is limited only by which.oxygen is absorbed by liquid and the the ability, training, and precision of the rise of the column of liquid in a graduated laboratory worker. The components of the tube indicates- the concentration. Another sample are capable of- full and 'complete, i common type makes' use of a chemical cell identification. ' and electrical circuitry to deliver readings. 32 Rubber & Plastics Section Other gases and vapors can be measured tubes, thereby permitting not only their iden and to some extent identified through the tification but an immediate measurement of use .of glass tubes filled with chemicals. their concentration. Because of the possibility These chemicals are compounded so as to of remote testing, the tester himself need not change color upon exposure to certain gases, be placed in a hazardous position With re vapors, or mists, and the concentration is finement of manufacturing techniques, the determined either by the intensity of the color shelf life of the tubes has bn markedly in change or by the length of the color change creased. * within the tube. _ The disadvantages of this method of test These sampling; units require-that flow rate ing must'also be considered. Among these and total air sampled be rigidly controlled, wouhfjk the temperature range, which limits and this is accomplished by means of pumps the accuracy of results. With some, the low or aspirator bulbs. These tubes and their est desirable testing temperature is 50* F. sampling accouterments are manufactured by With others, it may be as low as 0*F. Most several companies, but since accuracy de are limited to ambient temperatures below pends upon a specific volume of air delivered a maximum of HXTF. The pump must be through an orifice of controlled diameter, the inspected frequently for flow rate charae- interchanging of- tubes of different mami? teristics and maintenance procedures must be facturers is usually not desirable. followed regularly, since any variation ad It is'not within the province of this paper- versely affects the results because of the to recommend the product of any manu small volume of the sample. The 'chemicals facturer. Each potential user must make his within the tubes may pack slightly in ship own selection of the'tmit or units lie would ment or in storage, and in testing the air consider to be most desirable for his own flow may channel rather than diffusing, uni Operations. Criteria, which could reasonably formly around each grain of the filler, hence be expected to influence such a decision altering the results. Also, occasionally it it would include accuracy or reproducibility of important to measure the total amount of ; results, ease of maintenance of aspirators-or contaminant present, and this is possible onl; pumps, ready availability of tubes and other up to the maximum capacity of any spedfi equipment, and the variety of tubes available. tube. As with all equipment, there are advan tages and disadvantages inherent in the de sign of thermits. Each user must carefully balance these to determine whether such equipment fulfills his needs. A major advan tage of these readily portable tools is that they are designed to be used by persons who have not had extensive training in chemical analysis. Air borne compounds will react only with the chemical constituents of ^certain And so today, man's five senses have bee augmentedby the use of an untold numb of devices and methods to study his enviro meat Certainly, the people who witness the introduction of the flame safety lamp mining could not conceive of tire divers of equipment available and used today. W cart'-'guess what new instruments and w rials may be ushered in tomorrow? 1968 National Safety Congress SAFETY education for the supervisor By O. E. GROSSMANN Safety Specialist, Uniroyal Inc, Joliet Anny Ammunition Plant, Joliet, I1L Repetition was the method used when we of poor attitude which can be changed thru went to grade school By constantly bring education. told and shown how to conquer the mys teries of Mathematics, English, etc, we . Safety Responsibilities learned. The more we learned, the easier it We all hate to see people get hurt Sym became and, eventually, it was fun going pathy for the worker and for his family is to school We weren't afraid of the subjects one of the most important reasons for a anymore, because we knew what to do -- we good accident prevention program. understood. How many times we went thru After feeling sorry for the-.man and i his the front door of the school with a big family, then we sfart getting angry.. We hollowness in the pit of our-stomach be begin thinking of names like careless, acci cause we didn't know our lesson? We were dent prone, and .even .'stupid, .jjecause ..we afraid -- we didn't'understand. recognize that 95 per cent'of* our- accidents -When the production, technical, and even administrative workers at our plants don't know -- don't understand their job thor oughly -- they fumble, they flounder, and they eventually get hurt or hurt others, or < get killed or kill others. Proper orientation must be given to all incoming people telling them the basics. What they can and can't do, when and where things can safely be done and, most of all, why they can't do certain things. Then make sure they understand -- let them ask ques tions. During their job training period the same whats and what nots and whcrcs and whens must be explained and again we must make sure we tell them why. AH instructions should be safety centered and people must be told the seriousness of the powders and chemicals they work with and what can happen if they are mishandled and if SOP's are not followed. They must be told what to do if things go wrong. Before supervision can do this, they must be properly educated. It`is the responsibility of the safety department to prepare and assist in procuring materials for the pres entation of the plant safety program to the supervisor. The supervisor then can dynami cally sell his program to his people. are a result of the unsafe act on. .the-part of the employee We will also fed a-little angry at ourselves because we did not take steps to prevent the accident The first re action of some supervisors will be `Tve got to get out production! I can't think of every thing, and I can't be everywhere all the time!" In essence, the supervisor wants to prevent accidents, but he feels he does not have the time to do so. Accidents, whether there is personal in jury or not destroy effiJency, but more important they are an indrcation that some thing is wrong! Lack of control over men, materials, and processes spells inefficient operations. We all like to operate on a sched ule ; this is necessary for efficiency. An accident is never scheduled, and generally happens at the most inconvenient time. When these occur, you will find that many people who never worried about safety before will do a lot of worrying about an accident or the consequences. A series of little accidents can keep a department in a state of ineffi ciency and-uncertainty. / A high injury rate has a depressing effect on employees' morale. Unsafe plant condi tions which contribute to accidents lead to dissatisfaction and poor job performance. A bad accident makes everybody jumpy and It's- not always easy to get the- safety resentful. Repeated accidents make em message across to some people. "What's in ployees feel that the company doesn't care it for me?" is the question we get some or that the foreman is not on top of his times; usually from an employee who hasn't job and that things are out of control. On' personally experienced pain himself, or has the other hand, real pride and enthusiasm not had some member of his family seri for the job exists in' companies that have ously injured. With these it's mostly a case outstanding safety records. Preventing acri- 34 f Rubber & Plastics Section dents pays off in good employee morale and the person over to see if the proper protec in good public relations. A company can tive clothing and equipment is being worn. establish a good reputation in the commun , Let the person who isn\ wearing his safety ity with a good safety record, and they can glasses loiow that you are concerned about certainly establish a bad reputation with a his eyes, and let the person who isn't wear bad safety record. ing safety shoes know that you are concerned One thing a foreman or Supervisor can , about his feet not afford to do is to let someone else take The concern must come from you. You over safety instruction and safety supervi must show each person under you that you sion in his department If he does, he will weaken his own position as' a production man and as a leader. . Attitudes are personally concerned about his or her safety, and not because "Those guys in the front office that wrote the rules said this is what we gotta do. I don't agree 100 per cent but they're the boss." This is one way to The supervisor's attitude is a most impor get the people on your side, maybe but it's tant factor toward safety.' His attitude to a real good way of convincing the people ward the safety of his employees has a that you're not really their boss, but merely direct effect on the frequency and experi a messenger for the boss. ence rate of accidents within the depart Remember, to the people under your super ment vision there is only one boss, you. As haz Webster tells Us that attitude is: "A bodily ards develop or are found by you or one of posture showing or meant to show a mental your workers, take the necessary steps to state, emotion, or mood. It is also a manner get them corrected immediately. Hazards are of acting, feeling, or thinking that shows 1 easy to find after someone gets injured. one's disposition or opinion.'' Very easy to locate in most cases---just look Workers will pick up many of their super visor's haJbits. This is fine if all of your work habits are good ones. Unfortunately, however, your men are going to pick up your bad habits too, if you have any. for the red marker. When a hazard is found and corrected before someone has gotten injured, your accident frequency goes down, your production record goes up, because your people are all on the job. If you give them -the. impression that you are not concerned with the production sched ules, why should they he concerned? If you don't show any concern about the department Last, but certainly not least, the morale of your department will go up because through your efforts as a sincere supervisor you will have obtained the cooperation of and plant housekeeping, why should they be your people to work safely themselves and concerned? And, if you don't show sincere to help each other work safely, thus elimi interest, and concern in the safety rules and nating much pain and suffering. regulations of the plant and in their personal safety, is there any reason to believe that their attitude is going to be any different than yours? .. ` Nothing will wreck a safety program faster than a supervisor giving lip-service-- failing to wear protective clothing or per forming an unsafe act because it is expedient. ' What will their attitude be? Whatever you The supervisor must set the example. The do or say,'or how you act must be all right supervisor must be totally familiar with because you are the boss. Or, if they have every job under his jurisdiction and must enough sense to see through you, they'll know every possible hazard connected with wonder how you ever got to be the boss each job. If he knows everything about the and will lose their respect for you. It's pretty job except the hazards, people will get -hurt hard to lead if you've got a bunch of men and production will suffer. who don't have enough confidence in you to really want to follow. Safety results from organization policy. It is expected and required just as -produc Talk to your people daily as you walk tion is required. You let workers know by through your areas. It doesn't have to be a. work and by attitude that' safe workmanship lengthy visit A brief "good morning, hqw's is required. We have established that we the family?" will do, and as you're speaking cannot force safety on people with a "get you have an excellent opportunity to check tough" approach. The first violation of safety 35 1968 National Safety Congress rales may not cause a worker to get hurt, 1. The tool, machine, or material involved but sooner or later, If he's permitted to in the accident, .such as a ladder, hammer, continue violating safe practices, he will be piece of jape, tapbgbachbe, etc. You must hurt If a supervisor observes an unsafe know the part of the machine, tool, or other act but takes no action, the worker and equipment involved b order to know exactly others may assume that the supervisor ap where to take corrective action. proves, and it becomes an accepted practice. 2. The manner b which the employee was Personal contact with an employee is im bjured, or the "type" of accident Examples portant, or individual contact by talking of this are falls, struck by (a fallbg or informally with the employee in the course flybg object), getting caught in or between of his everyday job will integrate safety (the movbg parts of a machbe), bums, with the production process. (add, hot steam, eta). Accident Facts What is an accident? What does the word mean? An accident is a happening that is not expected, foreseen,, or intended, an un fortunate occurrence or mishap usually re sulting in physical injury! Knowing where, how, and why accidents 3. The unsafe conditions of the tool, material, or machbe, such as a broken ham mer handle, bad brakes on a vehicle, im proper or insuffident guardbg, eta 4. The unsafe act or unsafe practice of the employee, such, as working near the movbg parts of a machbe without first stopping it, lifting with the back muscles occur is fundamental to an understanding instead of the leg musdes, failure to wear of accident problems and their solution. Ac protective equipment (safety glasses, add cidents don't just happen, they are caused. goggles, helmet; add suit, safety shoes, eta) With very few exceptions, there are under standable reasons for all of them. When you determine the circumstances and causes of an accident, measures can be taken in most cases to prevent similar accidents from S. The reason for the employee's unsafe action or practice, disregarding instructions or, possibly, a physical handicap. Instructing for Safety happening. Lack of knowledge or skill is one of the Each type of tool, machine, and material used in a department is a potential source of accident under certain circumstances. However, some of these accident sources figure in many more injuries than do others. To achieve a good safety record, sources of frequent injuries must be known and must be given special attention. Knowledge of the sources tells the supervisor where to direct ' . tTKJst frequent perioral causes of accidents. The man may never have learned to do the job the rigfrt way. He may have learned to do the j<*, but not well enough to estab lish safe work habits in doing it, or he may have irurtvd to do the job under normal conditions but has never fully realized the danger of unsafe acts under unusual condi tions. his efforts.to prevent bad accidents, A me Instruction is the supervisor's first job. He chanic who understands how the parts of must be able to do it wdl, for whatever he a machine work has the basic information accomplishes is done by the people who work for locating trouble and correcting it Simi according to his instructions. The new em larly, the supervisor who knows the elements ployee needs to be told about the company of an accident and how they enter into the and department safety polities. Often, a occurrence of an injury, has a guide for safety department representative or a mem- securing the right facts upon which to base bet^ff the personnel department talks to new his corrective action. employees about safety. The supervisor should know what the new employee has The Elements of an Accident . been, told and should be prepared to give There is nothing complex or mysterious detailed safety instructions as applied to the about the basic nature of an accident It can 'job. be taken ap^rj like a machine to find out Every worker starting on a new job should what is wrong. An accident has five basic be instructed how to do that job, even if he elements or parts. If each element is checked has done similar work before. Our safety thoroughly, you have the essential informa requirements may be slightly different than tion for preventing similar accidents: he has been used to.QoodJnstructions help 36 Rubber Sr Plastics Section safety, even, though the instruction is -not specifically on safe practices. Good instruc tion promotes better workmanship, satisfac tion, cooperation, and safe work habits. Sometimes other skilled workers make good instructors, but it remains the -supervisor's responsibility. Teaching ability is not necessarily a gift, but an acquired skill that can be learned Instruction, like any other skill, must be learned by practice. Some of the basic steps in proper job instruction are: 1. Preparation 2. Presentation . 3. Application 4. Testing 5. Follow-up . Wherever jobs are being done, there is need for.instruction. The foreman can check the " results by observing performmice -of those he instructs. If the worker hasn't learned, the instructor hasn't taught When planning to teach a job one must be able to do the job, but not all experts are able to teach adequately. A skilled worker does not think about every little part of a job and how it is to be done.. A most valuable source of information for use in job safely instruction will be obtained when you condnct your job hazard analysis. Check each operation in your de partment; area, or budding very carefully for any existing hazards or potential haz ards. Knowledge of what can possibly go wrong is most important and is the first step towards total safety. Decide carefully on the proper'corrective action necessary to prevent an accident from happening due to the hazard--use good, sound judgment, and make sure that what you recommend does not create another haz ard. Then make sure it gets done 37 OFFICERS OF THE GLASS AND CERAMICS SECTION NATIONAL SAFETY COUNCIL 1968-69 General Chairman--Joan W. Bloom, Owens-Illinois, Inc., Fairmont, W: Va. ' First Vice-Chairman--Anuses Oresick, PPG Industries, Inc., Ford City, Pa. -' Second Vice-Chairman-^-TL Clark Underwood, PPG Industries, Inc., Pittsburgh, Pa. Secretary--Richard Reilly, PPG Industries, Inc., Meadville, Pa. Newsletter Editor--Jorge Hernandez-Osona, Accion Social Regiomontana, Monterrey, N. L. Mexico; Dave Charlesworth, Ball Bros. Co. Inc., Mundelein, 111. Program- Committee--Charles B. Reagan .(Chairman), Ball Brothers Co., Inc., Muncie, Ind. Health Committee--Jorge Hernandez-Osuna (Chairman), Acaon Social Regiomontana, Monterrey, N. L. Mexico; *W. G. Hazard, Owens-Illinois, Inc., Toledo, Ohio Engineering Committee--*John V. Skendall (Chairman), Harbison-Walker Refractories Co., Pittsburgh, Pa.; J. T. Desiefano, PPG Industries, Inc, Pittsburgh, Pa. Membership Committee--James D. Shannon (Chairman), Ford Motor Co., Glass Div./:Dearborn, Mich.; Francos E. La Chapelle, Owens-Illinois, Inc, Hapeville, Georgia'*' Off-the-Job Committee--Donald D. Hobbs (Chairman), Anchor Hocking Glass Corp., Lancaster, Ohio; Kenneth Davis, OwensrIllinois, Inc., Bridgeton, N. J. Training Committee--A. D. Davis (Chairman), PPG Industries, Works No. 1, Creighton, Pa.; Charles R. Haines, PPG Industries, Mt. Vernon, Ohio Safety Promotion Committee--*C. Doan-.Noce (Chairman), PPG Industries, Inc., Crystal City, Mo.; Sam Raffa, Owens-Illinois, Inc., Glassboro, N. J. Research Committee--E. Ml Thompson (Chairman), Ford Motor Co., Nashville Glass . Plant, Nashville, Term.; Scott Vass, Owens-Illinois, Inc, Huntington, W. Va. Associations Committee--Howard Baker (Chairman), Pittsburgh Corning Corp., Port Allegany, Pa.; T. M. Hah, A. P. Green Refractories, Mexico, Mo. Nominations Committee--John J.'Long (Chairman), PPG Industries, Inc, Cumberland, Md.; Andrew Oresick, PPG Industries, Inc, Ford City, Pa.; John W. Bloom, Owens-Illinois, Inc, Fairmont, W. Va.- * "Blowers and Puggers" Committee (Past General-Chairmen)--Fred G. Anderson, Corning,' N. Y.; H. V. Gardner, Owens-Illinois, Inc, Toledo, Ohio; John P. Stephenson, 38 Ball Bros. Co., Inc, Muncie, Ind.; James L. Mosbis, The Federal Glass Co, Columbas, Ohio; J. C Dittmer, Cranford, N. J.; T. R. Donoghue**(deceased); W. G. Hazard, Owens-Illinois, Inc, Toledo, Ohio; Harry 'A. Jackson, Frigidaire Division Plant #3, General Motors Corp, Dayton, Ohio; J. H. Gatrell, American Saint Gobain Corp, Kingsport, Term.; John B. Fuixen, Kopp Glass, Inc, Swissvale^Pa.; Russell W. Frank, Ferro Corporation, Cleveland, Ohio; Clyde C. Ruddick (deceased); John V. Skzndall, Harbison-Walker Refractories Co, Pittsburgh, Pa.; Edwin L Wray, . . Ball Bros. Co, Inc, Muncie, Ind.; Clinton Ballingee, Owens-Illinois, Inc, Gas City, Ind.; Joseph E. Moebison, Houston Chemical Corp, Beaumont, Texas; John Rhein- heikeb. Hunt Foods, Inc, FaDertoo, Calif.; Robert W. Moulton, Ball Brothers Co, Inc, Muncie, Ind.; G Doan Noce, PPG Industries, Crystal City, Mo.; Frank Man ning, Ford Motor Co, Glass Div, Dearborn, Mich.;- John J. Long, PPG Industries, Inc, Cumberland, Md Staff Representative--Grant Shibley, National Safety Council, 425 N. Michigan Avc, Chicago, HL 60611 Past General Chairmen 39 OFFICERS OF THE RUBBER AND PLASTICS SECTION NATIONAL SAFETY COUNCIL 1968-69 ! General Chairman--E. E. Goldsworth, Safety' Dir., Gates Rubber Co., Denver, Colo. First Vice Chairman--J. R. Wethesholt, Safety & Security Superintendent, Uniroyal, Inc., Joliet, I1L. Second Vice Chairman--G. W.` Nickel; -Mgr. of Safety, Armstrong Cork Co., Lancaster, Pa. ", Secretary--R. G. Foeejt, Manager, Ipdustrial Relations, General Tire and Rubber Com pany, Pennsylvania Division, Jeannette, Pa. Newsletter Editor---W. E. McCormick, Mgr., Ind. Hygiene & Toxicology, The B. F. Goodrich Co., Akron, Ohio Engineering Committee--R. G. Havener (Chairman), Corporate Safety Eng., Uniroyal, Inc., New York, N. Y.; T. E. Leah, Safety Dir., Uniroyal, Inc., Detroit, Mich.; M. T. Soulsby, Safety Engineer, The B. F. Goodrich Co:, Akron, Ohio; R. P. Ayer, Safety Director, Foster Grant Company, Inc, Leominster, Mass. Health Contmittee--H. M. McInerney (Chairman), Mgr., Safety Dept, Goodyear Tire and Rubber Company, Akron, Ohio; George Wilson, Industrial,,,HySi^st, Firestone Tire and .Rubber Company, Akron, Ohio; *S. A. Wright, Mgr., Safety & Security, Inland Mfg. Div., General Motors' Carp., Dayton, Ohio; *C. E. Beck, Safety Dir., St Clair Rubber Co., Marysville, Mich. Membership Committee--John Glenn, Jr. (Chairman), Production Manager, Electric Hose & Rubber Company, Wilmington, Del.; W. V. Kelly, Employee Relations Mgr., Stokes Molded Products, Trenton, N. J.; *L. W. Boulton, Safety & Plant Protection Supv., Polymer Corp., Sarnia, Ont., Canada .. Education & Training ComiMtee--R. N. Johnson (Chairman), Mgr., Safety & Security, The Armstrong Rubber Co., West Haven, Conn.; K. W. Getty, Asst Personnel Mgr., Carlisle Tire & Rubber Division, Carlisle Corp., Carlise," Pa.; J. W. Mum, Personnel Mgr., Corduroy Rubber Co., Grand Rapids, Mich.; J. E. Harvey, Safety Engineer, Mansfield Tire & Rubber Company, Mansfield, Ohio Publicity, Trade Association, and Liaison Committee--David J. Mariani (Chairman), Safety Engr., The'Goodyear Tire & Rubber Co., Akron, Ohio & ' ... Codes and Standards Committee--*M. R. Batche (Chairman), Mgr.-of Safety, Firestone Tire & Rubber Co., Akron, Ohio Statistics Committee--L. Hartman (Chairman), Dir. of Training & Safety, Firestone Tire & Rubber Co., Pottstown, Pa. 40 Reclaim Manufacturing Committee--*R. M. Boyles (Chairman), Dir. of Ind. Relations, Midwest Rubber Reclaiming Co, East St. Louis, 111.; W. L. Cato, Mgr. of Safety, The B. F. Goodrich Co, Akron, Ohio * Laboratories Committee--G. Wayne Bonsell (Chairman), Supvr. of Safety & Security, Lancaster Floor Plant, Armstrong Cork Co, Lancaster, Pa.; J. E. Ecner, Jr, New England Branch Mgr, Goodali Rubber Co, Boston, Mass. - Fire Safety Committee--D. E. Dudrow (Chairman), Corporate Mgr, Safety and Plant Protection, Uniroyal, Inc., New York, N. Y.; W. L. Smelser, Mgr, Plant Security and Safety, The Kelley Springfield Tire Co, Cumberland, Md.; J. H. Hager, Safety Dir, Ohio Rubber Co, Willoughby, Ohio Off-tke-Job Safety Committee^-V. G. Cork (Chairman), Mgr. of Safety, Uniroyal, Inc., Mishawaka, Ind.; Joseph D.' MABDEN,"The Society of The Plastics Industry, Inc, New York, N. Y. ' Synthetic Manufacturing Committee--C. M. Parsons (Chairman), Safety. Supervisor, Uniroyal Chemical, Geistnar, La.; D. L. Dowell, Safety Supervisor, B. F. Goodrich Chemical Co, Cleveland, Ohio ' c Long Range Planning Committee--*R. W. Fickes (Chairman), Safety Engr, Goodyear Tire & Rubber Co., Akron, Ohio; *G. H. Burkhardt, Dir. of Safety, General. Tire & Rubber Co, Akron, Ohio; *M. R. Batche, Mgr. of Safety, Firestone Tire & Rubber Co.; Akron, Ohio; *S. A. Wright, Mgr, Safety and Security, Inland Mfg. Div, General Motors Corp, Dayton, Ohio; *N. R. Hunter,-'Safety Engineer, Dunlop Tire & Rubber Corp, Buffalo, N. Y. Staff Representative^--R. G. 'Belknap, National Safety. Council, 425 N. Michigan Ave, Chicago, I1L 60611 .* . *Past General Chairman 41 # Order Form 1968 Congress Transactions Quantity Ordered * Stock No. Vol. No. Title 1-9 10 or - Copies more 022.38-1 1 ` General Sessions & Index to all Volumes $.85 $.65 022.38-2 ' 2 Aerospace; Air Transport .85 .65 022.38-3 3 Automotive & Machine Shop; Power"" Press & Forging .85 ' .65 022.38-4 4 Cement, Quarry & Mineral Aggregates .50 .45 022.38-5 5 Chemical & Fertilizer .85 .65 022.38-6 6 Civic Leadership; Church, Women, Youth, Farm .85 .65 022.38-7 7 Coal Mining . .85 .65 022.38-8 8 Construction; Public Employee .85 .65 02238-9 9 Electrical Equipment .50. .45 022.38-10 10 Food & Beverage, Meat Packing, Tanning & Leather Products; Trades & Services ;s5 .65' 02238-11 11 Glass & Ceramics; Rubber .85. .65 02238-12 12 Industrial Subject Sessions; Associations 1.10 LOO 02238-13 13 ' Labor .85- .65 02238-14 14 Marine .85 .65 022.38-15 15 Metals .50 .45 022.38-16 16 Mining - .85 .65 022.38-17 17 Motor Transport; Transit .85 .65 02238-18 18 Occupational Health Nursing .50 .45 02238-19 19 Petroleum .85 .65 02238-20 20 Public Utilities .85 .65 02238-21 21 Pulp & Paper; Printing & Publishing .85 .65 022.38-22 . 22 02238-23 23 Railroad School & College .50 .45 1.10 LOO 02238-24 24 Traffic .85 .65 022.38-25 25 Wood Products; & Textile .85 .65 02238-26 26 Early MorningSessions .50 .45 02238-27 27 Public Safety .85 .65 022.38-28 28 Home Safety '* .85 .65 022.18 COMPLETE SET OF 28 VOLUMES $13.60 Automatic 20% discount to National Safety Council members; or 10% discount to- government agencies. Please enclose check with orders less than' $3.00. SHiPTO: Organization_________________________________________________________________ Address:: CityState________ ______ Zip Code to Attention of BILL TO: Organization'' Address!City State ___________________________________________ Zip Code to Attention of_` Customer's Purchase Order Number; MAIL TO: 1SC36902 NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 murid in *.>. 022.38--11 44 ... - ` CORPORATION CHICAGO, ILLINOIS ' I hereby certify that the following described records oh" ' * Rational Safety Connell 425 No Michigan Avc+ - . ..... Chlca m tCr were photographed as received and without alteration by the----------- s a i CORPOj m est 120th. Street Chicago, Ill 60628 Prtr Pet, 9, 19?0 ____ Witness. Signer fwjKkdSa mi ere SALES CORPORA 1968 National Safety Congress ing reduced the accident potential for the in rather complicated electrical control draw brakeman, machine safeguarding has reduced ings. . the accident potential for the operator. Pointof-crperation guarding, power transmission guarding, electrical hazard guarding, have all been covered in great detail by numerous Instrumentation in the early food industry consisted of the clock, the thermometer, and the pressure gauge. While these instruments have not been superseded, they have been authors and most engineering handbooks, supplemented by more sophisticated control and reputable manufacturers have designed equipment. The process computer has, in their equipment to eliminate accident poten some instances, supplemented the clock; the tials in this category. temperature transmitter and recorder-con Growth of consumer acceptance of pre troller, have supplemented the thermometer; pared foods has resulted.in increased sales the pressure transmitter and recorder-con and production. This, in turn, has given the troller have supplemented the pressure gauge. requisite economic justification of equipment This more sophisticated instrumentation has with greater capacity and higher machine given the designer a great deal more latitude speeds. More continuous operations have for automation in the food industry. For been.designed, and automation has removed . example, agitators can be stopped and started, the operator from the point-of-operation to depending on the liquid level in the tank, the instrument console. All of these have thereby improving product quality. This same reduced the number of operators, reduced type of control, however, constitutes an acci the accident potential, and the end. result dent potential. To reduce this potential, all is fewer accidents. All of'this sounds like tanks containing agitators must have the good news to the safety supervisor; but is manhole cover interlocked with the agitator it? Have we not introduced a new hazard driver motor so as to prevent the remote with the equipment of greater capacity, starting of this equipment while any em higher operating speeds, more continuous ployee is in the tank. operations and, finally, automation ? My con Now, what has all this to do with machine cern is that we have overlooked, in. the design for safeguarding our cleaning per design of machines, safeguarding of our sonnel? Like many design engineers in the cleaning and maintenance personnel. food, industry, I have had my experience as "chief cook and bottle washer" on experi Safer Machine Design for mental processes. In this capacity it has Cleaning Personnel been necessary to train not only tire operat One of our senior engineers is the sup ing personnel but the cleaning personnel as posed author of several engineering laws in well. I have worked with our cleaning per Campbell Soup Company. Melhom's first sonnel, used a cleaning hose, disassembled law states, "If it doesn't move, paint it;" equipment, fo_rv cleaning, and reassembled it the second law is, "It doesn't have to work for start-up." "'Our cleaning operations take as. long as you can clean it;'' and the third place on the third shift. The working hours law is, "If it can happen, it will happen, are not attractive; supervision is spread thin; and at the most inopportune time." Those and the educational level of these cleaners of us who work in the food industry are is not high. They are not unintelligent, and quite aware of the stringent requirements oftentimes make excellent operators because "placed on the process design engineer for of their intimate knowledge of the equipment adequacy in design.for cleaning equipment and process gained while cleaning. The and processes; therefore, the emphasis on safety of these people needs to be considered safety of cleaning personnel and maintenance when an engineer designs equipment. craftsmen. The engineer should actually take apart The degree of automation in existence in the food industry today requires a consid erable amount of equipment interlocking so that downstream equipment is functioning prior to the start-up of upstream equipment the equipment he has designed, and clean it. I believe--as numerous cuts on my fingers would attest--that the sharp edges with which he would come in contaff would lead him to question their' desirability. I believe he would also find that, if a guard must be This requires remote and automatic starting removed for cleaning the equipment, he of unattended equipment; this is reflected would feel much more secure if that guard 20